INFORMATION ON SOVIET INDUSTRIAL PLANTS

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80T00246A058000140001-2
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 29
• Document Creation Date: December 22, 2016
• Document Release Date: April 7, 2011
• Sequence Number: 1
• Publication Date: March 20, 1961
• Content Type: REPORT

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This material contains information affecting the National Defense of the United States within the meaning of the Espionage Laws, Title
18, U.S.C. Secs. 793 and 794, the transmission or revelation of which in any manner to an unauthorized person is prohibited by law.
DATE OF
INFO.
PLACE &
DATE ACQ.
Information on Soviet Industrial
Plants
plant sections, the
A. Kurgan Machine Construction Plant (N 55-26. 65-18), Kurgan Oblast
(six pages). The report includes
b. Industrial plants in Kuybyshev/ Bezymyanka (N 53-12, E 50-09),
5ceur.Luy-wnicn was loose, anti personalities.
REPORT
DATE DISTR.
NO. PAGES 1
REFERENCES RD
Kuybyshev Oblast,and Araments Plant No. 66 in Zlatoust (N 55-10_
E 59-4+0). Chelyabinsk Oblast (six pages).
d. The Valts Electrotechnical Plant in Riga (three pages).
CENTRAL INTELLIGENCE AGENCY
The report includes some information on the various
of Aircraft Plant No. 18 and Bearings Plant No. 9. The
post box number of Armaments Plant No. 66 was 36.
c. The blast (ten pages and layout sketch).
The report includes information on
production figures, plant sections, equipment, and personalities.
The report includes 9, few details on the
tubes used in the TUAst radio.
STATE X I ARMY X I NAVY
A{R
X NSA
(Notes Washington distribution indicated by "X"; Field distribution by "#".)
X OCR
March 1961
X NIC X
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COUNTRY: USSR (Kurgan Oblast)
SUBJECT:
DATE OF INFO:
PLACE ACQUIRED:
The Kurgan Machine Construction Plant in Kurgan
The twTs? Naddin Cometr tton Plant (0M) wa leoated in a
swamp area in the northern part of Kurgan, which was connected
to the town center by a good quality road. The plant employed
about 7,000 or 8,000 people in three shifts (from 0800 to 1700,
1700 to 0030, and 0030 to 0800 hours) and was subordinate to the
Ministry of Heavy Machine Construction (Ministerstvo Tiazholovo
Mashinostroyenia),
the plant manufactured
cranes until the early 1950's,at which time the plant was
called Zavod Podyemnikh Kranov. During 1951 to 1953, the
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plant was expanded and additional buildings were erected by
the Kurgan Construction Trust. In 1953 the plant, as KMZ,
began to produce prime movers (tiagachi), which reportedly
were manufactured under contract for the Moscow Military
District. Military officials, both in groups and individually,
made frequent visits to the plant, particularly toward the end
of the month when the successful completion of the monthly pro-
duction quota was in doubt.
3. The plant occupied an extensive site which included all its
departments and workshops. The site was surrounded by a slag-
brick (shlakobeton) wall 2.5 meters high topped by barbed wire.
The mar7 entrances and installations of the plant were guarded
by semi-military guard (VOKhR). Workers' entry permits were
usually only superficially inspected. When visiting military
officials visited the plant toward the end of the month, however,
the permits were carefully examined in an effort to demonstrate
the efficiency of secrecy and security arrangements at the plant.
Ordinarily when workers forgot their permits they would borrow
them from their friends to gain entrance. If discovered doing
this, they were only reprimanded.
L. KMZ comprised the following departments:
a. A toolmakers shop (instrumentalniy tsekh), including
a thermal workshop and a large forge. It was super-
vised by the technical office, which inspected the
quality of its products The shop employed about 600
'r I
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workers in three shifts.
b. A components finishing department, in which a precise
finish was given to all parts prior to their being assembled.
The semi-finished parts were supplied by a number of
unspecified factories. The various types of components
and finishing operations were divided among the depart-
ment's six sections. One of these sections, for example,
prepared all the track components for the prime movers.
c. A casting shop. The shop, still under contruction in
1956, was in its final stage of completion in early 1958.
Reportedly, this shop was being established so that all
necessary components could be cast exclusively on the
premises of KMZ.
d. An experimental department (ispitatelniy tsekh), officially
called Workshop No. 420 (Tsekh No. 420). This department
could be entered only by people whose permits bore a special
mark. The department manufactured prototypes of various
designs and new models based on drawings provided by the
coritructors' office. It also tested the ability of the
engines installed in the prime movers to withstand different
loads, and examined the durability of the fuel tanks in
the prime movers. The department employed some 120 to
150 metalworkers, lathsworkers, milling machine operators,
electricians, mechanics, and others, in two shifts.
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e. An assembly department, officially called Workshop No.
360. This department was out of bounds to all except
those employed there and was guarded by a reinforced
squad of semi-military guards. The assembled prime
movers left the plant from Workshop No. 360. Military
personnel were regularly employed with the civilian
workers at this department (no details).and, in addition
to the regular military employees, soldiers from outside
the plant were employed in the department for periods
ranging from two weeks to one month.
5. The extremely powerful engines which were fitted into the prime
movers were supplied by other plants.
were often sent to study and gain practical experience at the
ChTZ Tractor Factory in Chelyabinsk.
6. The vehicles were removed from the assembly department, both
for testing and for delivery, only after dark. The prime
movers were tested at a special testing ground
and only by military personnel. They reportedly
were taken from the plant by military personnel sent from Moscow
especially for this purpose. Railroad flatcars arrived in the
plant area on a special spur and were parked in the vicinity of
the assembly department. Each freight train comprised fifteen
to twenty of these cars, and there were individual stands for
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each vehicle. The prime movers were covered with tarpaulins
and were loaded on the trains which were escorted by military
personnel.
7. The driver's cabin of the prime mover was similar to the cabin
of any freight truck, with room to seat three or four people.
Attached to the cabin was a box constructed of steel plates
with drop sides. The box was one and one-half to two meters
wide, two and one-half to three meters long, and one and one-
half meters high. The prime mover was tracked.
8. While the prime movers were being loaded onto the railroad
flatcars, the workers could see an unspecified object pro-
jecting from around the driver's cabin and pointing in the
direction of the box. The object was assumed to be a gun
barrel
9. The following people were employed at KMZ:
a. Gorbunov (fnu), director of the plant until late 1956;
Instead of a new director
being appointed, the plant was managed directly,
over a long period, by the Ministry of Machine
Construction in Moscow.
b. Captain Berman (fnu), an army officer who was
regularly employed in the plant's experimental
department, in testing fuel tanks of prime movers.,
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c. Rodionov (fnu), director of the experimental depart-
Shulz (fnu), head of norms (normirovshchik)
e. Kozakov (fnu), director of the thermal laboratory
in the toolmakers' shop
Chernov fnu , director of the toolmakers' shop
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: USSR (Kuybyshev Oblast and Chelyabinsk Oblast)
1. Industrial Plants in the Bezymyanka Quarter
of Kuybyshev.
2. Armaments Plant No. 66 in Zlatoust
Aircraft Plants in Bezymyanka
1. The Bezymyanka quarter of Kuybyshev contained three aircraft plants:
No. 1, 18, and 24+. A fourth plant, No. 454, was apparently indirectly
connected with the aircraft industry. Plants No. 1 and 18 were adjacent
to each other and were located near the electric railroad line connecting
Bezymyanka and Kuybyshev. Despite their physical proximity, the two
were
plants/separate and distinct and did not share a common entrance.
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2. Plant No. 18 produced IL-2 aircraft until the beginning of 1950, after
which time it switched over to TU-4's (type unknown) and suspended
production of the former. (The TU-4 was a four-engined heavy bomber with
eleven gun positions for machine guns and cannons). The plant's
departments (Tsekhi) included the following:
a. Department No. 5, which produced fuel tanks of rubber and of some
plastic material, and small-diameter rubber fuellines. Among the
department's equipment were two presses operated by vapor pressure;
they were used in the production of plastic parts.
b. Department No. 7, the fuselage assembly department. A mobile crane
with a hoisting capacity of 25 tons was installed in this department
in 1951.
c. Department No. 9, which contained a number of lathes (Karuzelniy
Stanok) 9 meters long. They were used in the production of a
metal, bow-shaped part similar in appearance to a length of railway
track.
d. Department No. 15, which produced various parts and was equipped with
polishers, milling machines, and other machine tools.
e. The compressor department, which supplied compressed air to the
entire plant. Each department could control its supply by a set of
valves for the various pressures. The compressed air was used
for riveting (aluminum rivets) and for cleaning parts before their
assembly.
f. Department No. 41, which prepared longerons (Lanzheron) of du3auminum
for the TU-4's. During 1950 this work was done by hand with the
use of files; the workers employed in this exacting work were paid
high wages and were permitted to put in an unlimited amount of
overtime. At the end of that year, however, the plant installed
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two machines designed to perform this task, called "longitudinal
copying milling machine with revolving heads" (Prodolnofreizerniy
Kopirovalniy Stanok S Povorotnoy Golovkoy). These machines, each of
which was 12 meters long, were assembled from a number of ordinary
planing machines (Strugalniye Stanki). The area surrounding each
machine was insulated against the vibrations it caused by means of
a trench, 1 meter deep, filled with pressed wool. Since 1950,
the longerons had no longer been made by hand.
g. Department No. 22, which produced jacks for installation in the
aircraft, two per plane. They operated on a glycerine-alcohol mixture,
and each had an effective lifting capacity of 20 tons, though they
were capable of sustaining greater loads.
The aircraft produced by this plant were tested at an airfield located
near the plant. The field maintained its own staff of tes
ilots and,
in 1950, had only one runway. The armament with which the aircraft
were to be equipped were tested at a firing range in the vicinity of the
airfield.
4. Plant No. 18 collaborated with the aircraft plants in Kazan and Saratov
and frequently sent its employees to be trained at the two plants. The
operators of the "longitudinal copying milling machines with revolving
heads" were also sent to (one of ?) these plants for training. The
men chosen for this work were veteran workers of proven technical skill,
patience and accuracy.
5. The engines for the TU-1+ aircraft produced at Plant No. 18 were
manufactured by Plant No. 24+.
Sf~~E
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6. In 1950, Plant No. 1 produced jet engines (Reaktivniy Dvigatiel - RD)
for MIG aircraft. At that time, the aircraft industry was struggling
with the problem of preventing the engine's exhaust pipe from heating
up to the point where it would disintegrate, a fault that limited the
aircraft to 30-40 minutes in the air. The crux of the problem was,
apparently, the composition of the metal used in making the exhaust. The
difficulty was overcome at a later date.
7. Plant No. 454 was situated near the Stakhanova railroad station. It
was known to be connected in some way with the production of aircraft
at Plants Nos. 1, 18 and 24, but the products of the plant and how it
was connected to the aircraft plants were not known to source.
Bearings Plant No. 9
8. Bearings Plant No. 9 (9 GPZ - Gosudarstvenniy Podshipnikoviy Zavodim.
Kuybyshev) was located near the electric railroad tracks and Bezymyanka's
open-air market. It contained seven production buildings, each 40 to
50 meters long, 20 to 25 meters wide and 10 to 12 meters high. Their
roofs were covered with asbestos sheets. The plant was surrounded by
a wooden fence 2 meters high. The workers' identity cards were kept
at the guarded entrance and each worker had to identify himself upon
entering. The card was checked and given to the worker, who in turn
surrendered it to the foreman or registrar (Tabelshchik) in his department
until the end of the day. The plant's offices were situated near the
entrance and could be entered from outside the plant or from within.
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a1z
The plant, which employed about 1,000 workers in three shifts, contained
the following departments (Tsekhi):'
a. Department No. 1, the polishing department (Shlifovalniy Tsekh),
which employed 150 to 170 workers in the production of races.
It contained the following machinery: 32/50-B automatic machines
(Stanki Avtomati) (2), 63/30 automatic machines, eccentric polishing
machines, Churchill-type polishing machines, one Vatan-type polishing
machine, and bearing assembly machines. Part of Department No. 1
produced ball, conical and roller bearings that were designed for
use in the aircraft industry. It was out-of bounds for all except
those directly connected with the work of the section.
b. Department No. 2, the automatic lathes department (Avtomatno-
Tokarniy Tsekh), which processed the races produced in the forge.
c. Department No. 3, which carried out the thermal processing of both
the races and the balls. They were hardened in electric furnaces
and tempered in oil.
d. The forge (Kuzniechniy Tsekh), which produced the races from ShKh -
type steel.
e. The roller bearing department, which assembled roller-bearings.
f. The cages department (Separatorniy Tsekh), which produced the cages
for the bearings.
g. r1he oils department, which was in charge of the storing and supply
of the large quantities of various types of oils needed by the plant's
machinery in general and by the polishing machines in particular.
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(Note: The departments in which the bearings are assembled are classed
according to the sizes of the bearings on which they work).
h. The two extra-large bearings (Svierkh Krupno-Gabaritniye departments,
which assembled bearings with diameters of Li-00 to 500 mm. according
to the orders paced by the Ministry of Machinery and Tractors.
i. The large bearings (Krupno-Gabaritniye) department, which assembled
bearings with 150,170, and 200 mm.-diameters.
j. The conical and roller bearings (Konicheskiye-Rolivoyiye Podshipniki)
LDepartmenc. These bearings came in diameters of 100 mm. and less.
The plant worked according to a predetermined program, and production
reports were tendered daily to the Ministry of Machinery in Moscow. Every-
thing the plant produced was marketed immediately, since the supply of
bearings did not satisfy the demand.
Construction and Assembly Trust -No. 11
11. The central offices of Construction and Assembly Trust No. 11 (Trest Mon-
tazhno-Stroitelnikh Rabot Nr. 11) were located in downtown Bezymyanka
near the city AND Directorate (Gorodtelenie AND). Its workshops and
machine sheds were located opposite the registration office (Pasportniy
Stol) on Ul. Pobedy. The machine sheds contained various types of earth-
moving equipment, drills and construction machinery. The workshops
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serviced this equipment and produced spur wheels and other spare parts.
They contained the following machine tools: lathes, drill presses,
planing machines, spot welders, electric welders, metal-bending machines
fos'the production of boilers, etc. The trust was subordinate to the
Ministry of Aircraft Production. It maintained construction branches
(Stroitelniye Uchastki) in all of Bezymyanka's aircraft plants, including
Plant No. 454, to carry out all their construction and assembly projects.
Armaments Plant No. 66 in Zlatoust
12. Armaments Plant No. 66 (its designation during World War II) was located
8 to 10 kilometers from Zlatoust, near the Urzhumkaiailroad station.
During the war, the plant produced artillery pieces (details unknown) and
Vintsentiy Yartseva machine guns. It also produced various items
(details unknown) in whose production a 6-ton Chambersburg steam-hammer
(Parivoy Molot) and a 2-ton Erie steam-hammer were used.
Plant No.. 454.
Abram Lvovich Godenko, chief engineer of Plant No. 18 in Kuybyshev/
Bezymyanka until 1952/1953, at which time he was transferred to
b. Alexander Bielanski, director of Plant No. 18 in Bezymyanka until
1952, who subsequently became a general employed at the Air Ministry.
c. Col. Kudish (fnu), an air force officer and deputy director for
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personnel at Plant No. 1 in Bezymyank4
d. Zorin (fnu), deputy minister for the Aircraft Industry and a
frequent visitor at Plant No. 1 in Bezymyanka.
e. Poluboyarov (fhu), deputy director for personnel at the Armaments
plant 'n Zlatoust.
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SUBJECT
DATE OF INFO
PLACE ACQUIRED
1. The Minsk Tractor Factory (Minskiy Traktorniy Zavod - MTZ) was located.
in the eastern part of to-vm, at the end of Dolgobrodskaya Street in Minsk.
The factory was situated on the left-hand side of the road and was
surrounded by a brick wall 2.5 meters high, topped with barbed wire.
The plant area could be entered from a. number of directions, but entry
was restricted to holders of special permits. The permits were in the
permanent possession of the employees, who presented them for inspection
when they reported for work. They were marked with the hours of the
bearers' shifts and were collected by the timekeeper (Tabelshchik) in
each department, who returned them after work so they could be re-inspected
USSR (Belorussian SSR)
The Minsk Tractor Factory in Mins1
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when the workers left the plant. The entrances were guarded by members
of the factory's senimilitary guard unit (VOKhR). The main entrance
on Dolgobrodskaya was guarded by three or four men, while only one man
guarded each of the other entrances. At night the guards were reinforced
by additional VOKhR personnel, accompanied by watchdogs. The factory
occupied a site where, prior to World War II, work had been started on
the construction of an aircraft plant. Immediately after the war, the
existing buildings were refitted and new ones were constructed for the
tractor factory. It was subordinate to the All-Union Ministry of the
Tractor Industry and, in 1958, employed some 15,000 workers.
2. MTZ manufactured the following two types of tractors:
a. The KT (Kirovets Trelovochniy) log-hauling tractor, which was
used in forestry work.(hauling logs to be floated down rivers, etc.).
b. The Byelorus agricultural tractor.
In 1957/1958, the factory had a daily output of 20 to 22 KT's and 70 to 80
Byelorus's, in contrast to a daily output of only two tractors in 1951.
3. The Byelorus tractor was fitted with a diesel engine, whereas diesel
engines had been fitted in the KT type only since 1956/1957. Until
then, the KT tractor was fitted with a wood burning "gas generator" (?)
engine, which was supplied by the Yaroslavl Engine Works. The different
types of KT's are designated according to their horsepower, KT-35, KT-4o,
n-45, etc. The Byelorus was a 45-IEP rubber-wheeled tractor. In 1958,
however, the factory's design office was preparing a new 50-IIP type.
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u-. Rumors based on the production plans of recent years claimed that IYUZ was
about to go over to the production of a single type of tractor, the
Byelorus, The output of the KT type had gradually fallen, and it was
rumored that in the future they would be manufactured by an unspecified
tractor plant in the Altayskiy Kray. Meanwhile, however, MTZ continued
to manufacture KT tractors paiallel to the new plant, apparently until
such time as the latter was ready to go into full production. Among
the technical staff it was rumored that MTZ was to stop producing diesel
engines, that the engines were to be supplied by other plants so that
MTZ could concentrate on assembling some 300 to 350 tractors per day.
5. The factory's planning and design office employed about 100 engineers who
designed new tractor models. An experimental department attached to the
office built prototypes of the new designs, which were tested on the
surrounding kolkhozy. The design office also had a collection of tractors
from all over the world, which were studied by the designers who
occasionally copied certain components. In 1957, the office was engaged
in designing a new tractor, the Byelorus-50, in addition to an all-ptu:pose,
self-propelled chassis (Samokhodniye Shassi) for agricultural work.
6. The Byelorus tractor, which was an agricultural implement, could be
adapted for all types of field work. It was also used for towing combines;
it could pull two combines coupled together. The tractor had a rear-mounted,
power take-off gear which could be used for operating threshing drums.
7. MTZ had the following departments:
a. Assembly department for forestry tractors (Trelovochniy Tsekh).
b. Tractor assembly department No. 1
c. Tractor assembly department No. 2.
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d. Diesel engine department.
e. Press shop.
f. Iron casting shop.
g. Steel casting shop.
h. Casting shop for repairs.
i. Tinsmithy.
j. Toolmakers' shop.
k. I MManufacturing department for automatic bolts, etc.
1. Testing department
M. Electricity department.
n. Motor transport department.
o. Railroad installations maintenance department.
p. Thermal treatment shop.
q. Starting engines department.
r. Chief mechanic's section.
s. Chief technologist's section.
t. Chief metallurgist's section.
U. Chielelectrician'6ection.
v. Compressor section.
w. Mechanical repairs section.
B. 14TZ was equipped with German machinery, which was acquired from Germany
as war booty, and Soviet-made machines. The following were installed
in the presses department:
a. Forty 13-16-ton presses.
b. Ten 100-ton presses.
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c. Eight 150-200-ton presses.
d. Three 400-ton presses.
e. Two 630-ton presses.
f. One 800-ton press.
Two 1250-ton presses.
9. The tinsmithy was equipped with pneumatic hammers, steam hammers, and
mechanical.-hammers for hot pressing. All were 5-7 ton hammers.
10. The special section, which was engaged in miling precision components,
was equipped with SIP machines. These machines were extremely 50X1-HUM
delicate and were operated by skilled, senior workers. The section was
out of bounds to all unauthorized persons.
11. Iron was cast in coke-burning cupola furnaces (Vagranki), while the steel
was cast in three electric furnaces.
12. In the early years of the MPZ, there was a high percentage of waste.
Recently, however, the percentage had fallen, and only in the casting
departments was the waste percentage, particularly in the casting of 50X1-HUM
diesel engine oil sumps, still above normal. A large number of oil sumps
were declared fatty after inspection
13. MTZ cooperated in an exchange of know-how with other plants an . exchange
which was carried out under the auspices of the Nti.nistry of the Tractor
Industry. Every year, MrZ employees were sent to study the techniques
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of the tractor factories at Kharkov, Chelyabinsk and the Altay Province,
and of the velicle works at Gorkiy and Minsk. Alternately workers from
other plants in the USSR and from satellite countries (Poland, Czech-
oslovakia, etc.) were sent to study the production techniques at MTZ.
11E. 'L'ETS-3 power station was located in the vicinity of !fl Z and furnished the
plant with its current supply. However, MTZ was also connected to the
Byelorusenergo electricity network, which controlled all the current
supplies to the Belorussian industrial centers, and which allocated
quantities of current to plants suffering from power shortages. A
10,500-Volt high tension high tension cable led from ZITS-3 to the tractor
factory. In the early 1950's there were many break-downs and irregula-
rities in the current supply, but since TETS-3, with its four 25-megawatt
generators, had been in operation, the current supply had been stable.
Within the plant area, there was a covered transformer station, and each
of the main departments had a 38Q-volt transformer.
15. Since 1956, the production program had been carried out without any
obstacles. Formerly production was held up because of lack of experience
or because of a shortage of raw materials. In the early 1950's certain
raw materials or special parts had to be transported by air to avoid
delays in production. In recent years, however, supplies had been reasonably
regular and in sufficient quantities. Rubber tractor wheels were supplied
by a plant at Yaroslavl and diesel injectors were supplied by the
crrSr
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 Sanitized Copy Approved for Release 2011/04/07: CIA-RDP80T00246AO58000140001-2 JM
Combustion Equipment Factory (Zavod Toplivnovo Oborudovania) of Noginsk.
16. The forestry tractors were manufactured to meet the needs of the USSR
and were delivered to the Ministry of the Forestry Industry (Ministerstvo
Lesnoy Prom'Ishlennosti). Some of the output of Byelorus tractors was
exported to China
and Yugoslavia. In 1956, Marshal 50X1-HUM
Tito was sent a gift of 40 tractors from the Minsk factory.
17. In 1954, work was begun on the construction of a spare parts factory in
the vicinity of MTZ. In 1957, the plant was completed and began producing
spare parts for tractors and automobiles. A completely independent
enterprise, the new plant was incorporated within the framework of the
Minsk Sovnarkhoz
18. The following persons were employed at the Minsk Tractor factory:
a. Aleksandr Mikhaylovich Tarasov, director of the plant from 1954 to
1958
Piotr Ilich Shvartsburg, chief engineer since 1952,
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 cnvi ui inn
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Y, : I
6W
c. Yosif Ivanovich Drong, head of the designers office since the plant
d. Valetov (fnu), deputy director for manpower at the plant and former
chief electrical engineer there
e. Zakharov (fnu), director of the cadres department at the plant,
f. Ivan Ivanovich Demchenko, director of the press shop
Yasinskiy (fnu), chief mechanic at the platn
19. Attached is a layout-sketch of the I-1insk Tractor Factory, with legend.
1. Dolgobrodskaya.
2. Pedestrian entrance.
3. Vehcile entrance.
1. Plant management building.
5. Wall.
J. Pedestrian check point.
('. Vehicle check point.
~. Internal Road.
Main inters 1 road.
10. Toolmakers shop.
11. Automatic bolt and miscellaneous parts manufacturing shop.
SECRET
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 Sanitized Copy Approved for Release 2011/04/07: CIA-RDP80T00246A0580001400012 1-HUM
12. Models shop.
13. Press shop.
14. R perimental department.
15. :electricity department.
L6. Designers department.
17. Mechanical repairs shop.
18. CYief Mechanic's section.
1). New Chief Mechanic's department, under construction (since late
1)57).
20. Raw materials store.
21. Lumber processing workshop.
22. Metal hardening department (using high frequency current).
23. Initial Investments Directorate stores.
24. Tractor assembly department.
25. fuel stores.
26. Chemicals stores.
27. ';later reservoir.
28. Diesel engine manufacturing shop.
2). Thermal workshop for treating metals.
30. KT tractor assembly shop.
31. Tractor workshop No. 1.
32. Tractor workshop No. 2.
33. Central plant laboratory.
31E. Compressor building.
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35. Casting repairs workshop.
3611
. Iron casting shop.
37. Steel casting shop.
38. ,lectricity and steam department.
3~9. Aluminum casting shop.
40. Bronze casting shop.
41. Tinsrnithy.
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QUA-1-Hum
SECRET
USSR (Latvian SSR)
The Valets Electrotechnical Plant (VEF)
in Riga
DATE OF INFO: 50X1-HUM
PLACE ACQUIRED:
1. The Valets ELectrotechnical Plant (VEF) in Riga began
receiving radio tubes from the Saratov plant in late 1956. It
was believed that production of these tubes had just begun at
the Saratov plant, for until March 1957 they were marked "Experi-
mental" and bore the date of production.
2. The tubes for the Turist sets were replicas of American
products, and until late 1956 they had not been manufactured in
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the USSR. The following are details on the tubes used in the
Turist set:
a. Two 1-K-2-P tubes, one for high frequency amplifica-
tion and one for intermediIte frequency amplification (Prome-
zhutochnaya Chastota).
b. One 1-A-2-P tube, the mixer (Preobrazovatel),
c. One 2-P-2-P tube for low frequency amplification.
d. One 1-B=2-P tube for low frequency amplification.
3. When the aforementioned tubes were installed in the Turiat
receivers, 70 to 80 percent of the 1-B=2-P tubes were found to be
unsuited to the set. the 50X1-HUM
electrodes inside the tubes were too close to each other and this
caused dissonant reproduction. The workers would test the tubes
by flicking then lightly with their fingers and listening for the
vibration of the electrodes. Even tubes which passed the special
laboratory tests were sometimes discovered to be unsuited when
installed in the sets. (The other ;cubes used in the Turist were
more or less suited for the set, apparently because they were for
high frequency amplification and hence were less sensitive.)
4. The VE' made frequent complaints to the Saratov plant
r
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-3-
concerning the 1-B=2-P tubes, but as of mid-1957 no attempt had
been made to rectify the situation. To avoid falling behind in
production, the VFW' ordered large quantities of the tubes and
from these the technicians chose those that were suitable; the
others were sent back to the warehouse. Eventually the VEF
decided to regulate the amplifier automatically by return communi-
cation (Obratnaya Sviaz). Although this permitted the use of
the 1-B-2-P tubes without the consequent dissonance, the higher tones
were weakened by the condenser, thereby lowering the quality of
the receiver.
T
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