DIESELIZATION OF THE USSR RAILROAD NETWORK: I. CENTRAL ASIA (ASHKHABAD, TASHKENT, ORENBURG, RURKESTAN-SIBERIAN AND KARAGANDA SYSTEMS)

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• Document Creation Date: December 27, 2016
• Document Release Date: June 17, 2013
• Sequence Number: 9
• Publication Date: April 14, 1958
• Content Type: REPORT

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DIESELIZATION OF THE USSR RAILROAD NETWORK:
1. CENTRAL ASIA
Ashkhabad Tashkent Orenbur Turkestan-Siberian
and Karaganda sy$ ems ..
TABLE OF CONTENTS
=3, " PAGES ;
Page
CHAPTER I. INTRODUCTION 7
CHAPTER II. THE ASHKHABAD SYSTEM . . . . . . . . . . 16
A. Di-eselization . . . . . . . . . . . . ? 1.6
Be Operations . . . . . . . . . . . . . . . 17
C. Facilities . . . . . . . . . . . . . . . 21
1. General . . . . . . . . . . . . . . 21
2,. Krasnovodsk and Dzhebel
Enginehouse s . . . . . . . . . . . . 23
4
3. Kazandzhik Enginehouse . ? . . . ? ? 24
4. Ashkhabad Enginehouse . . . . . . . 25
5. Mary Enginehouse . . . . . . . . . . 26
6. Chardzhou and Urgench
Enginehouses . . . . . . . . . . . ? 28
7....Kagan Enginehouse . . . . . . . . . 29
a. Servicing of Diesel Locomotives
at the Enginehouse . . . . . . . 30
b. Operations, Indices, Runs ? . ? 30
CHAPTER III. THE TASHKENT SYSTEM . . . . . . . . . . . ? 46
A. Dieselization of Lines . . . . . . . . 46
B. General Information . . . . . . . . . . 47
1. Cost of Diesel Traction . . . . . . 47
2. Operations . . . . . . . . . . . . 49
C. Tashkent Enginehouse . . . . . . ? ? 56
1.- Operations on Chengel'dy -
Tashkent - Syr-Dar'inskaya
Sections . . . . . . . . . . . . . 56
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OF 135 PAGES
2. Nikel' -Tau =- a agac - Emba - 103
Kotr-Tas, Sections a . . . . . . .
3. Emba Diesel Locomotives
Enginehotiee . . . . . . . . . . a 103
k. Chelkar Division . . .?? 107
a. Chelkar Enginehouse . . . . . 107
be Operations . . . . . . . . . . 108
5. Kazalinsk Division . . . . . . . 113
a. Kazalinsk Enginehouse . . 113
be Operations of Xazalinsk 113
Enginehouse . . . . . . . . .
Y c. Dzhusaly Enginehouse . . . . . 116
CHAPTER V THE TURKESTAN - SIBERIAN SYSTEM . . . . a 120
A. Mointy - Chu Line . . . . . . . . ? ? 120
Be Chu and Saxy-Shagan Base Diesel 121
Locomotive Enginehouses . . . . ? . ?
CHAPTER VI. AKTOGAY - GOSGRANITSA, "DRUZHBA" LINE . . 125
BIBLIOGRAPHY . . . . . . . . . ?. . . ? ? ? ? ? ? ? ? ? 131
ILLUSTRATIONS . . . . . . . . . . . . . . Inclosuresl - 20
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OF 135
locomotive parka (9), and where the participation of diesel
traction in traffic is already very signitiaant
about thirty per
.cent of the operational length of rail lines were still serviced
by steam-traction by November 1956 (10). The Turkestan-Siberian
system (with the exception of the Mointy - Chu line) and the
Karaganda system will switch to diesel locomotives and will
eventually be totally converted to diesel traction, as stated by
M.N. Belen'kiy (11).
The transfer to diesel traction already brought considerable
savings in operational expenses. Calculations` 'showed that the
annual savings amounted to about 200,000,000 rubles (26). The
effect will be especially great on the Turkestan-Siberian system,
where steam locomotives in most cases pull trains in double-
headed traction combinations and where each train-kilometer costs
twenty to twenty-two rubles. Diesel traction will out the cost
Asia and Kazakh SST (23). en rail oads which service Central
.
The utilization of diesel locomotives permitted to increase the
through-put capacity of lines by acceleration of the speed and
weight of trains -(2k)e It 4p expected that the utilization of
diesel locomotives on the 'railroads of Central Asia and Kazakh
SSR will increase during the two forthcoming Five-Year Plan
periods the speed-including-stops by thirty to eighty per cent,
and even higher, especially on the Orenburg system (25).
e
the Ishim diesel locomotive enginehouseeof the Om kkssystemf(1m
In 1957, operations of diesel locomotives were re orted on 9)~
Yesil' - Derzhavinskaya section of the system (20) and diesel
traction was introduced at the Atbasar-narrow-gauge enginehouse
(21).
Diesel traction proved very effective on the Karaganda system (22)
and also on the sections of oth
a
ne is to be converted to diesel traction in
the-future (12), extending also to Barnaul of the Tomsk system
(13). A diesel repair' shop will be built in Pavlodar to service
diesel locomotives from Karaganda and Tomsk systems (14).
Maintenance repair shops will be built at Yeremen'Tau station,
and the Ekibastuz station wi]l be connected by rail with the
K'ulomzino station of Omsk railroad (15).
The Karaganda - Mointy line is to be transferred to diesel
traction in the coming years, B.P. Beahchev announced in an
article published in Electric and Diesel Traction" in 1957 (16).
in.1956 a group of "TE-2" diesel locomotives were received by
Karaganda railroad to speed up rain shipments on the Akanolinsk -
Atbasar - Kuehmurun trunk line (17). Preparations were made at
Atbasar,station for the servicing of these locomotives and a
number,of~trained railroaders were sent from Orenburg system to
give assistande. Adequate supply of fuel was furnished, as well
as pumps for fueling, also spare parts and other necessities (18).
Diesel locomotives were also s
t t
On the Karaganda system, diesel traction is to be introduced on a
large scale during the 1957 - 1958 period. The entire Akmolinsk -
Pavlodar - I,11" d
li
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to ten and twelve rubles (27). It is estimated that the capital
expenditures connected with the changeover to diesel traction on
the Tashkent, Ashkhabad, Orenburg, and Turkestan-Siberian systems
will be paid for in two to three years (28).
The introduction of diesel locomotives for shunting operations
on the railroads of Central Asia and Kazakh SSR will save about
50,000,000 rubies annually (29). Another source stated that up
to 100,000,000 rubles can be saved (30). The "TE-l" diesel
locomotives may be used successfully for this purpose until the
special diesel switchers are produced (31).
The use of "TE-1" diesel locomotives showed its superiority over
the "E" and "Shah" steam locomotives which are usually used for
shunting ('32). The Tashkent system was the first system on the
entire USSR railroad network which began to use-diesel.sw,tching
locomotives (33), a method which proved to be very effective.
However, most dieselized sections still use steam traction for
This involves the upkeep of steam locomo-
tions
t
.
ing opera
shun
tive eizginemen, repair and servicing facilities (34). At present
the volume of diesel locomotives engaged in shunting operations
is very' nsignificant even on railroads which use diesel traction
in train operations. For example, only twenty per cent of all
shunting locomotive-hours are performed by diesel locomotives on
the Ashkhabad system, and even less on other railroads (35).
In connection with the wide use of diesel traction on Ashkhabad,
Tashkent, Orenburg, Turkestan-Siberian and Karaganda systems, the
railroaders are faced with the proalem of lengthening locomotive
operating runs, because the existing runs do not permit full
utilization of diesel locomotives (36). In recent years, when
steam traction was still in use, the runs on these systems were
shortened, many new terminals were built, and great sums were
spent for new terminal and servicing facilities. This was done
without consideration of an eventual changeover to diesel
traction. As a result the average length of traction runs on all
main routes of these systems is now less than 110 km (37).
The importance of lengthening the runs for diesel locomotive
operation was stressed by V. Povorozhenko, well known authority
in railroad transportation, in his article published in Gudok in
April 1957. He criticized the fact that even after the intro-
duct.-ion of diesel, the length of operating runs and methods of
operations often remained unchanged and identical to those used
for steam traction (38).
S.I. Ba.gayeY?j peputy Minister of transportation, declared that
~~
troduced on separate small sections of the
l traati
di
Y
ese
lines with,to consideration the length of locomotive
utilized
full
t b
y
e
runs, and as `?,! !? ~;,t ire lei locomotives canno
(39).
one of the basic. problems in dieselization is the creation of a
unified method of locomotive operations in train traffic which
would permit full utilization of diesel locomotives (40). Even
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PAGE 10 , of 135 PAGES
es oral. Asiatic cli-
rection to diesel traction, the system of traffic movement.
remained unchanged in many instances and until very recently (4l)
Another 3mportanta,er is the development of station tracks.
Station tracks should be'nnt less than 850 metiers long to handle
-trains weighing ip to 3,200 tons. To recoristruct the necessary
stations of the four systems so that the,receiving and dis-
patehing-tracks correspond to this length would require -
relatively small capital expe*Zditures?. However, with the future
g4owth of weight norms to 4,060 - 5,000 tons, anticipated between
1960 and 1970, the tracks will again have to be lengthened to
1,050 meters. To avgid repeated reconstruction, consideration
should be given to the expediency of changing the length of
tracks in-the near future to 1,050 0* 1,250 meters, especially
on exits-from systems of the Central Asia and the Kazakh SSR to
the Volga River region, the Ural Mountains, and Siberia (42).
The lengthening of station trackage should be accompanied by the
strengthening of the road-bed. On many gections the capacity of
the upper -part of the road-bed is higher than that at the
stations and the speed of trains must be reduced (43),
According to M.N. Belen'kiy, and I.G. Beskrovnyy, the most
effective type-of diesel locomotive 'to operate on main routes of
Central Asia and,Kazakh SSR is the 1'TE-3' which secures the
movement of 3,200 t and 2,800 t trains in loaded and empty
mbvement.respectively. This weight of trains is thitty to fifty
per cent higher than the existing weight norms (14):,, However,
2,500 hp,and.3-,000 hp capacity diesel locomotives, and 6,000 hp
gas-'turbine locomotives are considered more advantageous for
operations on some sections of railroads with difficult topo-
graphical routes, such as those on the Orenburg and Turkestan-
Siberian systems (45).
Efficient utilization of diesel (and electric) traction is
obtained with the "ring" system of operations and when locomo-
tives by-pass the main enginehouse during their'trips except for
repair. However, this method requires construction of servicing
facilities on the receiving-departure tracks at base enginehouse
stations. Only two such experimental points were built so far
in the USSR, one of them at Tashkent (46),
The disadvantages of diesel traction are the high cost of diesel
locomotives cpmpared with steam and electric locomotives, the use
of expensive liquid fuel and the necessity to provide special
repair bases (47). 'But., the changeover of Ashkhabad, Orenburg,
Tashkent and-Turkestan-~Siberian systems to diesel traction,
places diesel operations close to diesel fuel supply centers of
nearby refineries which process petroleum from the Ishim,, Emba,
Fergana and Western-Turkmen fields, while fuel for the steam
locomotives must be transported mainly'from the Karaganda Coal
Basin at a coat of several million rubles (48).
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PAGE 11 OF 1 35 PAGES
lannr1S in ese ram of the USSR
ll -
p
back off overa
railroad network has been stressed on many oecasions., The lines
are dieselized in short sections, sometimes steam traction re-
maining-on a section.' between two dieselized lines. Such was, for
example, the case of dieselization of the bordering Tashkent and
Orenburg systems where diesel locomotives operate on Tyura-Tam -
Dzhusa1y ;section, while the next stretch from Dzhusaly to Kzyl-
Orda:station is_sti11 operated on steam (49), and only in 1957
the Kzyl-Orda division was being transferred to diesel traction
(50).
There seems to-exist a shortage of-diesel-locomotives. There are
diesel locomotives are assigned to newly d.ese2ize3
h
en
w
instances
lines not from the reserve park of the Ministry
was Transportation,
Such of
but transferred from other railroad systems.
with locomotives from the "Druzhba" line, which were transferred
from'the Tashkent system (51), and with locomotives assigned to
the Karaganda system which were transferred from the Ishim diesel
locomotive enginehouse of the Omsk system (52).
WARNING: This document contains information affecting the national defense of the United States within the meaning of the
Espionage Laws, Title 18. U. S. C., Sections 793 and 794. Its transmission or the revelation of its contents in any manner to an
unauthorized person is prohibited by law It may not be reproduced in whole or in part, by other than United States Air Force
USAF
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PAGE 12 OF 135 PAGES
REFERENCE NOTES
Introduction
il.. Railroad-Transport, No. 11, 1956, p. 18
2e Ibid., p: 19
Ibid., p. 18
Ibid.
Ibid
Gudok, 4=Feb 56,x, p 3
Railroad Transport, No. 11, 1956_, p. 20
Gudok, 4 Feb 56, .p . 3
8. Railroad Transport, No. 11, 1956, p. 19
9. Electric and Diesel Traction, No. 2, 1957, p. 20
10.. Railroad Transport, No. 11, 1956, p. 19
11. Ibid.
.12. Kazakhstanskaya Pravda, 9 Dec 56
13. Electric and Diesel Traction, No. 1, 1957, p. 6
14+. Kazakhstanskaya Pravda, 9 Dee 56
15-e Ibid.
16. Electric and Diesel Traction, No. 1, 1957, p. 6
.17.- Gudok, 25 Aug 56, P. 3
l8 . Ibid
19. Ibid., 30' Sep 56, p. 1
20. Ibid., 21 Feb 57, p- 3
21. Electric .and Diesel, Traction, No. 1, 1957, p. 17
22. Electric and Diesel Traction, No. 2, 1957,-P. I
23. Gudok., 4 Feb 56, p
24: Railroad Transport, No. 11, 1956, p. 19
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PAGE 13 OF 135
25. Railroad Transport, ?No . 11, 1956, p.. 19
26.. Ibid
p. 72
33. Railroad Transport, No. 5, 1956, P. 35
3k. Ibid., No. 11, 1956, p. 21
35.' Belenikiy, 1956, P. 72
36. Railroad Transport, No. 11, 1956, p. 20
37. Gudok, -4 Feb 56, P. 3
`277. ':Qudok, 4 Feb 56, P. 3
28*'- Ibid.
29. Ibid.
30. Railroad Transport,.No. 11, 1956, p. 22
31. Gudok, 4 Feb 56, P. 3
32. M.N. Bel'en'kiy, "Diesel traction and its effectiveness"
("Teplovoznaya tyaga i eye effektivnostl"), 195+6, Moskva,
_s: i Railroad Transport,.,.. No ,.11,, .1956, p. 20
+j.e,.,:1:4 y' ~,.rrir. , f? ~A j~_N~`Y!t7!:".Tge',V :-, ,~i', 1
39. Railroad Transport; No. 1F, 1956, p. 8
ka. Electric 4Ad Diesel
41. Ibid.
12. Railroad Transport,
Gudok, 4 Feb 56, p.
13. Railroad Transport,
44. Ibid., p. 19
245. Railroad Transport,
46. Metody, by Academy,
47.
Traction, No. 2, 1957, p. 17
No. 11, 1956, P. 21
3
No. 11, 1956,.p.
21
No. 11, 1956, p. 19
Moskva, 1957, p. 74
G.S. Balandygk "Organization of traffic on railroad
transportation ? (organizatsi a dvizheiniya na
zheleznodorozhnom transports), Moskva; 1952, p.? 542
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 k8 a aiicok, ' A Feb-56's P. 3
k9 Ibid., 21'Sep 55, P. 3
50. 'Ibid., 20 Jun 57, P. 1
51. Kazakh8tanakaya Pravda,_ 29 May 57, p. 3
52. Gudok, -30 Sep 56, p. 1
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GE '`ra" ,''tip/r'~i:-.~1Sh~:ey ~?+? ~4:i'
(;OPTESR II. THE ASHKHI-- all
A'. Di.eaelization
B. pperations
Facilities:
1. General houses
Dzhebel engine
2e -Krasnovodsk and
3. K,azandzhik enginehouse
4. Ashkhabad enginehouse
STAT
5. ,Mary enginehouse
Cdzhou and Urgencn enginehouses
6.
7? 1agan enginehouse: inehouse
of diesel locomotives at the en6
a) -Servicing
b) operations, indices, runs.
of the
if any manner.to an
tion atrectinj the national defense ol'the United States tsntp if aStates Air Force
This her than
document contains informs hle part, by ot
WARNING: is U. S. C Sections 793, and of La feproduced~ in n or the or in parevelwlt b of its c han U~
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AGE 11
of 135
By 1946-the main line of the Ashkhabad system was serviced
by diesel locomotives (17). The bas#,o dieselization of the
system was to be completed in the Fifth Five-Year Flan
period (18). In fact during the postwar years all freight
and passenger traffic on the Krasnovodsk?- Ziadin line was
switched to diesel traction (19). Now it is used not only
on the entire main line (20), but also on the new Chardzhou-
Urgench line (21).
Suburban (diesel passenger trains also operate, along with a
bus line,'on the Nebit-Dag - Vyshka branch line (2.
In 1956 the Kagan - Karshi line 157 km long, was switched
to diesel traction (23) and in the second part of June 1957,
the 117 km Karshi - Samsonovo line (24).
Basically "Da", "TE-1" (25) and "TE-2" diesel locomotives
trW are used for operations on the Ashkhabad system (26). From
Krasnovodsk to Kagan stations, the profile of the route is
relatively easy and density of freight traffic lighter than
on the Tashkent system; "TE-2" diesels are used there:'fooperations (27).: Double-headed trains (using both "TE-1"
and "TE-2" locomotives) were used as well, until the adop-
tion of RTE-2" diesel locomotives (28).
Steam locomotives were used for shunting operations in most
diesel locomotive enginehouses of the Ashkhabad system as
late as 1955 (29). Evidently it was very inefficacious VP
since it required retainment of coal yards, water supply
system and other servici facilities, otherwise not neces-
sary for diesel traction 30)? It was calculated that the
replacement of steam locomotives by diesels only at one
station could save 730,000 rubles annually (31). The use of
diesel locomotives in shunting operations was also hampered
by the condition of upper part of station tracks and on the
sidings of various enterprises (32).
In June 1957, the efficiency of diesel locomotive operations
on the Ashkhabad system permitted to release a certain num-
ber of diesel locomotives to replace steam locomotives in
shunting operations at Krasnovodsk I, and Krasnovodsk II,
s
)
(34)?
the Ashkhabad system
at Mary and v8 ikovh?chief(of
made by'V.N. 0 y ,
B. Operations
Due to the fact that the Ashkhabad system was the first rail-
road in the USSR to operate on diesel traction, the diesel
locomotive enginemen became the most experienced in the
operations and their achievements in performance were rather
successful (1), Thus, in 1954 diesel locomotive engineinen
of the system hauled in heavy trains twice as much freight
as in 1953t(2)? The utilization of diesel locomotives was
expedient. Some operating runs were lengthened in order to
improve the diesel locomotiire run indices'. But a' .great many
sections remained unchanged and enti fly. much too short for
the operations of diesel locomotives 3 . ense
ited WARNING: This document contains information
ctions 793 and 794. Its trensimissionfor the rem i~ Jon ofsitstconteiltsnin any m nnet totan
in whole or in put, by other than United States Alt Farce'
ueews, Title 18, U. S C., Se
reproduced
unauthorized person is prohibited by law. It mar not be
USAF
FORM REf'!.r?cu Ar rvnn~^..~ ? t fl
AF , OCT sz 1126 WHICH MAO U N C LAS S F E
?(SSCURITY INFORMATION when filled in)
GPO 933956"
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 ...-een-
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 ATE
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-STAT
PAGE 20 OF 135 PAGES
Mother example of poor organization in planning of ship-
ments given by Xur~v8kiy occurred in 1956 when the Ministry
or etrolem Industry (and its main administrations.)
reduced,the_~ 1956 ''Si onthly plan for petroleum;,. loadings by
1}0~4?00, ~ar10ada. iKultaneously; the Ministry of Light
-Industry of -the Turk enf;SSR reduced the plan by 1,500 car-
loads (35)-. the On the tionn makese llotmentsl or necessary nuumber'of
Transp naporrt
cars,?flat cars, tank cars and so on. Since the monthly
plan,--are often reduced, the shippers submit their decla-
rations for shipments exceeding the plan. The railroad
system, in an effort to complete the annual shipment plan,
is therefore obliged to supply a certain number of cars
over^the plan (36). These unplanned and irrational ship-
ments?impair the general planned shipments. Kurovskiy
suggested that the State Planning Committee of TSSR
improve their entire planning system (37).
In 1957 the performance of Ashkhabad railroaders improved
greatly. About half of all diesel locomotives on the The
system operated according to the ring system (38).
increase in the average daily locomotive runs was achieved
better diesel
ain movements
f t
,
r
ed planning o
by an improv locomotive , park, higher specialization of railroaders (39).
.There are some deficiencies to be overcome, like slow
speeds due to the a ,ndition of tracks, or excessive
standing time of locomotives waiting for trains (40). In
April 1957, the average daily diesel locomotive run of the
system reached 480 km (14.1)`and in the first quarter of
1957 - k88:.km (42).
At the end of May 1957, the summer time-table for traffic
was introduced. Local passenger trains began to operate
every other day on the Krasnovodsk - Chardzhou line (k3)?
It was reported in June 1957 that much effort and work was
put in modernization of the diesel-locomotive park of the
system (44). The result was more heavy-duty trains. In
15 days of June 1957, the enginemen of the system ran more
than 1,060 heavy trains and transported about 190,000 tens
of freight in excess of the norm
In June 1957 the total diesel locomotive turnaround time
b 11 6 hours less than-in-J952
amounted to 14. -1 hours, or
(k6)The speed of trains was on. the constant incr
ILK,
1Q
s increased 12.5 '
t
op
including-s
speed-
In 1957 the ? ,
~.~;~~>
hour, and speed-excluding stops by r ; 12.9 km per hour- ?~ ? ~-,?.~.
compared to 1956 '(17)?
In 6 months of 1957 diesel locomotive enginemen of the
system ran more than 1k,000 heavy trains and trans orted
about 3000,.000 tons of freight above 'the norm (kB) . Over
60-percent of all freight trains on the Ashkhabad system
are. heart'-duty trains (49).
Espionage , Sections 793 and 794. Its transmission or the revelation eof Sits t contents n any manner to tan
ional tm WARNING: aws, Title 18. U. S. C.
u
unauthorised person is prohibited by law It may not be repro}tuted in whole or in part, by other than United States Air Force
USAF
e
lli
I
,
genc
nte
Agencies, except by perms aion ol,the Director o1
tnrss 1 1 n.: :R[FCACE
UNL L1 IIr i '
(SECURITY INFORMATION when Ailed in)
GPO 933431
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STAT
GE 21 OF 135 PAGES
n loading p pleted..111 per
The' 1957: se:-an
cent.. The a.esigrmient.for - unloading was exceeded consider-
the car to iaround plan
ably>W (50)'. ? 'In . -'five - months of '195T is
was,`com plated ,101-?5 per cent, and .as compared ?th same
The
.period-' of,,1956" ?-- it Was 'accelerated by, 2 . ~F ?hou
cost of shipments was reduced (51).
Compared with 1956 the basic performance indices iiu roved
greatly during: the first semi-annual period. of '1957. The
loadings increased 2.1 per cent, unloadings =- 7:8 ?pe'r- cent,
the speed=excluding=stops - 1.8 per cent, the speed-
including-'etops - 2 per cent, ..and the average diesel
locomotive run - 5.9 per cent (50?. =
Train movement schedules were obgerved much better) the
standing:-time. of transit cars at ':stations and 3 oco iot ..e
'
repair time were reduced (53). -''nes? improvements to ok
place mainly due to efficiency of the Ashkhabadsystem
railroaders (5k)?
Since diesel traction was introduced on the Ashkhabad
system the speed-excluding-stops increased 25 per' cent,
speed-including-stops - 20.3 per cent (55). The mecxani-
zation of loading and unloading; operations was constantly
developed with electric and steam operated cranes,,used'4now
tilization
in freight yards of the system 4(56)e -Better u,
of locomotives in 1957 resulted in an economy of
rubles, as reported in July 1957 (57)
~~ :.:ice :~'`a'.....: ~'???_~L:.c~1c:T_?_:':r t!. _-- --__. _ - -
Rv tti:.Z ?' T p- :: +;,g.x.~'au ti-:xY~+ .ate -> r system rout lu'QC?lly v'.., as
al*cl
runs with 6 diesel locomotive base enginehouses (1),
located in.Krasnovodsk (2), Kazandzhik (3), Ashkhabad (),
Mary W x Chardzhou (6), and Kagan stat ions (7'):.
for servicing. The reconstruction, if any,was proceeding
WARNING: This document contains information affecting the national defensa'of the United Stater will hin..the _meanir+gbt the
Espionage Laws, Title 18, U. S C . Sections 793 and 794. Its transmission or. the revelation of its contents in anj',masln?r to an
is prohibited by law It may not be reproduced in whale or in part, by other than United States Air Force
unauthorized person Agencies, except by permission of the Direttor of Intelligence. USAF
The servicing facilities of the enginehouses are-located
so as. to assure simultaneous:, or at least, conveyer-type
operations (8).
In spite of the fact that the Ashkhabad system was the
first railroad, where diesel traction was used in regular
operations since 1931 the reconstruction`: of ,' engine-
houses has not been completed unl: i955Y (10 }!. The se
houses in Kazandzhik was built in the;'l9th century,
facilities were outdated and inadequate (21).'. Many
important points., such as K'rasnovodsk, Chardiho~,rA:,?-or
Kagan lacked facilities and machinery for:.thew.rep,air of
diesel locomotives. The problem? ofrecoustituctia 955.
turnaround enginehousea was even m ire acute;;.; In,,1 the
entire- Ashkhabad system had only one. , new :'turnaround
locat d., in` Dergara-Ata Lori -;.than;n4. -
enginehouse building Wly
constructed. Chardzhou - Urgench line (12 }-". .No 'Other
enginehouse was fit for so rvicing at 'the enginehouse and were put in service on
the ' Xagan: - Ziadin section (3). Diesel locomotives of
Kagan enginehouse turnaround at Ziadin - the procedure
which takes only 10 to 20 minutes (4).
motive can replace two steam locomotives in this
_operatioA' (9). The cost of a diesel locomotive-hour
In April 1956 e1E-2" diesel locomotives started oper-
ating, on -Kagan - Karshi section (5). The Karshi en ine-
house_,had specialized in running gear repair in 1956.
The shops and spare parts were adequately prepared,
reducing thus the locomotive repair time (6).
The Kagan enginehouse uses. ?TE-10 diesel locomotives for
shunting operations (7)..-'Experience proved that these
locomotives - are very convenient for hump and ull-out
tracks operations, or other "station.tracks (8')e "TE-l"
diesel locomotives proved to be capable to pull a 4,000
ton train on a hump. Actually one "TE-1" diesel loco-
of "E" series) was 64 rubles (10).
rubles.; while a steam locomotive-hour (steam locomotives
in shunting operations at the Kagan enginehouse was 40
WARNING: This document contains information affecting the national defense of the United States within the meaning of the
Espioneje Laws, Title 18. U. S. C., Sections 793 and 794. Its transmission or the revelation of its contents in any manner to an
unauthorized person is prohibited by law it may not be reproduced in whole or in part, by other than United States Air Force
Agencies, except by permission of the Director of Intelligence, USAF
FORM REPLACES AF FORM 112-PART 11, 1 JUN M. CUASSWICAT1ON (SECURITY INFORMATION when filled in)
I OCT 52 112a WHICH MAY HE USED. UNCLASSIFIED GPO 33$Si
Declassified in Part - Sanitized Copy Approved for Release @ 50-Yr 2013/06/17: CIA-RDP81-01043R002100170009-7
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STAT
E 30
OF 135 PAGES
a) Servicing of diesel locomotives at Kagan enginehouse
As., a ;result .of simultaneous servicing of diesel loco-
*otiVes, the time - spent for full servicing operations
at. Xftgaa enginehouse was limited, to one hour and = .'
twenty minutes (11). This time includes all time
spent by a diesel locomotive from the moment it
arrives at Kagan station - until its departure for
the next trip (12).
Since the operating runs of Kagan diesel locomotives
are comparatively short, there is no need for diesel
locomotives to be serviced at the turnaround points
(13). Thus, the time spent by diesel locomotives at
stations with turnaround enginehouses was shortened
considerably (14). The most efficient diesel loco-
motive crews perform all servicing operations 7 - 15
minutes faster than norm (15). At Kagan station
fueling of diesel locomotives is performed once a
week (16).
duction of a special condensed schedule for
e int
ro
Th
diesel locomotive turnaround had -its favorable effect
time of diesels. The time of diesel
i
loai
r
r
on repa
rs
motives in heavy maintenance and running gear rep
had not reached the norm, but the time halved as
compared to ?195k (17). All diesel and repair shops
of'Kagan e . nginehouse operate efficiently (18), and
the railroaders were highly praised, suggestions were
made that other enginehouses of the system follow the
example'of Kagan enginehouse (19).
b) Operations, indices
In the first quarter of 1954 the average daily diesel
locomotive run of "TE_2" diesels at Kagan engine-
house. was 320 Sou, and the daily productivity of a
diesel locomotive never exceeded 400,000 ton/km (1).
Such.poor_performance was the result of inadequate
training of railroaders, lack of personnel in number,
haphazard system of train arrivals from the
Ursat'yevskaya division of the neighboring Tashkent
by the end of 1954 the oper-
However
tem (2)
,
sys
e
ational indices improved and the average daily run of
diesel locomotives increased by 95 km, as compared
WARNING: This document contains information affecting the national defense of the United States within the meanlnd of the
Espionage Laws, Title 18. U. S. C.. Sections 793 and 794. Its transmission or the revelation of its contents in any manner to an
unauthorized person is prohibited by law. It may not be reproduced in whole or in part-, by other than United States Air Force
REPLACES AF FORM 1%Z-PART 11, 1 JUN Y, cxa&SVtcATMw
AF I OCTRM
FO52 112a WHICH MAY BE USED. UNCLASSIFIED
(SECURITY INFORMATION when Ailed in)
GPO 933SS$
Declassified in Part - Sanitized Copy Approved for Release @ 50-Yr 2013/06/17: CIA-RDP81-01043R002100170009-7
 Declassified in Part - Sanitized Copy Approved for Release @ 50-Yr 2013/06/17: CIA-RDP81-01043R002100170009-7
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STAT
32 135
The average daily locomotive run rose to 587 km in
May 1956; speed-exeiuding-stops norm was exceeded
(i7) The daily diesel locomotive performance effi-
ciency reached--900,000 t/km. The use of diesel
traction on the second run, i.e. Kagan - Karshi.,
improved the utilization of the diesel locomotives
unused capacities (18), and by Jun the daily runs
were accelerated to 600 km (19). This was almost
2-fold higher than in 1952 when the run was only
298 km (20). However, the daily locomotive run
dropped to 542 km by October 1956 (21). A 1957
-source stated that 500 - 600 km was the figure of
the average daily diesel locomotive run in 1956.
The daily productivit of a diesel locomotive was
784,400 and more ton/km (22). The performance of
the entire Kagan division improved (23).
The target for 1957 average daily diesel locomotive
run was 820 km (24). But it varied from 500 -- 590
km+ in April 1957 and never over this figure (25).
By July 1957 the minimum daily run was 580 km, and
half of all Kagan diesel locomotives were running
600 and over kin daily (26). By September 1957 the
run amounted to 650 km - the figure considered as
record-breaking run for a single-track line (26a).
The constantly rising efficiency of Kagan division
railroaders brought results and with the limited
number of diesel locomotives in the park, the rail-
roaders completed the plans and the utilization of
diesel locomotives was most effective (27). The
diesel locomotive turnaround was shortened. While
the total turnaround was 17 hours 48 minutes in 1954,
it reduced to 11 hours and 2$ minutes in 1956 (28).
The success in operations at Kagan enginehouse was
definitely helped by the use of diesel 'locomotives
in shunting operations. It permitted acceleration
of speed and reduced the standing time of locomotive
while being serviced (29).
:o
The efficiency of Kagan classification, yar4
.
ations is very important in the ut:lizttf-
locomotives, and therefore varioutep taken
to that effect (30). A new schedule, eall.ng for
-faster turnaround of locomotives on Kagan - Karshi
run was put in force. This step was to yield over
2,000,000 rubles in savings and release three loco-
motives at-Karshi enginehouse. The speed-including-
stops rose by 8 km (31). With the gradual-Im-
provements it was possible to spare diesel locomo4,v.,e
tines of Kagan enginehouse to be. used on other runs.-
-Diesels spared on Kagan.- Ziadin and Kagan- Karshi
runs were used for-operations on 117 km Karshi -
Samsonovo run (32). According to the,sahedules of
8' diesels were required on -the section f'dr:ioperating
Agencies. except by permission of the Director of Intelligence. USAF
H raASSir1 nOM
b
WARNING: This document contains information affecting the national defense of the United States within the meanin/ of the
Espionage Laws. Title-18,,U. S. C., Sectlone 793 and 794. Its transmission or the revelation of its contentsin any manner to an
unauthorized person is prohibited by law. It may not be reproduced in whale or in part. by other than Unload State) Air Force
.
FOR
FORM AF I OCTM52 112a WREPLA 111CHHM Y V USEg17-PART ll. 1 JU
(S1f'CURI?Y INFORA(A'"1ON when filled in)
GPO 933$5S
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STAT
PAGE 33 OF 135 PAGES
trains in eastward and 8 trains in west
d
war
directions (33), The schedule for diesel locomotive
turnaround on Kagan - Karshi run was changed and the
turnaround was shortened to 9.6 hours from 22 hours
as p'reviously (3k) ?. This schedule permitted also to
reduce the steam locomotive park (evidently both
tractions,. steam and diesel, were used there simulta-
neously) by six units without enlarging diesel loco-
motive park (35). All efforts were made to eliminate
unproductive standing time of diesel locomotives (36
The efficiency of Kagan enginehouse was acknowledged
and noted. Their success wag attributed to the
efforts.of the railroaders. The conditions under
which they operated was not more favorable c
d
ompare
to other railroads, to the contrary, the existence of
a turnaround point at a bordering station (Ziadin)
only complicated the operations due to irregular
exchange of trains between the Tashkent and
Ashkhabad systems (37). The decisive factor in the
improvements which took place on the railroad was
strict adherence to the schedules and the fact that
the railroaders proved themselves worthy of their 11
responsibilities (38).
WARNING: This document contains information affecting the national defense of the United States within the meaning of the
Espionage Laws, Title 18. U. S. C., Sections 793 and 794. Its transmission or the revelation of its contents in any manner to an
unauthorized person is prohibited by law. It may not be reproduced in whole or in part, by other than United States Air Force
Agencies, except by permission of the Director of Intelligence, USAF
FORM REPLACES AF FORM 112-PART II. 1 JUN 4E. CLASSIFICATION
I OCT 52 11 2a WHICH MAY BE USED.
UNCLASSIFIED
(SECURITY INFORMATION when filled in)
GPO 933$g
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STAT
1. 1M
CHAPTAR II. THE ASIRAD SYSTEM
Drlaaeiizaton.,
1. 4udok, 24 $ Y 55.,.. p . 2
2. Ibid.
3.
4. Pravda-VostOka, 30 Apr 57, p. 2
5. Gudok, -2k May;..55, p. 2
6.. The Tariff Guide, 1954, p.-144-145
6a?. Turkinen..1Iakara, 7 July 57, p.. 2
7 . Reppr` t'-No . 1AI-115-5k, AF 613391
8. Gudok, 2 ' *May 55, p. 2
OF 5
9. Report No. TA1-115-5k, AF 613391.
10,..Clud ok, 1 J une '57.s p e t
11. Railroad Technique,- No . 11, 1947s p . 21
K:A.-"Shishkin, "Soviet Diesel Locomotives", Moskva, 1956,
,.p 7
12. Railroad Technique, No. 11, 19k7s p. 21
13. Ibid.
r 1?F Ibid.
15. Ibid.
16. Ibid.
17. Railroad Technical Dictionary, 1946, p . 26
18. A.,G. Naporko 80utline of USSR Railroad Transport
Development", Moskva, 195k, P. 268
19. Gunil.evskiy, "Diesel Locomotives," Moskva, 1957,
20. Gudok, 22 Apr 55,, P. 3
Pravda Vostoka,"30 Apr 57, p. 2
Great-Soviet Encyclopedia, Vol. 3, 1950, P. 585
Gumilevskiy, 'Diesel Locomotives,," 1957, P. 36
p-
36
WARNING: This o Laws, Title 18,'U S. C..Sectio s 793 and 794. Its tr"ans national defense
or the revelation eofsts'cO t t is n any manner to tan unauthorised parson is. prohibited by law. It may na"be reproduced in whole or in part, by Other than United States Air orce
Espionage
tr~,wa.ra nr
FOAM MAY. at USED.
=AF .~_ oCr 52 11 a " YthNICN U N C L A S S I F I E
{StCURITX INFORMATION when tilled in)
GPO $]1{96
Declassified in Part - Sanitized Copy Approved for Release @ 50-Yr 2013/06/17: CIA-RDP81-01043R002100170009-7
 Declassified in Part - Sanitized Copy Approved for Release @ 50-Yr 2013/06/17: CIA-RDP81-01043R002100170009-7
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14. ~ Gudok, 6 'Mar 56, p 1
15'. Turk . 'I8krla, A Mar 56, p. 2
16. Ibid., '31 May 56, P. 3
.17. .Ibid.; 23 May 56, P e 3
190 I1aid., 1 Mar 56, p . 2
19. Gi dok, 7 Nov 56, P. 3
20. Ibid.
.20a. Turlau., Iskra, 24 Mar 56, p. 1
21. Ibid., 3Jan 57, p. 1
22. Ibid., 22 Feb 57, P. 3
23. Ibid. , 3 Jan 57, P . 1
24 Ibid.
25. Ibid., 22 Feb 57, P. 3
-26. Ibid.., 7 Ju1Y 57, P. 2
27. Rail. Transp. No. 6, 1957, P. 68
28. Ibid.
29. =bid., p. 66
30. Ibid.
31. Turk. Iskra, 12 Jan 57, p. 2
32. Ibid.
33. Ibid.
34. Ibid.
35. Ibid.
36. Ibid.
37.- Ibid.
38. Railroad yTransp . No. 6, 1957, p. 66
39. Ibid.
40. Ibid, p. 68
41 ., Gudok, 5 , - 57,.- P. 3
'STATO,
vox''
OF
135
WARNING: This document coniaina information affecting the national defense of the United States within the meaning' of the
Espionage Laws, Title 18, U. S. C., Sections 793 and 794. its transmission or the revelation ol'its oontents in any manner to an
unauthorised person is prohibited by law. It may not be reproduced in whole of in part, by other than United States: Air Force
Agencies, except by permission of the Director of Intelligence, USAF
FORM 1', 2a
a?`AF I OCT 52
REPLACES AF FORM 112-PART 11. 1 JUN Y. CLASSIFICATION
WHICH MAY 0E USED, UNC LASS 1F 1FF)'
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7STAT
PAGE OF
37 135
'42. 'Railroad Transport, N4. 6, 1957, p. 66
43 Tiirk;~ ?Iskra, 21:_ Apr 57,- P. 4
-44. Railroad Transport;, No. 6, 1957, P.- 68
45. Turk. Iskra, 19 June 57, P. 1
'48. ibid.
49. Railroad Transport No. 6, 1957, p. 68
'50. Tiirl& . Iskra, 7 July 57, p . 2
51.
'Ibid.
52. 'Ibid.
53. Itid.
54. ?I bid .
55- Railroad Transport, No. 6, 57, p. 66
56. Tu ' m . 'Iskra, 7 July 57, p. 2
57.
Ibid.
Faeilities: '1) General
1. Railroad Transport, No. 6, 1957, p. 66
2. TurloIenskaya Iskra, 24 Mar 56, p. 1
3. Gudolc, 118 Jan 52, p : 4
4. Ibid .?, 5 Apr 52, p. 2
5. Ibide, 8Apr51, p.1
60 Ibid : , 9 Jan 52 , p . 1
7. Ibid., -15 Mar 5k, p ? 3
8. Railroad Transport, No.. 6, 1957,
9. Gudok, 1 June 57, p e 1
10 . Ibid., , 25 Feb 55, P. 3
]:i. Ibid.
WARNING: TAls document contains information `afectinj the national defense of the United States within the meanin/ of the
Espionage Laws, Title 18, U. S C., Sections 793 and 794. Its transmission or the revelation of its contents in any manner to an
unauthorized person is prohibited by law. It may not be reproduced in whole or in , part, by other than United States' Air Force
Ajencies. except by permission of the Director of Intelli/ence, USAF
Ft' REPLACES AF FORM f12-1'AR7 !f. I, JUX 11,
AF= 1 OCTAM
FO52 112a WHICH MAY BE USED. 4. ~rv
:IFIED.` =
p . 66
,(SECURITY INFORMATION when tilted in)_
GPO 9336510
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12-. - G Ldok,. 25 ? Feb- ~5 i `P e 3
.13. 'h4 .
15 ., Gudok,, 19 Apr 56, p . 3
16. Ibid., 27 July. 57, P . 3
17. Ibid.
18. Ibid.
19. Ibid.
20. Ibid.
21. Ibid.
2. Krasnovodsk and Dzhebel enginehouses.
1. Great Soviet Encyclopedia, Vol. 34, 1937,
2. Turkmenskaya Iskra, 24 Mar 56, p. 1
Ibid., 4 Apr 51, p. 3
3. Ibid., 23 May 56, p e 3
4. Ibid., 24 Mar 56, p. 1
5. Official Timetable, 1956, p. 518
6. Gudok, 1 Dec 56., P. 3
OF 135 PAGES
p e 590
7. Ibid.._
8. Turkmsnskaya Iskra, 23 May 56, P. 3
9. Ibid..,
10. Gudok, 27 July 57, P. 3
11. Ibid.,, .27.October 56, P. 3
12. Turkmenakaya Iskra, 17 Apr 56, p. 1
13. Railroad ;.Transport No. 6, 1957j, p. 66
14 e - .audok, 1 .June 57, P,4-3
Ibid,., 19 July 56, pe 1
14. Ibid
WARNING: This document contains information affecting the national d.t.nse of the United States within the meaning of the
Espionage Laws, Title 18, U. S. C., Sections 793 ^nd 794. Its transmission or tlle,'rere/ation of its contents in any manner to an
unauthorized person is prohibited by law It may, riot be reproduced-in whole or: in part, by other than United States Air Force
Agencies, except by permission of the Director of Intelligence, USAF .
}f1P~ FORM
12a
~:. x,.1 nrr s9
REPLACES AF FORM fl -PART 0. 1 JUN N. GU38IPIGTte"
MAY BE USED. UNCLASSIFIED
(SECU,,R1TY-1NFORMATION when filled in)
GPO 93999
'STAT
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S
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STAT
PAGE 41
Qudok, 3 July .57, P. 3
Ibidw
Ibid : -
Ibid..
Turloaen.Iskra, 7 July 57, p.
Ibid_.,. 17 July 57, p. 2
Ibid
3. The Tariff Guide, 1954,0 p. 145
4. Qudok, 1. Dec 56, p . 3
5. abid;* -
6".. Ibid.
7. Ibid-.
8. komsoaollskaya Pravda, 2 Oct 55, p. 2
9. Turkmen.Iskra, 11 Feb 56,
10. Qudok, 6 Aar 56, p. 1
11: Ibid., 5 May 57,: P. 3
12. Turkmen .Iskra, 29 May 57,
13. Ibid., 19 June 57., P. 1
.14., Ibid.
15.. Gudok, 24 May 55, p. 2
16 . Ibid .., 4 Jung 52, p. 1
Ibid., 24 May 55, p. 2
P. 3
17 bid.., 25 Feb 55, 'p ? 3
18. Ibid.
19. Pravda Vostoka, 16 June 57, pe 3
20-: Ibid.
p?
Chardzhou and Urgenchl I enginehouses
il I
1.: Qudok, 9 Jan 52, p. 1
2. Ibid.,? 1 Dec 56., P ? 3
OF 135
WARNING: This document contains information affecting the national'de/ense of the United States within the meaning of the
Espionage Laws, Title IS, U. S. C., Sections 793 and 794. Its transmission or the revelation of its contents in any, nianner'to an
unauthorized person is, prohibited by law. It may not be reproduced in whole or iti part, by other then United States Air Force
Agencies, except by permission of the Director of Intelligence, USAF
1 2a WREPLA HICHCMAYPBE U ED~Z-PART It. i JUN M
FORM AF I OCT .
UNC- L:A-S.S.1F IED
(SECURITY 1NFORMATION when hll.d in);.
GPO, 933656
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'STAT
AGE 12 OF 135 PAGES
7.
Kagan erigihehouse; 'a) Servicing of diesel locomotives
1. 'Gudok,. 15" X,Ar 54, p - 3
2. Methods, by Academy, Moskva, 1957, P-1172
Electric and Diesel Traction, No. 1, 1957, p. 4
3. Parahiri, 1957, P- 5
l+. Railroad Transport, No. 6, 1957, p. 66
5. Parshin, 1957, P- 5
6. Gudok, 8 May 56, 1.. 2
7. Ibid.,. , 9 Mar 56, P. 3
8. Ibid.
9. Ibid.
10. Ibid.
11. Parshin, 1957, P. 33
12. Ibid.
13. Ibid., p. 34
14. Ibid.
15. Ibid.
16. Gudok, 9 Mar 56, p. 3
17. Parshin, 1957, P. 32
18. Ibid., P. 37
19. Ibid.
be Kagan enginehouse: Operations, indices
1. Parshin, 1957, p. 6
2. Ibid.
3. Ibid.
k. Ibid.
5. Tiirknenskaya 'Iskra, 7 Jan 56, P. 1
6. Ibid.
7. Parshin, 1957, p. 3
WARNING: This document contains information affecting the national defense of the United States within the meaning of the
Espionage Laws, Title 18, U. S C., Sections 793 and 794. Its transmission or the revelation of its contents in any manner to an
unauthorized person is prohibited by law. It may not be reproduced in whale or in part, by other than United States Air Force
Agencies, except by permission of the Director of Intelligence. USAF
AF I CT52 112a
REPLACES AF FORM 112-PART 11, I JUN R. , O.ASM.l'&CATWM'
WHICH MAY 8E USED, UNCLASSIFIED
(SECURITY INFORMATION when filled in) '
GPO 933699
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STAT
AGE 43
"Itoda'~, by Academy, 1957, P. .2
9 e e1ii,n, "`1957, P ? 12
10. Ibid.
11. Ibid., p. 3
12. Ibid.
13e Railroad Transport, No. 3, 1956, P. 30
Gudok, 6 Mar 56, p. 1
14. i-Railroad Transport, No. 7, 1956, p. 4
15. Tukkaaenskaya Iskra, 25 May 56, P. 3
16.
Parshin, 1957, P. 36
Ibid.., P. 12
17. Railroad Transport, No. 7, 1956, P. 77
Parshin, 1957, p. 16
18. Gudok, 17' Jun 56, p. 1
19. Gudok, `8 -Jun. 56, p. 1
20. Railroad Transport, No.
21.
22.
23.
2k.
25.
26.
Gudok, 7 Nov 56, p. 3
Parshin, 1957, P. 31
Ibid., p. 32
Gudok, 5 Feb 57, p. 2
Gudok, 5 May 57, P. 3
Ibid., 2 Jul 57, P. 1
26 as . Ibid. , 24 Sep 57, P ? 1
27. Parshin, 1957, p. 20
28. Ibid.
29. Ibid., p. 25
30. Ibid. p. 25
6, 1957, P-
66
OF 135 PAGES
WARNING: This document contains information affecting the national defense of the United States within the meaning of the
Espionage Laws, Title 18, U. S. C., Sections 793 and 794. Its transmission or the revelation of its contents in any manner to an
unauthorized person is prohibited by law. It may not be reproduced in whole or in part, by other than United States Air Force
Agencies, except by permission of the Director of Intelligence, ,USAF
FORM REPLACES AF FORM 112-PART 11. 1 7UN Is, CLAssirsurro.+ (SECURITY INFORMATION when filled in)
OCT 52 2a WHICH MAY 86 USED. U N C LAS S 1 F I E D GPO 933934
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'STAT
AGE 45 OF 3.35 PAGES
CHA
A. Dieselixation of Lines:,
$, General Information
1. Cost of -Diesel Traction
2. Operations
C. Tashkent F_n?inehouse
1. Operations on Chengel'dy?- Tashkent - Syr-Dar'inskaya
sections
2. Operations on Tashkent - Angren Line
3. Servicing of Diesel Locomotives, Training of Personnel
i. Repair of Diesel Locomotives at Tashkent Enginehouse'
5. Performance Indices of Tashkent Enginehouse Diesel
Locomotives
a. Daily runs
b. Weight of Trains
c. Haulage of Heavy Trains
D. Arvs' Enginehouse
1. Diesel Locomotives in Shunting Operations
WARNING: This documnt'cbnta. information atleotin/ the i an5m .ionlor? the revelation eofstatcontent `!n any manner to the
unauthorized Laws, Title Id, U.S. C., Sections 797 and 99'4. It art, by other than' United States Air Force
unauthorised p person is piohibited by law., It-may not be reproduced, in "oli or In p.
7ntellidence, USAF
(SECURITY INFORMATION when filled in)
- a/Qc.33s5t
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STAT
135
The Arys' division diesel locomotives operate now onnd taeao ArY5'
1 which is 77 long (2
Chengel dy section (?3) section (25). This last section Was
Art's' - Turkestan,-108 IcKs reported in "Gudok"
switched to diesel trnetion in April 1957, a$
newspaper. At that tune sonic ? 2
and replaced'by diesel locomotiYe$?armrhich were in turn taken from
other sect he. ?of the system. The diebelization of this section
Wad carried out mainly for the purpose of speeding up freight
traffic and using a smaller locomotive perk (26).
In June 1957 the- 1-0rda division was being trensferred;to
diesel traction (27). However, prior to this diesel locomotives
were used' "on the single=track Kzyl-0rd6 - Chiili section of
Kzyl-Orda division,and?iri .January 1956-the daily diesel loco-
motive:. runs were 512 kin (28) .
The first group _of' "TS-3" diesel locomotives arrived at" Kzyl-
Orda enginehouse. From-the beginning the operation of diesel
locos otivess? was successful and the average
er daily wait 60 -
650 km (,29) a The plans, are that in the
division will be dieselized in its entirety (30)?-?
According. to.'"Pravda Vostoka" direct passenger traffic ono the
'Tashkent -- Ehodzheyl3..end Khodzhsyli Tashkent
on 31? May; 1957.--The first train was pulled by a diesel loco-
motivej31:)--
B, General 'Information -
1. Cost of Diesel Traction
diesel traction, the Tashkent
t
o
In connection with the stitch
Institute of Railroad: Engineering carried out some technical and
economic calculations. The comparative oandf and
when serviced-by Su and S *m steam
"TE-2" diesel locomotives (calculations made with train
weight norms) are shown in the
PAGE 1.7 OF
Cost in rubles
Type, of train traffic
Diesels
Steam Igoomotives
Express -
Passenger, long-distance
(serviced by TE-2)
Passen er, local
(ser4Sce(k by TE-1)
Suburban (serviced by TE-1)
4--6
- 10
WARNING: This document contains information affecting the national defense of the United States within the meaning of the
Espionage Laws, Title 18, U. S. C., Sections 793 and 794. Its transmission or the revelation of its contents in any manner to an
unauthorized person is prohibited by law. It may not be reproduced t in whole or in part, by other then United States Air Force
AF I OCTM52 112a WHICH` MA' BE USED. r UNCLASSIFIED
(S,CCURITY INFORMATION when filled in)
GPO 933;56
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Cost o one 1rain/ with iese and steam traction
 Declassified in Part - Sanitized Copy Approved for Release @ 50-Yr 2013/06/17: CIA-RDP81-01043R002100170009-7
PAGE e!'8 OF l35 PAGES
Calculations showed that on the Chnii - rsat'yevskaga line the
transfer of-pasoe'nger traffic to diesel traction reduced annual
,operational expenditures of the Tashkent' System by approxi-
:mately 10.;000.rubles. These savings will repay all capital in-
veatments put in'equipxerit, (including the cost of diesel loco-
motivee).,?:in.about two years (33). The dieselization of the
entire main line*of the'-Tashkent System would bring the savin is
in operational expenditures to 150 million rubles annually (31)?
Diesel dperatibne on the Tashkent system definitely proved their
economic advantages (35). Thus in 1953 the Tashkent system was
supplied most ly'with coal from the Kuznetsk basin. The cost of
-each ton of ooa-i (transported over 2,800 km) was then about 190
rubles.,,half. of ? which went for transportation only (36). In 1955
freight ship ments,o*rried by the Tashkent division required
19,000 toned ofdiesel fuel; the same volume of shipments, if
carried :by "FD". series??steam locomotives would have required
190,000 tons of coal 137}. In 1955 on the Tashkent system the
fuel consumptioh of "TE_1" and TE-2" diesels amounted to 48 -
52 kg per 10k t/km gross, while "FD" steam locomotives (on the
same-railroad section) used up to 270 - 300 kg, or 5.7 times as
much (38).-It"was calculated that 100 diesel locomotives re-
quired about 33 - 35 trains of liquid fuel, while 100 steam
locomotives :needed 420,- 450 trains with coal (39).
Comparative costs of steam and diesel traction of the Tashkent
system in 1954 --..1955 for freight traffic is given below in
percentage- (10) .
The share of services in
the total cost of
Services and Departments
freight traffic in
er cent
In
;tractIor
IIn ,steam
traction
'Traffic Service
10.2
8.5
Innat6mers Servide
3.6
3.0
Lc~co~-z~ti:`~~e+'?m~~x~igemen~C.`? ,, ~ ?~,
32.5
47.6
Rik
17.2
12.7
T xac ga d is tist~ti=laff6i
14.8
7.3?
Signals anti communication
1.8
1.5
Buildings and structures
0.5
0.5
econstruction trains
0.2
0.2
ivision of the system
1.4
1.2
Total expenditures of the
system
17.8
17.5
Total
1 100.0
100.0
WARNING* This document contains information affecting the national defense of the United Stages within the meaning of the
Espionage Laws, Title 18, U. S. C., Sections 793 and 794 Its ftansmisslon or the revelation of its contents in any manner to an
unauthorized person is prohibited by law It may not be reproduced in whole or in part, by other than United States Air Force
Agencies, except by permission of the Director of Inralligenoe, USAF
i ocRM 11211 REWHICH 'I_ MAYF BE FORM III-PART I1.1 JUN 48. UJ,BSirrcv,YO0M (SECURITY INFORMATION when filled in) USED. UNCLASSIFIED GPO 039656
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STAT
F.ur14:1"rl
PAGE 49 OF 3.35- PAGES
Dur1r~-g : the 19.51-1955 Period the cost of" freight . Shipments on the
Tashkent ;alis,tem was reduced by 32.2 per cent ", saving many millions
of -rubles (41) . '
2; 0. b ra tions:
the Sixth 'Five-Year-Plan period the Tashkent system was.,
Duding
g
and:' gill continue to be sup lied wfth and t"TE~l"ntype
~?~;,-3" diesel locomotives "(~2) ? However, N
on-the system at servi diesel
diesel locomotives are 'the basic series used -2"
present. The various railroad arestan se tiondisyserviced
locomotives. as- follows,: Chiili - T~
by '-express passenger "TE-2" diesel locomotives, Texpress .- Arys'
by "TE_2" passenger diesels, Arys
diesel. .1oc"onotve's, Tashkent - Syr-Dar
IIrsat'ge by loc (l3)uburban
"TE-1 N. diesels., as well: s "a Tashkent
April 1856 the first "TE-3-"'diehauledmtrainsafromeTashkent to
Ta shkent ~fre fight engineh ouse ,and
Syr-Dar+ B lbi ye: and Ursat;'yevakaya stations (4-4).
The two base diesel 'locomotive enginehouuseesnof 2hesTashkentesystem
(Arys' -amid `Tashkent.) use mainly "TE-10 and
The "TE=?"' diesels carry about ,80 per cent f~ollY9operaton cal-
culated in 'ton/km. They are used qre_ eo: t. h ieav er
"`IE , 'diesels
trains,. while n. ' 1P1u-lnNes2"
TE y.a,..,.:
tract don? 4''TE-1' ;:> Y
iia?
tiro' h i': e. ;, r ra".t io
erations, in fact -they carry ota]..` a " 1us "TE-2 is
In. some rinstances double' traction of TE-2 " P
used (k5)?
Three coupled "TB-,I+ diesel locomotives are used as well, es-
pecially when TB-2? diesel locomotives were not available. In
such cases two' "TE=3" diesTls~e~as coupled omvtive?
TE-2 diesel the third E l
The two "TE-l& diesels were operated by by one engineman and two
and
assistants and the third TE-1 y e
assistant t46).
introduction of diesel traction on the Tashkent SS ystemiwasring?
The
greatly assisted by the Tashkent Institute of
Their cooperation helped diesel locomotive eemmenDoftYhe system
to discover new ways to increase train weight
Tashkent - Syr-Dar'inskaya section (k7)?
S1rice the introduction of diesel traction on the Te shl~Pnt;~=~ ~.?t -;.P.
No
~~
the agerag of a train (gross) increased by ,:.7 :P~a~=?
.
e -t
The use of diesels in double traction permitted 6
of lines.
heavier trains ,.an.~d .improved the fhrou8 r
,.?~ When "TE-l:" and '"TE-2 diesels replaced FD series of trains was
motives'on'the Tashkent System the weight Tares bo chief
and theY,speed, 3.ncluding stops was increased (49)of the' diesel' :Locomotive Administratioonn oo fthee intstryi of could Trans
be
portation declared that the weight norms t
s
increased_ with the help of 3-section t T -2didiesel llocomotives totiVewould
which should be built. He said that but would also result. in a
not,only increase the weight norms,
NING:' This document contains inlormBtion affecting the national defense, of the United States within the meaning of the
= t ' Fz+pionege Laws, Title 18. U. S. C., Sections 793 and 794? Its transmission or the'r*retafion, of its con tents in any manner toan
WAR
h'b.ted by law. !It may not be reproduced in whole or in Part. by other than United States Air Force
unauthorired person is pro r
A/encies. except by permission o! the Director of Intelligence, USAF
.xXsi+l
filled
h
in)
en
ot'( Q?ayticwT (SECURITY INFORMATION w
REPLACES AF FORM 112-PhRT 11. t JUN q. GPO 933656
x z . r f011M 1 1 ~n er .,ccn - _ - - .-
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 Declassified in Part - Sanitized Copy Approved for Release @ 50-Yr 2013/06/17: CIA-RDP81-01043R002100170009-7
a,
~
GE 50 0F3.3 _
25,per increa y of Tashkent -
the
er cent increase on the
.r ? ? ' ? " ? 0 Pgh~Pu
and~ . 5' '
ccent . ou evslcat in
Ursat=.Y ya secseion,
. ; . - Ziadin section . (50).
Ursat `yevsl~ya
th ve Yearr weight of freight tra'i~?s
..Six F-I's ~.an . .;tYie. ,~r~.n6;, the of the Tashk nt 5g teinwas to be boosted to 3,
,?t~ in l ighter
the -in .:l.~e 200 '
traffic dix btion;' to 800 use of tons A in i. high-.
V oria -itz. -heavy, The pp en sages
the trafP'i+c?' directioniu train traffic' (51). Cr
I-~-,"
bve cl dieae]:s " eof?:~.~~i:t: ,
re e.:; ~ ?
P n p ?~ t" k=la~,`A ?ti.
n 1956 the., forwirdin g ensward direct~.on initiated up t' . the { in
s in a ' westward ray .G
norms of train,.,., some 2,800,000 tons of a ? co 1?:- stem in
.
orted on the Tashkent sy
nd other onths of eight. 1956, were trannp?
and ot fr
heavy weight diesel trains (53)?? >a
" steam locomotivses to by s ?i _ncr2 eased diesels
sel 7.7
onth e'T rhkeftesystem , of he speed-.including- ?2 ncr the weight km,
-
o f on per ho trains by hour :(5 5' and speed-e cludingstops by
of per hour -50 5) , The difference betwDeeat al an four-
b 44 tons per cent (56) eratlo
the average weight aperiod pertiod epees xas` reduced .525 7 pof diesel locomimvincreased
-
year -
batiY.r afrgihht, train on the system
' ~~ ' .0 16.7 Per cent , and "the
o
:cent, d fold? These
20?duty--trainsexcluding-stops by increased almost 29-fol in the method
volume per, 'speee of 1t diC ., -. Were accomplished by
erstior~ 3.ndicWis.; ,
of operat1oiia?x(57) ? _
The use of trayetion._ duct.ivty of diesel
het~~~~uot' of each diesel,
diesel t,~'it~t, ,. . +~r~"~-ia-b.;~;~~. '
locia~[otiveaWl1e red tkie._Pro. t diesel
m lacomot~veeYigine
oves was=,~ i ~ `diesel ocootive to
me-
t e fln ?c8m only :. petedt to 6 bring the efficiency of a diesel 1
to
~
i,000;000 t/km gross daily (59) ? runs ? In reUl ts were achieved in dies~moti on ve the daily Tashkent sys-
Bet't'er the eve daily diesel locomotive
1955 the' average d 35 km in comparison with 195 (6) . Intam has ben , theaaverage daily diesel locomotive run freight
afact, in 955 60 km and was?? exceed`ing` the
e
movement te fl1 lo comotive on the sy run un b y a 40 perd cent It ti~as . ebeected brought that t in to the
s
steam o up 500
next fete years the diesel locomotive run can
and more km. daily (61)? daily
e amount of diesel fuel w?eIu nd average dai dai
d 1956 a lmot increased considerably cember 1956,
diesel locomotive omotive r 00 km snd more, i?e? to the level which was
it increased 9 to 5 Later on,
planed f roduc-
in day 1957 , after the in time (62). new t time :.schedules and as a., ons the' Tashkentsystep, stem he in-
creased 8 er of ne diesei locomotive run
averearseage . by daily 'k6 ~ ()' By. June 1957, the assignment of the
d " diesel locomotive run has
Five-Year Plan for the averse daily .
' "ahead of times (6k)':
been exceeded _:.
time of ea
On the Tashken system, each diesel loco-
the standieg tuiimg on the dieselual case
inehouse (dP
motive at the base enB cent of the total locomotive'turnarO~d
.~. varied from 15 - 25 per of the
manfl? to he
a` 9tin / the natio ns! ds/ense of nhe pare, United States within the rnean~
orce
I. I "?_.0 by othor than United States Air 1 to an
Espionage LeMe' h transmission or the rereJation of its contents in any
This d ocument contains inforrnetion a
t~ ~.? WARNING: Title 18, U. S. C., Sections"793 an not be reproduced in whole or ~
~ A" . ? It` may "
."
,re unauthorised petson e is rmisuon prohibiteo/d the lawDitgetor of lntelligeno USAF
"t~ Agencies, a=ceps 6Y,P ~~ruT (SECURITY INFORMATION GPO 99.d in
aceucES AF.FORM >un '". e, when AlJed in)
?r ` xr-?!?, +~j~YNts:nr> ~,S S IF' l E D
~: ty? y BE E~ w
WHICH MAY tIS C L"
Af , 0C7 52 112a
Declassified in Part - Sanitized
Copy
Approved for Release
STAT
 Declassified in Part - Sanitized Copy Approved for Release @ 50-Yr 2013/06/17: CIA-RDP81-01043R002100170009-7
STAT
time (65), In five months of 11957 the railroaders of-the system
transported as much freight.above the norm as was transported
on5dieaelized In August sections 1957,
of the
above the norm in seven months of
the' yalvme of heavy train pulled (67) ~.
Tashkent:+'syateim amounted ? to 45 - 58 per
t et fully used. The
o
Hott`ever, t1i e ' advanteg0s of: diesels are n
although -4 in remained long, this operation
AGE 51 OF 135
is -r.. ey M '';y AS S
f011 52 ?~ HRH MAY BE USED, C'1
,OCT 1
standing time in ecru. e g
should' have been conducted in a much faster
ofdieerltla witai
steam locomotives (68). The standing tie actual move-
menttnoof rhauledoby dieselsefromethelTashkent and Arys'
wef trains aiase
enginehouses varies from 40 to 45 per cent of the total loco-
motive turnaround time. The coefficient of the 5t (6including-
speed on the Tashkent division is
d
There are no definite schedules for die3eelslocomotiveceurnirouno
on the Tashkent system. Locomotives are
for accelerated traffic,
daily plans which are-made up as a rule, consequently results in
not answering to actual facts. This rn gspthexcess number
of locomotives in the operating park
excessive standing of locomotives (70).
A large number of steam locamoti~~erss still ectionalsoutboundntraffic
functional, inter-sectional and
purpose to secure the movement of freight at the sta
Lionithe o of f t Tashkent system (71). In fact, in switching operations,
t ions An article in the
diesel locomotives are used only partly (72).
Works of the Tashkeudandaswitching
eral the economics of diesel locomotive passenger
operations have been studied so farrcid(qujtely in the USSR,
and published information is very sant
G. Khodzhayev, Chief of the Central Asiatic Territorial Trust of
Construction Material Enterprises of the Miny of
onasathe
Construction, stated, that according his opinion, now
time to unite the Tashkent and Ashkhabad systems,
iinistr`ation in Tashkent. He added tW tethishnicadlbewpossible
to carry out because both railroads
and had trained railroaders (74).
the meaning of the
information e measanin/ manner t to the
f it yes within
WARNING: This document contains Se and eoti794nA the nations! defense the nhe PaUf iy her than United States Air Force
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on is prohibited by law It may not be reproduced in whole or t
~ aun..,authorized person of the Director of Intollidsnce. USAF
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YR
d in)
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AGE 52 OF 135 PAGES
REFERENCE NOTES
IIL The Tashkent System
Wo0tion
`. ` _ ; ; banes ? B general
`s~~+'~s.aC1'i zs~tion o
19+6, p 508
Te;chiiicel Railroad Dictionary.,
6 .:.Titi,l enskaya Iaka.,
` of the IISSRI 1954, p. 348
7: coio~nic Geography
.8. Techini al Railroad Dictionary, 1946, P. 508
Tiir eritikays Iskra , 6 Jun 57 , P . l
9?
10 al--Railroad 'Dictionary, 1946, P. 508
1
6 dun 57 D.
Ii " d1 1, , 2' 1)ec 55, p. 2
Sep. 56, p 1
17a-Railroad Transport, No. 5, 1956, p. 35
17. Ibid,_ P- 13
15. Ibid-, p- 7 C
16. Ibid
~ ,
11. Co i,6CAei~: Works of Tashkent institute 1956 , P. 6
2 Dec 55, p. 2
12. ?4udok,
13 . Turkinenskaya Iskra , 6 Jun 57 , P. 1
14. Collected Works of Tashkent institute, 1956A P? 6
11
18. Pravda Vostoka, 30 Apr 57 , p. 2
19. Belen'kiy, 1956, p. 36
20. AF.O.Th-].A1 Report No . 1A1-113 -5k
Gudok, 24` Se??p 55, p ?? 3
21. xe.thods,,4,+bp .Academy, 1957 , p ? 66
r..~ a..?
the United States tents in anY manner to tan
dectin! the national defense of t
o
WARNING:,Thii dau!nent containa?information ?
than United States Air Forca
tapiona%e,Lawi.,_Titb S. C.,?Sectiona 793 and 794. Its transmission or the.rerelat{ono its c
rion la Aron+bited by, law.,. It"may not. be repro duced in.whole or in pert, by Other
unautAorised M, mractor-of InteUl/ence, USAF
'r"Yriiena kaya Iekra o tune , r
,
(JICtSAF FORM 112-PARTU. 1 JUN?U_
CLASSIFICATOH -
(SECURITY INFORMATION when in)
GPO $33654
Declassified in Part - Sanitized Copy Approved for Release @ 50-Yr 2013/06/17: CIA-RDP81-01043R002100170009-7
 Declassified in Part - Sanitized Copy Approved for Release @ 50-Yr 2013/06/17: CIA-RDP81-01043R002100170009-7
STAT
GE 53
on
(StCURITY INFO1iMATIOH when A71a
GPO !?65?
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r.22 . .Ibid;
Gi}dok,, -11 Jan 56, P - 1
Sep 55 P ? 3
Railroad Transport; No. 5, 56, P. 34
23. "Gudok, 6 Oct 56 , p,, 1
24. The-Tariff Guide ; 1954, p. 425
25. Gudok,' 30 Apr-57, p- 3
26. 'Ibid..
27. Ibid., 20 Juno 57, p. 1
Ibid? 25 Jun 57 , P. 3
28. Gudok, 18 Jan 56, p. 1
29. Ibid.., 20 Jun 57 , P- 1; 25 Jun 57 , P. 3
30. 'Pravda Vostoka, 30 Apr 57 , p. 2
31.. Ibid., 31 May 57, p? 2
32. 'Belen `kiy, 1956, P. 71
.33. Ibid . , pp. 71-72
Gudok, 4 Feb 56, P. 3
34. Collected Works of Tashkent Institute, 1956, p. 17
35. Railroad Transport, No. 5, 1956, P. 33
36. Collected Works of Tashkent Institute, 1956, P. 34
37. Railroad Transport, No. 5, 1956, p. 33
38. Ryleyev,' "Diesel Locomotive Management", 1956, p. 6
.39. Ibid -
40. Belen',kiY, .1956, p. 43
41. Railroad Transport, No. 5, 1956, P. 33
1
k2-. Turkmenskeye - Iskra , 6 Jun 57 , P-
k1. Collected Works of Tashkent Institute, 1956, p? 1k
Zsp,onIN0: This documan,t contain5.ct o s 791 and 791n Its trennmi a?lon/or tht.re ota io~it of its contents in nny manner an
i unaut of Law .,? Titla Id; U. S., ~.,