CAPABILITY OF THE TRANS-SIBERIAN RAILROAD

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP92B01090R000300020032-8
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 85
• Document Creation Date: December 19, 2016
• Document Release Date: December 19, 2003
• Sequence Number: 32
• Publication Date: August 14, 1957
• Content Type: REPORT

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BOON= INTELLIGENCE CatinDlti=?
SUBCONNOMEZ ON TRANSCPCUTATION
frsoptet E.TC4151-S1
CAPABILITY OF THE TRANS-SIBERIAN RAILROAD
Pima Draft of the
Transportation Capabilities Estimates Group
This study is based. on information reeeiv,4 to August, 1956.
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B-E.C.R?41-T
MOM
The Trans-Siberian Railroad is the sole surface transportation artery
es:meeting European USSR with the Soviet Far East and Coannedst Chins.. An
understanding of the capability of this railroad is important, therefore, ill
estimating the military and. ecceomic capabilities, intentions and vulnerabilities
of the USSR and Commuaist Mina.
Mae first report prepared by the Subcomaitbee z Transpca-tation on this
subject was approved by the Economic Intelligence Committee? and published as
EIC P.54 "Capability of the Trans-Siberian Rai.Troad amALComeeting Lines in
Manchuria androrea," on 23 March 1953. Sinee that time conaiderab3s additional
information has become available and. the Subcommittee GA Transportation has
improved its method of estimating the capability of railroad routes. The
importance of this abject warrants the publication of a revised estimate at
this time.
The Transportation Capabilities Estimates Gro np has been able to agree on
the through capability of the Trans-Siberian Railroad and on all other major
aspects of the problem.
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however, it has not been possible to achieve complete agreement on the specific
capability of Individual sectors; or the throne* route. fte points or difference
and the reasons therefore are indicated in the footnote to Table I.
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TABLE 07 CONTENTS
Page
I.
Introduction
1
II.
Capability of the Trans-Siberian Railroad
5
A.
Through Capability
5
B.
Sector Capability
7
Short Over-all Description of Lines and. Areas Serval
9
A.
Geographic Description
9
B.
Technical Characteristics of the Line
9
C.
Equipment
9
D.
Traffic
9
ANNEX 1 - Supporting Data for the Estimate of the Capability of the Trans-Siberian
Railroad
I.
Capability of the Trans-Siberian Railroad
A. Capability in Freight Trains Each Way per Day
11
11
1. Capability of the Line in Trains . . . . . ........
a. Iftchma Signal spacing
b. Average Freight Train Speed
12
2. Capability of Yards
15
3. Capability of Freight Locomotive Repair Facilities . . .
.
15
4. Sector CapablIXIV for Freight TrEins.
16
5. Netball of Computing Total Through Capabilitv for Freight
Traffic . . ?.?. . . ...... .....
17
B. Capability in Tons per Train i.. ? . . ?
.31
1. Maximum Gross Train Tonnage .....
31
2. Maxim= Net Train Tonnage . . .
31
110
Over-all Description of the Line and. Area Served
36
A. Geographic Iescriptioa af the Area Aloag the Lima . . ....
36
1. Terrain..? ?? ........... . ?....
?
36
2. =nate . . . . ? ? . . ? ? .
.
28
3. Cultural Description. ? . . ...... ? ? . ? .. a
.
39
a. Major Cities Served . a ...... ? ? ? ? ? 0 ? ?
39
b. Freight Traffic Producers Along the Line . . .
40
o. Transportation Route Patterns . . . . ? . ?
.
45
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R. Teekaisal naracteriatics of the Line
1. Line Characteristics ? ...
2. Sigmas ? ? ? . OOOOOOOOOOOOO ? .
3. Yards
4. Locomotive Repair Facilities ? ? - . .
a. Locomotive _Depots and Turneround POinp
b. Locomotive Repair Plants
5. coaling ami Waterlog Facilities . . . . .
Equilment .., . ......... .
1. locomotives . . . . . . . ......
?
?
.....
a:,?61
O
OOO
?
Ne.
50
50
54
55
55
55
?
?
?
?
?
?
61
.
?
?
61
.
...
61
.....
61
.?
..
69
.
.
?
.
69
.
0
40 0
.
?
?
?
.
75
. .
.
....
75
.
75
? .
?
76
.
76
77
a. Types in Use. ..
b. Inventory. . , . . .
. Freight Cars
a. Types in Use . .
b. Inventory . 0 0 0 ....... 0 0
Operation of the Railroad
1. Yard Operation
2, Freight Train Operatioa
a. Types of Freight Trains.
b.
Signalling and Dinpatching . . . .
DoUb1e Beading of Trains. . . . . . . ... . . .7A
pr
Freight Car Operation 78
78
a. Average Car Capacity and Tare Weight
b. Net Tons Per Car
79
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LIST OF TABLES
Table
Number
Page
1, Sector Capability of the Trans-Siberian Railroad for Freight Trains .8
2, Estimated Line Capability for Freight Trains . ? ?00 ? ?000 14
30 Estimated Capability based on Yards .
0 OOOOOOOOO
. 18
4, Estimated Capability based on Freight Steam Locomotive Repair .
Faoilities 21
5. Sector Capability for Freight Trains 26
6, Division Capability for Freight Trains . . ? 0 ? 27
7, Maximum Gross Freight Train Tonnage Capability by Sector. 33
8, Maximum Net Freight Train Tonnage Capability by Sector. ? . 35
90 Line Characteristics ......... ??????0 0 0 ? . 51
100 Steam Loomnotive Repair Facilities. . . 57
110 Specifications of Stearil Freight Road Locomotives Used. , 62
12, Boiler Characteristics.
0?o000008????9004000 64
13, Boiler Tractive Force ......... ? ?000000090 65
140 Cylinder Tractive Force Factors. . . . . . . ?????00000 67
150 Cylinder Traotive Force OOOOOOO . OOOOOO . . . . 00 68
18, Estimated U.S.S.R. Freight Locomotive Inventory, 1955.8 . . . . 70
17, Specifications of Major Soviet Freight Cars. , . 40 ? 0
72
18, Estimated Soviet Freight Car Park, Beginning 1954. .
190 Weighted Average Freight Car Capacity and Tare. . 79
20, Weighted Average Net Load per Car by Major Commodity Types. . . 80
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I. INTRODUCTION
The capability of the Trans-Siberian Railroad, the subject of this paper,
is vital to the Soviet Union because of its political, economic, and strategic
significance and is, therefore, of greet concern to the entire free world.
For purposes of this study, the railroad is the 4,100 miles of double-track,
5gOn gauge main line which connects Omsk in testern Siberia and Vladivostok
in the Soviet Far East. (See attached map.) It is the sole rail link
connecting Furopean USSR with the Soviet Far East and China. In addition, it
is the major and in some =sell the only link connecting the industrial centers
in the Urals Kuznets, and Central Siberia. The preponderance of traffic on
this railroad moves between these industrial centers.
Soviet dependence on the Trans.4iberian is apparent when the tonnage-
carrying capability of the railroad is compared with the insignificant tonnage
moved over the Northern Sea Route, the only other Soviet controlled supply
route with a through capability. No through roads nor inland waterway networks
exist. In times of peace a large amount of bulk freight is moved through
ocean shipping ports in European USSR to the Far East, but during periods of
world tension or in time of war the Trans-Siberian is expected to bear the
major part of the transportation burden. For this reason, up-to-date
capability estimates of the Trans-Siberian are the concern of all United
States Intelligence Agencies.
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This study provides an estimate of the through tonnage capability of the
railroad by sector under peacetime conditions for a sustained period of tine,
The term "through" is defined as traffic moving between the termini of the
line, Omsk and Vladivostok, on the one hand, and Omsk and the connecting lines
leading to Mongelia, Manchuria, and North Korea, on the other. The term
"capabilWis defined as the maximum performance which is attainable with
existing facilities, technology and operating methods when the limitation of
all coutributing factors are considered. A capability estimate is, therefore,
an average figure rhich can actually be obtained over a sustained period of
time. The "sustained period of time" is considered as being a year or longer?
1r addition it is ausummi that sufficient personnel, locomotives and freight
cars are available for operation of the line at capability and that all
trains operating are freight trains.
The methodology employed in the preparation of the estimate follows the
procedure recommended in a working paper approved for testing by the Subcommittee
on Transportation, "Agreed Methodology for Computing Capability for Through
Freight Movement," September 1955. As work progressed on this estimate,
the methodology VAS otpanded and, in. parts modified.
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II. cApABILin OF THE TRANS-SIBERIAN RAILROAD
A. Through Capability
The Trans-Siberian Railroadtextending same 4,100 miles from Omsk
in V.estern Siberia to Vladivostok in the Far Eastsis a vital transportation
artery. The western section of the road between Novosibirsk and Omsk, where
there is a preponderance of west-bound traffic movements has the highest
traffic density of any section of railroad in the USSR. The volume of
westbound traffic drops off sharply east of Novosibirsks but continues to
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exceed eastbound traffic at least as far east as Teyshet from which point
eastbound traffic exceeds westbound traffic in volume*
USSR railroad officials are very concerned about the ability of the
railroad V I10 the anticipAted rcreases in traffic and have made plans
for the inirovamInt a t.,1z1 raa,roac thr)ugh aectrifidationc
Plans call for the electrification of the line as far east as Irkutsk by '19600
and intentions to electrify the entire line to Vladivostok by 1970 or 1975
have been announced. Electrification of the line from Omsk to Novosibirsk was
completed at the end of 19564) but there is evidence that some steam
motive Domer was being used on this stretch of the line during 1956
indicating difficulties in converting all operations on the line to
electric traction.
The capability of the railroad varies throughout its length (See Table I)
with the weakest portions of the railroad existing east of Tarskiy. At
Tarakiy the line branches southward to the !Ianchurian border providing an
alternate route to the Soviet Far East by way of the old Chinese Eastern
Railroad.
Currently, there are four connecting railroads between the Trans-Siberian
Railroad and Communist China. The first connects at Zaudinskiy (near Ulan
Ude) just east of Lake Baikal with the Trans -Mongolian Railroad into China at
Chining; the second connects at Tarskiy just east of Chita with the Manchurian
railroads at Otpor Manchouli; the third connects at Voroshilov2 just north
of Vladivostok9 with the Manchurian railroads at 0rodekovo Suifenho; and the
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fourth connects at Baranovskly, just south of Voroehilov *with the North
Noreen railroads eat thence the Manchurian railroads atIongut.
We estimate that the Trans-Siberian Railroad has the capability to
move in the mapitiviaof pooDo net short tons each way per dgy. (NWPD) between
Omsk and. Vladivostok exclusively in USSR territory. Detwesa Omsk awl the
connectU*6 lines to Mongolia and Manchnria we estimate that 140,000 short
tons NWPD can be mowed. The estimated margin of error for item through
caTebaitr =Mee is plus or mime 20 percent. Veziows motto= of the line
have a ow:bi-Uty to move tonnages in excess of the stated.
B. Sector Capability
Tabl.e I shows the capability of each sector of the Trans-Siberian
Railroad. In terns or an ?pile= combination of single and double-headed freight
trains to produce marleasi tonnages less IWO trains each way per day for operating
requirements of the railroad.. The capabiliV for each sec. is determined.
by the individual division within the sector vidch has the lowest capability
(See Tables 3, 4, 5 and. 6). The estimated margin of error for the sector
figures below la plus or minus 20 percent.
-T-
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TABLE I
Sector Capability of the Trans-Siberian Railroad for Freight Trainel/
(Based on assumptions stated in the Introduction)
LIE1'rainsEWFD Tonnage per Train Total Net Short
Single
Sector headed
Omtk-Novosibirek
4321,1
4Y-41
Novosibirsio4chinsk
32
Achinsk-Taysheb
36
Tayshet-Irkutsk
19_,
Irkutskm..81yudvanka
21A/
Slyudyanka-Zaudinskly
23
Zaudinskiy-Tarskiy
31
Tarskiy-Skovorodino
26
Skovoredincp4rkhara
25
Arkham-Khabarovsk I
11
Khabarovsk I.41adiamistak 29
Double Total (Net Short Tons) Tons EWPD2/
headed Single Double
headed headed
0
432/
2,3202/,
--
99,800g
--.0
43i/
1,365a/
58,700ft/
0
32
1,240
--
39,700
0
36
1,125 .
--
40,500
12
31
10005_
1,810
40,800
10
312/
1.00CW,
2,000
41,0002/
8
31
l?085i
1,960,-
4u,n00
3
34
1,02541.
1,480di
36,200
0
26
1,170
--
30,400
0
25
1,210
--
30,300
8
19
1,250
2,250
31,800
0
29
1,025
1,840
29,700
y in addition to the freight trains Shown, each sector has the additional capability
of handling two single-headed trains for railroad, operation (including fuel)
and maintenance.
No deductions have been made for minimum essential freight or passenger traffic.
A method for estimating these deductions is outlined in , Annex I. (See 19
A9 59 Method of computing total through capability for freight traffic),
2/ Rounded to nearest hundred.
2/ Based on electric operation.
i/ Based on steam locomotive operation.
2/ includes use of helper steam locomotives over 1.7140 grade.
Note: The 'CIA member is unable to concur in the, estimates of the capability of
the various railroad sectors contained in this report. Estimates of
.traffic moving westbound over the Omsk.Novosibirsk_and Achinsk-Tayshet
sectors exceed the capability given above despite the estimated margin
of error. (See CIA/RR 82, The Volume and Character of Traffic on the
Trans.iberian Railroad in 9j, . veMber 9 n view o e
discrepancy between traffic estimates and capability estimated herein
for these two sectors, CIA suggests that all sector capabilities may
be low. Since the limitations of currently existing intelligence preclude
the reconciliation of the traffic estimates with the capability estimates,
the CIA member is prepared to accept the estimates of through capability,
with the estimated margin of error contained in this report, as the best
existing estimate.
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EC. Short Over-all Description of Lines and Areas Served
A. Geographic Description
The Trans-Siberian Railroad, for purposes of this study, is considered
as being the double track railroad line running from Omsk to Vladivostok. It
traverses a plain frau Omsk to Novosibirsk and generally mountainous or hilly
areas from LovosibirSk to Vladivostok. Most of the large cities served by
the Trans-Siberian railroad, Omsk, leovosibirsks Krasnoyarsk, Irkutsk, Ulan
Ude, Khobarovsk, and Vladivostok, are situated at transshipment points where
the railroad crosses or meets navigable waterways, the areas only other medium
of large-scale transport. Hanufacturing, and the exploitation of mineral and
lumber resources are the most important aspects of the economy along the rail-
road. and are the major producers of freight traffie.
B. Technical Characteristics of the Line
The Trans-Siberian railroad is a double-tracked, 5+ 0" gage line
having light rail on its eastern portions. Rail weighing 101 pounds per yard
is found between Omsk and Achinsk and rail weighing 77 pounds per yard pre-
dominates between Achinsk and Vladivostok. The Omsk-Novosibirsk and Irkutsk-
Slyudyanka sectors are now electrified. Most of the yards are relatively small
although there are a few large classification yards at major cities. Steam
locomotive repair facilities are spaced between 50 and 110 miles apart and are
also relatively small. There is automatic block signaling from Omsk to Achinek
(750 miles) and on the Irkutsk to Slyudyanka by-pass line (79 miles); for the
purposes of this study, semi-automatic block signalling is assumed to be in
operation from Achinsk to Irkutsk (790 miles); and station to station block
fro Slyudyanka to Vladivostok. (2,553 miles.)
C. Equipment
Electric and steam locomotives are employed on the Omsk-NoVosibirsk
sector and electric locomotives from Irkutsk to Slyudyanka; steam locomotives
are used on the remaining sectors, with some heavier types used between
Novosibirsk and Achinsk on the heavier rail. Freight cars in use are repre-
sentative of the Soviet freight car park.
D. Traffic
Existing traffic on the line includes a very heavy movement of Kuznets
coal westbound from Novosibirsk to Omsk, and much smaller but still significant
tonnages moving both west and east from Gheremkhovos east from Rayehikhinsks
and west from the coal fields east of Vladivostok.
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Other major movements include westbound &mete coke front Novosibirsk
to Omsk* westbound timber and lumber beginning approximately at Petrovskiy-
Zavod and increasing in volume westward to Novosibirsk where they drop off
significantly; and agricultural* animal, and mineral products* particularly
imports from China which reach the line at Tarskiy and flow westward to Omsk.
The major eastbound commodity other than oos.1 on certain sections is POL which
moves from Cloak through to the Far Baste Ferrous ores move east from Omsk to
Novosibirsk for the Kusnets basin and ferrous products and scrap move in both
directions in varying amounts on different sections; agricultural products
move east from Omsk to the Far East.
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Table 2
TRANS-5ILERIA1 RAILROAD
Estimated Line Ca. bilit for Fre
t Trains based on Line
Sector
Omsk-Novosibirsk
Novoeibirsk.mAchinsk
Achinsk..Tayshet
Tayshet-Irkutsk I
Irkutsk L.Slyudyanka
Slyudyanka..Zaudinskiy
Zaudinskiy-Tarskiy
Tarskip.Skovorodine
Skovorodino..Arkhara
Arkhara.Khabarovsk I
Khabarovsk I-Vladivostok
Msx.Distance
Between Sig-
nals or block
Stations
(Niles)
3.6 24/
3.6 2/
5.0 W
7.2 y
3.6 2/
10.6
13.1
14.9
13.1
10,6
909
Speed
of
Freight
Train/
(Nn)
Running
Time
(Ianutes)
19.3
11,2
17.2
12.6
15.9
18.9
15.1
28.6
15.6
13.9
17.1
40.7
15.3
51.3
14.8
60.4
16.6
47.4
15.1
42.1
16.6
35.9
Capability Reduced
of line Capability
(TEWPD) of line 3/
TEWPD)
128
102
114
91
76
61
50
40
103
82
35W
28
28/
214
30
1/
140
22.51
19.5/
214W
27W
32W
1../ Based on index numbers, obtained from 1956 timetable running speed (excluding scheduled
stops) for the fastest passenger train, applied to a calculated 17.2 mph freight train
speed for the Novosibirk"Achinak sector (17.2 mph st 100). This 17.2 mph speed includes
acceleration and braking factors for coal and water stops and breakdowns along the line.
These index numbers, given in order for each sector listed, are as follows: 112, 100,
93, 88, 91, 99, 89, 86, 96, 88, 96. Time required for watering, coaling, inspecting and other
delays was not considered in the calculation of this speed since such delay time is in..
curred at stations and does not affect line capability.
2/ Capability reduced by 20 percent to provide for unforseen delays occurring on the line
between stations.
1/ Minimum distance between trains, based on maximum distance between automatic block sig.
nals of 1.8 miles, assuming trains maintain running speed on green aspect.
Half the distance of the maximum station interval (assumed for purpose of this problem
for semi...automatic block signals).
V From Slyudyanka to Vladivostok the capability was calculated on the use of absolute station
to station block. If these sectors were operated under permissive block the capability
figures would be significantly higher. For the purposes of this study, these sectors are
assumed to be operated under permissive blook conditional and therefore signals do not
limit line capability.
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Capability of Yards
Table 3 shows data on type, size and capability of freight yards on
the Trans-Siberian railroade To aid in Making the capability estimate, tracks
in major yards were allocated to classification and relay functions to obtain
maximum traffic through them, The figures on number of tracks in yards
include those estimated to be available for relay and classification. It
should be noted that in actual practice some of this trackage would also have
to be used for local freight. At a number of points it is possible that the
figures shown may not include ail the freight yard trackage.,
Capability of these yards was computed by assuming that each track
could hold one train, whether single or double-headed, and by applying a
daily turnover factor of 3 for classification tracks and 6 for relay tracks.
This means that under maximum operation the average delay of a train is 8
hours when it undergoes classification and 4 hours when it is relayed. This
includes the effects of train delve and the fact that not All tracks would
be occupied by trains, since complete occupance of all tracks would preclude
removal and storage of damaged cars or cars with freight destined for the
region served by the yard in question,
3. Capability of Freight Locomotive Repair Facilities
Table 4 shows capability of steam locomotive repair facilities on
the Trans-Siberian Railroad for freight locomotives e The number of stalls in
sheds and roundhouses was estimated
Deductions for branch lines were made on the basis of locomotive stall require-
ments to support a minimum essential level of traffic on these lines. Deduce
tions of switch locomotives were based on the estimated relative levels of
traffic which would be handled at the yards, The remaining stalls available
for main line locomotives at each city were then allotted for movement in two
directions from that city in such a way as to obtain an approximately equal
number of stale between succeeding cities, The capability of stens to
support trains between each two succeeding cities was dete-mined by utilizing 4 cLoily
stall turnover factor of 3.4 on all sectors except from Tarskiy to Khabarovsk
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where a turnover factor of 2.0 was used for reasons stated in footnote 3 on
Table 4. The turnover factor of 3.4 implies that each locomotive spends an
average of 7 hours a day in sheds for servicing, running repairs, boiler
washing, and medium repairs (but excluding capital repairs), or that an average
of 29 percent of a locomotive's time is spent in sheds. The turnover factor
of 200
implies that each locomotive spends an averaLe of 12 hours a day in
sheds, or that an average of 50 percent of its time is spent in sheds. The
average of 7 and 12 hours a day spent in sheds is normally divided between the
home depot and turnaround shed, with a minimum time per locomotive at any one
shed of one hour.
Locomotive depots were given the capability of balancing motive
power; i.e., they were assumed to be capable of dispatching locomotives in
either direction. Turnaround points were not given this capability of balancing
motive power, but were assigned the function of dispatching engines only back
to the engine's home depot. At turnaround points the stalls were divided
equally between the two directions in practically all instances,
It is assumed that, under capability operation, all repair plants
on the Trans-Siberian would be used solely for the heavy repair of locomotives
on the main and branch lines, and possibly also for some medium repair of
branch line locomotives* Medium repairs of locomotives operating on the
main line of the Trans-Siberian are assumed to be performed in locomotive
depots? It is estimated that between 20 and 40 locomotives would be under
capital repair at all times to operate the line at its capability. Known
repair plants at Omsk, Novosibirsk, Krasnoyarsk, Ulan Ude and Voroshilov
are able to handle an estimated 24 locomotives in their ereating shops
simultaneously. Therefore, capital repair capability, although fully utilized,
would not limit operation.
40 Sector Capability for Freight Trains
Table 5 shows the capability of each sector of the Trans-Siberian
railroad, in terms of freight trains each way per day. The capability figures
represent the number of trains which would be supported by the facility (loco.
motive repair facility, or yard) which has the lowest capability. The final
-le--
Approved For Release 2004/01/20 : CIA-RDP92601090R000300020032-8
Approved For Release 2004/01/20 : CIA-RDP92601090R000300020032-8
columns show sector capability for freight trains EWPD after deduction from
total sector capabilityceanestimated two single-headed freight trains NWPD
for railroad supplies (coal, ties, ballast) and work trains.
5. Method of Computing Total Through Capability for Freight Traffic
Table 6 indicates the capability of each division to move freight
trains and their total maximum net tonnaLe each way per day. To derive total
through capability for freight traffic, the following procedure is recom-
mended:
a. Subtract from this capability shown in Table 6 essential
tonnage to sustain the local areas along the line, i.e., essential intra
divisional traffic, essential originating traffic going to points outside the
limits of the division, and essential terminating traffic from points outside
the division limits.
b. The remainder is through freight traffic capability for each
division.
c, From this figure must be subtracted essential passenger traf-
fic in equivalent freight trains.
(1) Generally speaking a passenger locomotive should produce
about twice the daily miles of a locomotive pulling freight trains of the size
envisioned in this study. Therefore, the motive power requirements for pas-
senger trains are assumed to be about 1/2 that of freight trains, i.e., 2
passenger trains can be moved by displacing 1 freight train when motive power
is the limiting factor.,
(2) Yard capabilities are not significantly affected by pas-
senger trains. In large cities where the concentration of passenger coaches
is heavy specialized passenger terminals are used.
d. The capability remaining after the equivalent tonnages of these
trains (if any) have been deducted, is the actual through freight capability
of each division.
e. The through freight capability of any sector cannot exceed its
limiting division.
f. The through freight capability of the line cannot exceed the
limiting sector.
S-N-C-R-E-
Approved For Release 2004/01/20 : CIA-RDP92601090R000300020032-8
Approved For Release 20QterE2Tktd-RDP92601090R000300020032-8
Table 3
TRANS-SIBERIAN RAILROAD
Estimated Capability Based on Yards
Sector
Yard
Estimated No of
Relay andior,
Class c TracksV
Turnover
Factor
per Track
Total
Trains
per Day
TEWPD
For Sector
Omsk-Novosibirsk
Omsig
Class.
18
3
Omsk
Relay
12
6
126
Tatarskaya
Class,
2
3
Tatarikaya
Relay
14
6
90
45
Barabinsk
Belay
16
6
96
Chnlymskaya7j
Relay
16
6
96
Novosibirekt
Class,
40
3
Novosibirsk
Relay
35
6
330
Novosibirsk-Achinak
Bolotnaya
Tayea
ni,
.11
6
6
3
66 4/
Tayea
Relay
9
6
72
314/
Mariinak
Relay
15
6
90
Boectol
Relay
14
6
84
Achinsk-Tayshet
Chernorechenskaya
Relay
16
6
96
Krasnoyarsk
Class,
15
3
Krasnoyarsk
Relay
10
6
105
Klyukwanays
Relay
16
6
96
39
Ilanskaya
Relay
13
6
78
Tayshet
Class.
3
3
Tayshet
Relay
13
6
87
Taysbet.Irkstek
Niznneudinsk
Relay
13
6
78
Tulun
Relay
11
6
66
33
Zia
Belay
18
6
108
Cheremkbovo
Relay
20
6
120
Irkutsk
Class*
16
3
Irkutsk
Relay
12
6
120
Irkutek-Slyudyanka
Slyudyanka
Raley
11
6
66
33
Approved For Release 2004/01/20 : CIA-RDP92601090R000300020032-8
Approved For Release 2004/01/20 : CIA-RDP92601090R000300020032-8
14-2-1141,
Table 3 (Continued)
Estimated No. of
Relay anal or
Class. Trackafd
Turnover
Factor
per Track
Total
Trains
per Day
TEWPD
For Sector
Slyudyanka-Zaudinsidy
Nysovaya
Relay
1.5
6
90
33
Ulan Ude
Class.
15
3
Ulan Ude
Relay
10
6
105
Zaudinskly-Tarskisv
Petrovskly Zavod
Kbilok
Rolm'
Relay
12
12
6
6
72
72
Hogs=
Relay
13
6
78
36
Chita
Classo
15
3
Chita
Relay
10
6
105
Kazymelcsyvt
Relay
12
6
72
Tarskiy-Skovorodino
Shia&
Relay
1.3
6
78
ICaganovich
Relay
12
6
Zilavo
Relay
16
6
,72
Ksenyevkaya
Relay
20
6
120
33
Nogocha
Relay
11t
6
Amager
Relay
11
6
66
Yerofey Pavlovieh
Relay
13
6
78
1Jrusba
Relay
13
6
78
Skavorodino
Relay
13
6
SkoverodinowAskbara
Taldan
Relay
6
Magdmaachi
Relay
9
6
24.
Usbenum
Relay
13
6
78
Shisanovskaya
Relay
12
6
72
Svoboduy
Relay
32
6
72
27
Kuybyshevka.Vostocimaya
Glass 0
10
3
Kuybyshervios-Yostocbnaya
Relay
10
6
90
Zavitaya
Relay
12
6
72
Bureya
Relay
10
6
bo
Arkbara
Relay
10
6
6o
Arkbara.Kbabarovsk
Obluchye
Relay
10
6
6o
Bira
Relay
7
6
lie
21
In (Smidovich)
Relay
g
6
KhabarcZproved For Release
Y1/20 :
eir
CIA-RDP92130109/000300020032-8
3
6
S-E-C-R.E-T
Approved For Release 2004/01/20 : CIA-RDP92601090R000300020032-8
Table 3 (Continued)
Seotor Tara
Estimated No, of
Relay and/or,
Claes. Tracked -,
Turnover
ranter
per Track
6
6
6
6
Total
Trains
per Dar
Its
Lit
riai
TEWPD
Per Sector
latabarovek-Vladivostok Vyaseemskaya
Bildn
Guberovo
Rhino
Relay
Relay
Relay
MAY
9
9
Tevgenyevka
Relay
11
6
66
211.
Voroshilav
Class.
12
3
Voroshilov
Relay
6
04
Pervaya Reohke,
(Vladivostok)
Class.
Baler
20
3
63
Approved For Release 20arkarge:t1R-RDP921301090R000300020032-8
Sector
Approved For Release 2094192WIRA-RDP92B01090R000300020032-8
Table 4
TRANS-SIBERIAN RAILROAD
Estimated qapaz112.,z.ty_lbased on l'iltjmIAocornotive Repair Facilities
Olt"1-3 Stalls Deducted For
0 o o -..--...? _ _
Id 0 o-
p o p el to e4 te,
3"'' El 1.-0 i-.? o x
44' m V o et
rdi IA' 0 il -=? r;
Eq
I-I 11
a
0
HI
el 1.-i to
0 0 t.. .cat't=3' nr *.13.4 F 2 g ? F
0
- = )--, 0 .,-,. )-? 4 m t-4
m P m i?-ft 0 a c+
4-4
4
t-40 ?-s I I-. *1 er L-1
00 P. ei- o
m P g el --'' P.O
pa P. 0' m
m 4
a
?
TEWPD Which Could be TEWFD for Sector Whttl
Supported by These Could be Supnorted by
Locomotives Limitinf Sheds_
as
P
r_r
m 14*
P 0
m
-msk7=Novosibirsk
Omsk
Tatarskaya
Barabinsk
Chulymskaya
Novosibirsk-Achinsk Novosibirsk
A ninsk-Tayshet
Bol otnoya
TaYga
Mariinsk
Bogotol
Chernorechenskaya
Krasnoyarsk
38
6
22
32
is
10
12
12
8
24
20
4
4
0
0
1
3
1
11
2
1
1
0
5
14
4
21
7
20
13
/2
U.
16
14
2
2
21
3,5
3.5
120
Sc,0
65
6_5
6J)
6J)
5,5
5.5
U.
3.5
3,5
16
3
54
JO
53
49
43
39
68
76
54
115
45
53
49
43
39
34
14
3s
38
Approved For Release 2904/t1+30*,@1A-RDP92B01090R000300020032-8
38
t4ctor
Approved For Release 200/pi:9A-RDP921301090R000300020032-8
Table 4 (Continued)
TRANS-SIBERIAN RAILROAD
Yitimated gsm3.1_)ilL,ty_basedoilt Steam Locomotive Re air Facilities
lial-at-EaElitY0J r 14 Stalls Deducted For
o o0
g
0
7 0 P t4 td t-4O0i-4 1
'CS 0 i?6 4 0
00 0 0 0 '10 m p
c+X g e+ ?= 0 0
0 ri.
g w.
0
i a . c 9 1-4 4
co
....
IYIUH'i
.....
O 0 el?? 0 cs? ir, TWPD Which Could be TEWPD for Sector Whi::
o 1 p o 14' t'kCould be Supported by
C-
o pa u ported by These
1... cs. 1--. .. wo o Sp
Locomotives
Limitinp Sheds
ra? o o m ct
ti 0.
? 0 N ,t
4--. ri 0 02
70 14. En
CD ia?
tq. 4
'4 a (:):
0 0 *
. - g c+ P. c4- 0
o o A.)
-P" P.O a a
I-,
P.
m
)3
4111?11111?1.10????
Klyukvennaya
6
0
0
6
3
54
Ilanskara
26
1
1
24
24
5
108
54
Tayshet-Irkutsk Tayshet
12
1
1
10
5
45
Nizhneudinsk
15
1
1
1 6
16
90
5.5
45
Tulun
12
0
1
11
5.5
58
Zima
0
1
23
23
116
4
Cheremkhovo
14
2
11
5.5
58
5.5
10
53
53
Irkutsk-Slyudyanka Irkutsk
32
4
8
20
10
2
41
41
141
Slyudyankw-Zaudinskiy Slyudyanka Slyudyanka
12
1
10
8
4
41
41
Mysovaya
12
0
11
7
5
41
41
Dian Ude
18
2
6
10
5
4 5
39 If
39
Approved For Release 2004/01/20 : CIA-RDP92601090R000300020032-8
S-E-C-R-)T
Sector
2yhe of_Facilitz
tc":
'1;1
00
0 a
0
S-N-C-R-B-T
Approved For Release 2004701720 f-C17-RDP92B01090R000300020032-8
Table 4 (Continued)
TRANS-Sr/MUM RAILROAD
Rs ted Ca abi1itr based on Steam Facilities
Pz/ t'1.0
M 0 0
m et
P0 cp.
10
(13
c+
? 4
P M 01
11
0
0
Stalls Deducted For
t-4 to t-q
p.,.l10 4
g 0
0 0
00
03 0"
g
TEM Which Could be
Supported by These
. Locomotives
cz
t.g
P.O
?=r3.
TXWPD for Sector Whi,
Could be Supported b;
tinShed
02
134
*MOOD
AmenlinimisieWt
Laudinekiy-Tarskiy
ow*
Petrovakiy Zavod
10
0
9
39
14,5
64
Khilok
28
0
1.
21
2?
128
6
64
Mogzon
12
0
12
6
65
Chita
36
4
24
24
131 2/
65
Karymskaya
24
6
17
Tarskiy-Skovorodino
33
18
0
1
17
17
66/
7,5
33
Kaganovicha
16
2
15
7,5
42
;?
Zilovo
32
0
2
30
30
853/
5
42
Rseuyevkaya
10
0
10
5
32
29
Mogocho
22
0
21
63 3/
5-5
32
Amazar
12
0
1
11
55
28
Yerofey Pavlovich
Is
0
1
11
17
563/
5.5
26
Urusha
.1.2
0
11
5.5
26
..4ovorodino-Arkhara
Likovorodino
20
2
17
17
563/
Taldan
fkpprovedForWlease2004/0/20:CIA-RDM2B01090K?6(7300020032-8
2s
32
Approved For Release 20,0A0Z,12}p_i9itA-RDP92B01090R000300020032-8
Table 4 (Continued)
TRANS -SIBMRIAN RAILROAD
Esti ted CaDab1it based on Frei ht Steam Locomotive Repair Facilities
12S.42JUCD 0 0 Stalls Deducted For 0 0 0 1---io 0 0 .-* ? r TPD Which Could be TEWPD for Sector Wh':
Pioil
o PI P 4 0 4 P
O 1?' Po, c. 1..4 Ili '1:1 10; 0 Suprorted by These
io t-4 t..4 to o o riot t4 in Could be Supported
1 8 0 0
,..., . ...,. p-.
n 0 .. n
o o 0 t''''
0 Xe. :: t?'
O PC 0 ea t-b 9 s-,
)-,- 0 P m 1 o ti Locomotives Limitine Sheds
00o p o rp. ..z.-1 o o 0c1- ).,. 0 o ?.1
cr a ei va a Cle g-,. g 0 o - n 0 P? 0 0 Ob CD i.-4 0
or cf
p,a4
.4 1.1 a
4 1, El ic37'
t?' 4
a) 0 0'
0 W
t402
A
4 4 1?a
0 P I..'"
0 0 '0 0 0
4 0
,.., t-. D, 0
0- trz
m ,....
P 0
0 '0'
0. 01
o
ea
0. ..,.
ci.
p.m 7%.3 0 0
....'":' P. 0
0, 0 0 P. Oli
P. 0
O i??
P. 40
'lb 1?-? P.
CD 0-' 0
4
0
. ? . .
-Abarovsk
Magdagachi
Ushumun
Shimanovskaia
Svobodoy
oh
10
21-
Kuybyshevka- 10
Vostochnaya
Zavitays 18
Bureya 6
0
23 653j
4
4
1 23 23 54 3/
0
0
2 3 5 5
1 1 16 16 5g 31
1
5 5
3
Arkhara 6 0 0 6
Obluche 211
Bira 8
In(Smidovich) In(Smidovich)24
1.
1
1
1
3
22 22 57 2/
3,5
3-5
19 19 61 3/
8
-Vladivostok Khabarovsk Khabarovsk 30 6 8 16
Bikin
8
4.
Vyazemskaya 10 1 1
4
12 Approved FOr Release 2004/01/20 : CIAL-FDP92B01990R00030002(6632-8
14-5
SCR -T
32
27
27
29
29
29
29
29
29
30
30
53
33
29
Sector
Approved For Release 20d44112,2tfIS-RDP921301090R000300020032-8
Table 4 (Continued)
TRARS-SIMMIAN RAILROAD
Astilyytted_gsgAllly based on Freirht Steam Locomotive Repair Facilities
Type of Facility, m o c
W f4 +3
'4. cs c+
10 t-4 i'd t-f P 0 P
0 0 0 0
ti 0 14.4 n 80
00 0 P o c+
o 80 c+4 Et
cl Oe* p 0 cr
%
A 0-0 go
01
0, 0 os
O
+04
t al la
Deducted For
L-4
O g
O c-0
-
0 0'
Guberovo
Ruzhino
Yevgenyevka
Voroshilov
Pervaya Rechka
Vladivostok
19
10
12
4
8
naserViia...*
CC
t.t0 0 et
TEWPD Which Could be TEWPD for Sector Whid
Supported by These Could be Supported by
Locomotives Limi t tug Sheds
1 9
1 17
1 5
2 lj
6
4.5
17
2., 5
2.5
6.5 31
31
6.5
8 49 49
25X1
Approved For Release 2004/01/20 : CIA-RDP92601090R000300020032-8
Approved For ReleasrAggt2p-: CIA-RDP92601090R000300020032-8
Table 5
TRANS-SrBERIAN RAILROAD
Sector
Length
(Miles),
Sector Ca,allalg_s
Locomotive Yard
Repair Capability Capability
ZWPII TEWPD
Frei ht Trixi.tne k
TotalAfter
Capability in Freight Trains EWPD
Deduction fo
Total
Sector
Capability
Single-
headed
ff31717g7
headed Li
Single-
headed
Omsk:-Bovosibirsk
390
45
1455/
45 5/
45 14/
0
O
1435/
Novosibirek-Achinsk
360
54
42
34
34
0
T?
Achinsk-Tayshet
374
3g
46
3S
35
0
36
Tayshet-Irkutsk
416
45
33
33
21
12
19
Irkutsk-Slyudymnka
79
41 Ili
33
33
23W
IOW
21W
Siyudyanka-Zaudinekly
211
41
33
33
25
8
23
Zaudinskiy-Tarskiy
414
39
36
36
33
3
31
Tarskiy-SkovorodinO
615
2$
33
28
28
o
26
Sitovorodinfrlalthara
482
56
27
27
25
Ark1ara4habarovak
274
29
25
15
16
IL
Khabarovsk-Fladivostok
47g
33
31:
10
24
Railroad! Etiett2W
Double
headed
0
0
12
'?W
3
.1?011??????111?MINIMMONIMII.
1/ Based on the limiting facility (locomotive repair or yard). within the limiting division,
gj Based on optimum USA of locomotives,,
eDeduction made of two single-headed trains, for railroad operation and maintenance,
Based on steam locomotive operation.
r.Based on electric operation, yard capability to handle only the single-headed heavier trains, and limited availability of electric locomotives,
/ capability Capability of this electrified section assumed to be roughly equivalent to the tonnage capability immediately east of it.
S-E-G-R-E-T
Approved For Release 2004/01/20 : CIA-RDP92601090R000300020032-8
Sector
Diviston
Approved For Release 2004/01/20 : CIA-RDP92601090R000300020032-8
13-11-C-R-E-T
Table 6
TRANS-SIBERIAN RAILROAD
Division Capability.122/2LLInrs
Turnaround
Point
aurugsmommeern
OmskrNovosibirsk
Omsk
Barabinsk
innw.m.alSION?????
Tatarskaya
Locomotive
Repair
Capability
AWPD
54 11/
45
45
Chulymskaya
53
Novosibirsk-Achinsk
Novosibirsk
49
Bolotnaya
43
;$:.?
Taiga
39
Mariinsk
Bogotol
311
Achinsk-Tayshet
Chernorechenskaya
Krasnoyarsk
Klyukvennaya
ilanskaya
544
514.
Tayshet -Irkutsk
Tayshet
45
Yard
Capability
TAWPD
Total
Divisf,on
Capability
- 1/
Capability
ToteC. d_
Double-
headed
in Freight Trains EVPD
After Deduction for RailM14-222110t
tingle-
headed
Single-
headed
Double-
headed
Net tonnage
SOD
13,19041/10.6.L.
45 V
45
O
43
0
99.760 51
45
45 Lij
36
9
34
9
68.550 i
4455J
45
o
43
n
99a60 5J
45
45 lil
45
43
o
5g.695 ?V/
48
.//
45
45
O
0
43
43
o
o
99760 5/
5a,695 Ey
48 5/
45
o
46
o
106,72o
48
4.8
43
5
41
5
6a?265
35
35
21
14
19
14
54,780
31
31
19
12
17
12
47.00
36
36
33
3
5:
7
.1
451.30
42
3 ?
34
O
3P
o
396a0
42
34
0
32
o
39Mo
448
3a
3a
0
36
o
4051010
43
3g
38
o
36
0
110.500
39
39
24
15
22
15
55aP00
39
39
25
15
22
15
55200
39
39
33
6
31
6
42,015
Approved For Release 2004/01/20 : CIA-RDP92601090R000300020032-8
Approved For Release 10p401/2A4CIA-RDP92B01090R000300020032-8
Sector
Division
Table 6 (continued)
Locomotive Yard
Turnaround Repair Capability
Point Capability TRWPD
EVPD
Total
Division
Capability
Capability in Freight Trains EWPD
Total 21 After Deduction for Railroad Frele
Single-
headed
Double -
headed
Single- Double- Net tonnage
headed headed EWPD
Nizhneudinsk
45
33
33
21
12
19
12
40,815
Minn
58
33
33
8
25
6
25
510280
Zima
58
54
54
50
4
48
4
55480
...nereMkhovo
53
6o
53
53
o
51
o
51.255
Irkutsk-Slyudyanka
Irkutsk
41 y
33
33
23 1/
lo ij
21
10
41,000 //
Slyudytuika-Zaudinekty
Slyudyanka
41
33
33
25
8
73
8
40,635
Mysovaya _61/
41
45
41
41
o
39
o
42,315
Zaudinskiy-Tarskiy
Ulan Ude
39
36
36
33
3
31
3
36,215
Petrovskiy Zavod
64
36
36
8
78
6
28
47,590
Khilok
64
39
39
14
25
12
25
49,300
Mogzon
65
39
39
14
25
12
25
49,300
Chita
r.;.;
,..,
36
36
7
29
5
29
148,0115,o45
Karymskaya
Tarskiy-Skovorodino
33
36
33
33
o
31
o
36,270
Shilka
33
36
33
33
co
31
o
36,270
Kaganovicha
42
36
36
30
6
pg
6
45,420
Zilovo
42
48
42
42
o
40
o
46,800
Ksenyevskaya
32
42
32
32
0
30
o
35.100
Mogocha
32
33
32
32
o
30
0
35,100
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SCRIT
Table 6 (Continued.)
Turnaround
Point
Locomotive
Repair
Capability
NWPD
Yard Total
Capability Division
TZWPD Capabliity
1/
Capability in Freight Trains
Total 21_ After Deduction for
- Double- Single- Double
headed headed
Single -
headed
headed
UPD
Railroad Freiel
Net tonnage
SWPD
arovorodino-Arkhara
Arkhara-Khabarovsk
Khabarovsk-Vladivostok
-252121211122212112.1?1?21.2.222?2418.
asandosnamonems??????????ftwe?,
Yerofey-Pavlovich
Skovorodino
Magdagachi
Shimanovskaya
Mazar
Urosha
Taldan
Ustramon
Svobodny
Kuybshevka-Vostochnaya
Arkhara
Obluche
Khabarovsk
Bira
In (smidovich) 6/
Vyazemakaya
28
28
2,g
2.4
32
32
27
27
29
29
29
29
30
30
33
33
39
39
33
27
27
36
39-
30
21
24
24
220 WIN 226 Mai
28
28
28
28
28 2$
2g 2'
27 22
27 22
27 27
27 2/
29 29
29 29
29 29
erl
21+
I)
3.2
17
O 26
O 26
o 26
26
5 20 5
5 20 5
0
0
O 25
o 2.5
21
0
27 0
O 27
1;
0
9 -9
6 16 6
1 7
5
IT
$5 13 9
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30.42o
30,420
J0.420
31.460
35.050
35,050
30,250
30.250
32,6in
32067o
33.750
31,75)
32452
33,.500
36.405
29,885
Sector Division
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9-8-0:11T
Table 6 (Continued)
Locomotive Yard Total
Turnaround Repair Capability Division
Point Capability TEM CapaWity
ENPD
Capability in Freight Trains EVPD
Total .1L After_Deduction for Railroad Freight 3.
Single- Double-
headed headed
Single- Double- Net tonnage
headed headed WPD
Bikin
n
27
2?
21
16
19
6
30,515
Ouberovo
?41
24
24
7
17
5
17
36,1405
Ruzhino
41.
24
24
7
17
5
11
36.405
Yevgenvevka
31
35
X
31
0
29
0
29.7?
Voroshilov
49
30
30
11
19
9
19
44j85
Vladivostok
1/ Based on limiting facility (locomotive repair or yard),
V Based on optimum use of locomotives.
3/ Deduction made of two single-headed trains for railroad operation and maintenance,
14/ Based on steam locomotive operation.,
5/ Based on electric operation? yard capability to handle only the single-headed heavier trains? and limited availability of electric locomotives,
?I The Slyudyanka-Mysovaya section of the Irkutsk Division and the Bira-In section of the Ob/ache Division are assumed to operate like an independent division,:
7/ Capability of this electrified section assumed to be roughly equivalent to the tonnage capability immediate/y east of it
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S-E-C-R-E-T
De Capability in Tons per Train
1. Maximum Gross Train Tonnage
Capability of the Trans-Siberian in terms of maximum train tonnage
is based on the following assumptions: (1) That all trains will carry maximum
tonnage0 ilaximum tonnrce on each section is determined on the basis of loco-
motive types in use, and the maximum grade. (2) That wherever necessary trains
will be double-headed; that in sections with maximum grades trains will be run
double-headed and with pusher, if necessary. (3) That locomotives used will
be of the same types as those now known to be in use, as indicated in Table 1.
(4) That yards and sidings are capable of holding either single-headed or
double-headed trains; i.e., yard track lengths do not limit train tonnage
except under electrified operation on the Omsk-Novosibirsk sector, where only
single-headed trains can be handled.
Table 7 shows the maximum gross freight train tonnage capability
on each sector of the Trans-Siberian railroad, based on the ruling grade and
the representative locomotive type in use on the sector. These tonnages are
given for the period April through October, during which full train tonnage
can be carried, and November through March, during which train tonnage must be
reduced due to low temperatures. The final section of the table shows yearly
average tonnage. Tonnage reductions for the period November through Larch
were calculated on the basis of the mean daily minimum temperature for a single
town within each sector, using the reduction factors shown in the footnote.
2. Maximum Net Train Tonnage
Table 8 shows the average maximum net freight train tonnage capa-
bility, derived from gross freight train tonnages shown in Table 7. The net
train tonnages were calculated on the basis of a 65 percent weighted average
ratio of net to gross freight train tonnage, Calculations were performed for
sections where traffic was representative for several sections, or was unique
to one section. In each case, the estimated percentage distribution of 1955
eastbound freight traffic by commodity (CIA Contribution to EIC-R9-S1? Trans.
Siberian Railroad Traffic, 1955) was utilized as the basis for the calculation.
The net tonnage per car, of each commodity type, taken from Table 20, was
weighted on the basis of this percentae distribution. Similarly, the tare
weight per car, taken from Table 19, was weighted on the basis of the
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percenta_e distribution of each commodity carried in each type of care The
ratio of weighted net tannage to weighted gross car weight (tare plus net
tonnage) ranged between 62,9 percent on the Omsk*Novosibirek sector and 64,6
percent on the Irkutsk-Ulan Ude sector. An average ratio of net to gross of
65 percent was used for reducing gross to net train loads. It should be
stressed that this ratio applies only when all cars in a train are loaded;
empty cars in a train were not =adored in this study,
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Table 7
TRAU2-SIBNRIA1 RAILROAD
Kaximum Grose Frei ht Train Tonna Ca abilit'iector an RtenresPEt):IUM-V-211:1111"1._a---WIEWMILIA=Zilt-:-!210
Representative
Ruling Grade Locomotive
Eastbound Tyre 1/
Gross
Single- Double- Double-headed
headed 2/ headed 3/ with rueher12/
Groes Gross
Train Tonnage-ov through Rex. Train Tonnege-Yearly 4verege
Single- Double- Double-headed ingle- 5(1010- Double-headed
headed headed 3/ with rusher V heeded ,?./ headed 3/ with nusher V
Omsk-ilovosibirsk
Novosibirsk-Achinsk
Achinsk-Tayseet
Tayshet-Irkutsk I
Irkutsk I-Slyudyanka
Slyudyanka-Zaudinskiy
43
Zaudinskiy-Tarskiy
Tarskiy-Skovorodino
Skovorodino-Arkhara
Arkhara-Khabarovek I
Khabarovsk I-Vladivoetok
0.8
0,9
1,0
1,0
2.0 8./
0.9
1.74
008
0.8
0.8
1.0
VL-22m
Yea
VL-22m
Yea
Yea
Yea
Yea
Yea
3,755 V
2.005
1,825
1,655
1,635 V
1,820
955
2,020
2,020
2,070
1,655
6.760
3,610
3,280
2,980
2,945
3,280
1,720
3,640
3,640
3,640
2,930
aS031,
OP 0
WRIO011
01111401.
2,485
0?11M
el= 611,
alba.
3.305
1,765
1,605
1,390
1.410
1.460
765
1.575
1.615
1,780
1.455
5.945
3,175
2,885
2,505
2,535
2,630
1.375
2.835
2,910
3,200
2,625
0 0
?????
0.???
0.0
???????
1,990
?0.20
et00
12.???
3,565
2,100
1,905
1.730
1,545
1,540
1.670
875
1,800
1.855
1.9'n
1,575
9./
7.130
3,780 9/
3,430
3,120
2.780
3,080
3,005
1.575
3,2h0
3.335
3.455
2,830
4a???
awe.
W.*
111?1????
Mears
esImisir
1/ Representative locomotive used ie that which is estimated to comrrise a large percentage of freight locomotive onerating in the particular sector, and, in
the case of the L locomotive, to an!'roximate the average tractive effort of the locomotive used.
Based on formula: Tractive effort 10 M hr? Weight of engine and tnnder in short tons.
75-7711ing grade in ' e-47
Curve resistance not included in formula since grades are assumed to be comnensated for curvature, The figure h.? repreeente rolling resietance of cars
averaging 50 tons gross weight at 10 m.n.h,
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S-8-0-B-T-T
Table 7 (Continued)
2/ Based on 180 percent of single-headed tonnage except for electric locomotive vectors which are based on 200 percent.
12/ Based on 260 percent of single-headed tonnage',
V Based on temperature reduction factors used by the Canadian Pacific RR, applied to the amen of the mean dallyalaimem temperatures or the fiv* for
six months when this temperature is below 15? 1r, Temperatures used are those available for a single tom within the seater.
25X6
Canadian Pacific RR Temperature Seduction Factors:
Above 150 7
15 to 10 above
9 to 5 above
4 to 1 above
Zero to 4 'below
5 to 9 below
10 to 14 belw
15 to 19 below
20 to 24 below
25 to 30 below
More than 30 below
ir_21211.t
0
5
9
12
16
20
22
25
30
9J Based on L (steam) locomotive,,
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Table 8
Trans-Siberian Railroad
. Maximum Net Freight Train Tonnage Capability
by Sector (In Short Tont')
Double..
Sector Headed Headed
Omsk-Novosibirsk 23201J
1365
Novosibirsk,.Achinsk 1210
Achinsk-Tayshet 1125
Tayshet-Irkittsk 1005
Irkutsk..Slyudyanka 1000 V
S1yudyanka4audinekiy 1085
Zaudinskiy4arskiy 1025 2/
Tarskiy..Skovorodino 1170
Skovorodino.Arkhara 1210
Arkhara-Khabarovsk I 1250
Khabarovsk I-Vladivostok 1025
46140
21160 y
2230
2030
1810
2000V
1960
1480
2110
2170
2250
1840
2/. Based on the use of the VL-22m electric locomotive,
Le Based on steam locomotive operation.
Based on the use of a helper steam locomotive over the 1.74 percent graile.
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S-E-C-RZ-T
II. Over-all Description of the Line and Area Served
A. Geographic Description of the Area Along the Line
1. Terrain
The diverse topography as well as the great length of the
Trans-Siberian Railroad makes it advantageous to treat the terrain in five
sections: (1) Omsk - Novosibirsk, (2) Novosibirsk - Krasnoyarsk, (3)
Krasnoyarsk - Irkutsk, (4) Irkutsk - Skovorodino, and (5) Skovorodino -
Vladivostok.
a. Omsk . Novosibirsk (390 miles)
The Trans-Siberian Railroad from Omsk to Novosibirsk traverses
a predominantly marshy plsin that slopes almost imperceptibly toward the north.
The Most prominent relief feature on this section, the bluff-like eastern banks
of the principal rivers, the Irtyth and Ob, rise as high as 130 feet. Wide
flood plains usually occupy the western side of these streams. Many shallow,
saucer-like depressions of different sizes lie along this section of the
railroad, and a great number of them are occupied by small ponds, bogs, or
temporary pools of water. To avoid these and stretches of marshy ground between
them, the railroad roadbed is in many places built on earth eMbankments.
b. 7ovosibirsk - Krasnoyarsk (475 miles)
Immediately east of "ovosibirsk the Tran&Ziberian Railroad
trends northeastward to avoid the abrupt, shelf-like formations of the
Kuznetskiy Ala-Tau Range; the line traveres the gently rolling northern
foothills of this ranre to Krasnoyarsk. The route utilizes many low saddles
and passes tbrourh the dominantly birch forests of this upland, which is much
more densely forested than the Omsk-Eovosibirsk section. Three principal
streams, the Tom', Kiya, and Chulym, are crossed by major bridges. These
rivers are in fairly deep and vide valleys that in some areas are as much
as 500 feet below the elevation of the surrounding terrain, causing the
railroad to meander to surmount these local changes in elevation. After
crossing the Kemchug River, a tributary of the Chulym, the railroad descends
through the foothills to Krasnoyarsk, situated on both banks of the broad
flood plain of the Yenisey River.
c. Krasnorlisk - Irkutsk (675 miles)
The railroad from Krasnoyarsk to Irkutsk crosses an area of
billy plateau blocks, low domes, basins, ahd deep river valleys. !lost of the
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area is covered by a dense coniferous ''crest, dominantly pine, spruce, and
birch. The railroad crosses one watershed after another with a considerable
variation in its grade line; elevations reach 508 feet above sea level at
Krasnoyarsk, 1.(00 feet near Nizhneudinsk, 1.922 feet south of Zina, and 1.532
feet oeposite Irkutsk. The larger rivers are the Kan, Uda, Tye, and Oka.
Tlany small, turbulent mountain streams also drain the area, The railroad
traverses the largely cultivated valley of the engara for about 100 miles
between Cheremkhovo and Irkutsk. Here, river terraces are as high as 150 feet
near the water's edge, but on the broad and comparatively level surface of
these terraces, grades are not difficult. Between Krasnoyarsk and Irkutsk
permafrost becomes a factor in maintenance of the Trans-Siberian Railroad.
. :Alternate freezing and thawing at the surface of these "islands" of permafrost'
causes distortion of alinement of the roadbed, soil creep, and caving and
buckling of structures.
d. Irkutsk - Skovoredino (1319 miles)
Between Irkutsk and Ulan-Ude, steep mountain walls, broken in
the southwest by the Angara Valley and in the southeast by the Selenga Valley.
rise 3,000 to 7,000 feet above the level of Lake Baykal. Shelf-like terraces
which cut into the mountains .long the edge of the lake enter these valleys.
The old main line along the lake has tunnels, galleries, bridges, and precipitous
rock cuts. Recently, a bypass route to detour this section was completed
between Irkutsk and Slyudyanka. This new line ascends the irkut valley south
of Irkutsk, and then crosses the Primorskiy range over steep grades and through
two tunnels to reach Lake Baykal. The maximum Frade on this sector which is
2.0i is the steepest grade to be found now on the railroad, after paralleling
the southern shore of the lake, the railroad crosses the open and relatively
well-drained southern edge of the Selenga Delta before gradually ascending the
steep.edalled Selenpa Valley to Ulan-Ude. From Ulan-Ude to Chita the line
crosses the Yablonovyy !fountains utilizine, for the most eart, the grassy
Khilok Valley, which is 2 to 10 miles wide. Grades up to 1.74 are encountered
as the line rises from Ulan-Ude to the Ehilok Valley and as it descends from
this valley to Chita. East of Chita to Skovorodino the railroad negotiates a
wild, sparsely populated mountainous area, utilizine mainly the valleys of the
Ineoda. Shilka, Kuenga, Belyy Uryum, Cherniy Uryem, and emazar Rivers. This is
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an area characterized by a system of more or less parallel mountain ridges rising
more than 1,500 feet above adjacent valleys. Valley bottoms are mostly flat;
small lakes, marshes, and small tributary streams are common. Vegetation consists
predominantly of coniferous forests with dense, scrubby undergrowth. The railroad
structures in this area include a few tunnels and many cuts and bridges. Patches
of permafrost cause damage to structures and rail alinement during the thaw periods.
e. Skovorodino . Vladivostok (10234 miles)
From Skovorodino for a distance of approximately 200 miles
southeastward to the Zeya River, the Trans-Siberian Railroad traverses a series
of low pines birch, and larch-covered plateau.like blocks between 30 and 60 miles
northeast of the marshy floodplain of the upper Amur River. Southeastward from
the Zeya River to the foothills of the Bureinskiy Mountains the railroad crosses a
lowland characterized by weal defined broad river terraces, interrupted by the
Bureya River and the many other small tributaries of the Amur River. The railroad
traverses a low pass through the Bureinskty Mountains and then trends eastward
over the level to gently rolling lowland of the middle Amur Valley into Khabarovsk.
At Khabarovsk the Trans-Siberian Railroad crosses the Amur River.
It then turns southward and traverses the Ussuri Valley to the vicinity of Lake
Khanka. Paralleling the swampy flood plain of the Ussuri River is a 1 to 20.mile
wide terrace which provides an open route utilized by the railroad. This terrace
is well drained by small, rapid flowing tributaries of the Ussuri River d Southward
from the Ussuri Valley the railroad traverses the lowlands bordering Lake Khanka
and its north.flowing tributary, the Lefu River. It then crosses to the lowland
of the south-flowing Suyfun River along which swamps and marsh predominated About
20 miles north of Vladivostok the railroad curves eastward and then southward along
the coastal plain and across a spur of the Sikhote-Alin? Range to Vladivostok.
2. Climate
As shown in the following Ulan, the Trans-Siberian area is
characterized by cold Winters, with average temperatures generally below zero in
January, and cool summers. with July temperatures averaging between 630F and
690F. Precipitation along the entire line is low, ranging between 12 and 16
inches annually except on the Khabarovsk-Vladivostok sector where the total
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lies between 20 and 24 inches. Snowfall is deepest on the Omsk-rovosibirsk
sector, ranging between 10 and 18 inches in December and January and decreases
eastward, with 3 to 9 inches between December and Vara in sections east of
Omsk. However, railroad tracks are seldom blocked by snow as snow plows are
Stationed along the line, and many sectors are protected by snow fences and
shelter belts oftrees. As indicated in the following table, the climate
along the Omsk-Novosibirsk section is similar to that in Nanitobs. Canada.
Novosibirsk has 95 days a year with fog, coming particularly in autumn;
Vladivostok has 85 daya, particularly in summer. On most of the remaining
sections of the line there are fewer days with fog.
Climatic :,1ata for Sectors of the Trans.-Siberian Railroad;
jleap lionthly Tepneraturest?F
.verage Annual
.-21)9.2211-anaga
Depth,
Sector
JpnuarY
41.111
Pracioitption(inches) Period Inches
Omsk-rovosibirsk
-5 to 0
66
12-15 Dec-Jan 10.18
Vovosibirsk-
-1
67
12
Dec-Feb 5-7
Krasnoyarsk
Krasnoyarsk-Irkutsk
-8
63
14
Dec-mar 5.9
Irkutsk-Skoverodino
-17
66
13
Jan-Feb 3
Skovorodino-
-19 to 7
64.69
16-24
Jans.Her 3-6
Vladivostok
Comparative data for
-4
66
20
Nov-Apr 4-9
Winnipeg, Canada
3. Cultural Description
a. Major Cities Served
Most of the largest cities of the region served by the Trans-
Siberian Railroad are situated at transshipment points where the railroad crosses
or meets navigable waterways, the area's only other medium for large-scale
transport, Within this category are Omsk (505.000 population in 1956) on the
Irtysh River, Novosibirsk (731,000) on the Ob'. Krasnoyarsk (328,000) on the
Yenisey, Irkutsh (314000) on the migara near Lake Baykal, Ulan-Ude (158,000)
on the Selenga, Khabarovsk (230,000) on the Amur, and Vladivostok (265,000) on
the Sea of Japan. During the past 25 years each of these cities has been
greatly expanded by the establishment of heavy manufacturing .plants, except for
Vladivostok where the growth has been caused by naval and military activities.
S.E-C-R4E-T
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Short branch lines link the Trans-Siberian Railroad with Tomsk (224,000) on the
Tom River, and to Blagoveshchensk (under 100,000) on the upper ;mu.; a longer
branch line extends to Komsomollsk (169,000) on the lower ,mur and Sovetskaya
Gavan' on the Gulf of Tatary.
Several large towns along the route are located in coal mining
areas. Among these are Kansk (66,000), Cheremkhovo (124,000), Bukachacha
(660000), ArteM (85,000) and Suchan (75.000), Short branch lines extend to
the Kuznets. Chernoaorsk, and Raychikhinsk coal basins, In the Kuznets basin,
major cities are Stalinsk (347.000). Kemerovo (24,000). and Leninsk-Kusnets
(119,000),
Smaller urban areas adjoining the railroad are engaged chiefly
in lumbering and food production.
b, Freight Traffic l'roducers Along the Line
The exploitation of mineral and lumber resources and a young
but growing manufacturing industry are the most important aspects of the
economy along the Trans.Siberian Railroad, and are the major producers of
freight traffic. Industry is concentrated in the larger cities, many of which
are also administrative, transportation, and economic centers of regional
importance. Coal mining is the most important extractive industry and supplies
the fuel requirements of nearby railroads and local industry, and also sends
large amounts to distant industrial areas. A second major natural resource is
lumber, which is shipped primarily to markets in other parts of the U.S.S.R. and
therefore receives lonr hauls. Agriculture production along the Trans-Siberian
Railroad is keyed mainly to local consumption entailing relatively short rail
hauls,
(1) Omsk - Novosibirsk
Aside from major industrial developments at Omsk and
Novosibirsk, the economy along this segment of the railroad is primarily
agricultural, with emphasis on dairying and wheat production which provide
the basis for flour milling and meat packing industries in agricultural
settlements along the railroad, notably Tatarsk, Barabinsk, Kuybyshev, Kargat0
and Chulum. Grain is also shipped to these and other processing centers along
the Trans-Siberian Railroad from the Kulunda Steppes to the south. Novosibirsk
receives grain from the Turk-Sib Railroad and Tittarsk from the Kulunda branch line,
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Both Omsk and Novosibirsk also receive agricultural products from the south and
timber from the north by river. Although some agricultural products continue
downstream into the Arctic region, grain and lumber comprise the bulk of the
transshipments from river to rail at Omsk and Novosibirsk, and petroleum products
and coal are the principal commodities transshipped from rail to river.
The location of Omsk and Novosibirsk between two major
industrial complexes. the Urals and Kuznets Basin (discussed below), has
contributed significantly to their industrial growth. Coal from the Kuznets;
pig iron, steel, nonferrous metal ores, and aluminum from the Kuznets and Urals;
and petroleum products from fields in the Ufa area and probably from Baku
support metallurgy and metal working industries that manufactures finished
products such as agricultural equipment, machine tools, and coal-mining Machinery.
The surrounding agricultural areas and the Kuznets %bin provide markets for these
goods. Important airframe and aircraft engine plants as well as rubber, textile0
and lumber industries are also located within both urban areas. Recent
hydroelectric development at Novosibirsk has probably provided additional impetus
to industrial expansion.
(2) Novosibirsk - Krasnoyarsk
Along the Trans-Siberian Railroad between Novosibirsk and
Krasnoyarsk, mining and industry are of primary economic importance, Mining is
concentrated chiefly in the Kuznets Basin, which is served by branches leading
south from the Trans-Siberian, and also by the Trans-Siberian itself in the
Anzhero Sudzhensk area. There is also mining on a smaller scale in the upper
Yenisey, Kiya, and Chulym Valleys. The extensive coal and iron ore deposits of
the Kuznets Basin have made this area one of the leading industrial complexes of
the U.S.S.R. In addition to supplyihg coke-chemical and metallurgical industries
at Kemerovo. Stalinsk. and Curoyevsk, coal is shipped to all parts of Western
Siberia by rail. Other major exports from the Kuznets Basin to industrial
centers along the Trans...Siberian are nonferrous metals, pig iron, and steel,
along with some manufactured goods. Exploitation of local iron ore in increasing
and appears to be satisfying most of the industrial requirements of the Kuznets
Basin. Nevertheless significant quantities of iron ore and petroleum products
are still imported by rail from the Urals.
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The Chernogorsk coal mines in the upper Yenisey tralle;y
supply fuel for Krasnoyarsk industries. These mines are tapped by a branch line
which joins the Trans-Siberian Railroad at Achinsk. Southwest ofAchinsk manganese
ore is produced at the nazulskiy mines. Commodities consumed along this branch
include petroleum products and agricultural and industrial machinery.
Agriculture along this section of the railroad is focused
largely on production of vegetables0 dairy commodities, and grain for local
consumption. Truck gardening and dairying are concentrated chiefly in the
vicinity of the large urban centers, particularly in the densely populated
Kuznets Basin. Elsewhere, in lowlands grain is the chief crop; in hilly areas
emphasis is mainly' on livestock. Flour milling, meat packing, and dairying are
the principal industries in Mariinsk, Bogotol, and Aohinsk.
Lumbering is of some importance in the area between
Novosibirsk and Krasnoyarsk, but it is of major significance along principal
rivers to the north and in the neighborhood of Tomsk. Wood and Wood-chemical
industries are important in both Tomsk and Krasnoyarsk.
Krasnoyarsk, located on the Yenisey, is a center of heavy
metallurgy and machine construction. Its industrial capacity combined with
excellent rail and water transportation, makes Krasnoyarsk a major supply and
distribution center for eastern Siberia.
(3) Krasnoyarsk - Irkutsk
The economy of the area along the Krasnoyarsk-Irkutsk section
of the railroad is based mainly on lumber and coal-mining industries. The dense
stands of timber in the Eastern Sayans support the numerous lumber, wood-working,
and match plants found in most of the principal settlements along the railroad;
lumber and mine timber are also produced for local coal-mining centers along the
line. Chief centers of timber industries are Kansk. Tayshet, Nizhneudinsk, Tulun.
Zims, and Usol'ye Sibirskoye. Usol'ye Sibirskoye is also the site of important
chemical and salt installations.
Coal-mining is concentrated chiefly in the Cheremkhovo area
within the Irkutsk Basin and to a lesser extent in the Kansk Basin. The Irkutsk
Basin, which extends for approximately 300 miles along the Trans-Siberian Railroad
from Nizhneudinsk southward to Lake Baykal, ranks as one of the largest coal-
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producing regions in the Soviet Union. In addition to meeting fuel requirements
of the railroad, which is a major coal consumer, the Irkutsk Basin supplies
important industries and thermoelectric powerplants in Cheremkhovo, Usol'ye
Sibirskoye. and Irkutsk. Coal is also exported by railroad and river throughout
central and eastern Siberia,
The abundant coal resources and hydroelectric developments
along the Angara River, combined with excellent transportation for imported raw
materials, have contributed significantly to the growth of industry in the area
extending from Irkutsk to Cheremkhovo, The Cheremkhovo-Fekar'yevo complex,
using local coal and lead and steel imported by rail, includes the U.:3.S.R.'s
second largest submarine-battery plant, as well as plants manufacturing synthetic
fuels and mining machinery. Principal industries in Irkutsk are an airframe
plant and a heavy-equipment plant that produces metallurgical equipment, mining
and excavating machinery, electrical components, and a variety of consumer goods.
Numerous assembly and processing installations, based on local and imported raw
materials, are also located in Irkutsk. Its role as a center of military
industries and transportation makes the city a major supply depot for military
operations in eastern Siberia and the Far cast.
Agriculture is relatively unimportant along this section
of the line and is limited chiefly to river valleys, notably the Angara Valley
and the area between Krasnoyarsk and Kansk, These areas specialize in
vegetable, grain, and dairy farming; livestock for meat and wool is raised
chiefly in the forested hilly areas.
(k) Irkutsk - Skovorodino
East of Irkutsk, mining occupies a dominant position in
the economy. Coal, iron ore, and nonferrous and rare metals are mined in many
places throughout the mountainous Transbaykal region. The principal coal mines
are located at Chernovskiye Kopi immediately west of Chita and at Bukachacha to
the east. ilinor deposits along the line are also worked. Coal of coking quality,
however, is mined only at Bukachacha. Local coal, supplemented by coal shipped
in by rail from Cheremkhovo, supply the fuel requirements of the industries and
railroad operations concentrated at Ulan.Ude, Petrovsk Zabaykarskiy. and Chita.
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Nonferrous metals are mined in the region, especially between the Shilka and
Argun Valleys, The Tarskiy Otpor branch serves a number of these mining areas.
The industry of the two largest cities Ulan.Ude and Chita
is focused chiefly on serving railroad operations. Ulan.Ude has the largest
railroad-equipment plant east of the Urals. Although concerned principally with
rebuilding locomotives, some freight cars and parts are manufactured0 an
aircraft assembly plant and chemical, textile, and food-processing plants are
among the other industries of Ulan-Ude, The largest installation in Chita is
the railroad-equipment plant; in eastern Siberia, it ranks second only to the
Ulan-Ude plant. Rail traffic that terminates here comes principally from the
vest and includes coke, iron, and steel from Petrovsk Zabaykaltskiy and
electrical equipment from oscow as well as petroleum products, railroad and
mining equipment, agricultural machinery, foodstuffs, and military material from
industrial centers along the line. As the headquarters of the Transbaykal
Vilitary District, Chita has extensive storage depots to serve military
requirements, as well as civilian storage facilities. Chemical, leather and
various repair and machine construction plants are among the other enterprises
within the city.
Since the region between Irkutsk and Skovorodino is
predominantly mountainous, livestock raising .. with emphasis on meat, wool,
and dairy products .. is the main agricultural activity; but spring wheat and
oats are grown in the valleys. Together, these products support food-processing
and leather industries in a number of settlements along the railroad and in the
adjacent valleys.
(5)
Skovorodino Vladivostok
The area along the Trans-Siberian Railroad
and Vladivostok has undergone considerable industrialization in
?????
between Skovorodino
recent years based
on exploitation of mineral resources. Lumber, non-ferrous ores and metals, furs, and
fish are the major products exported from this area by rail.
Coal, the most important energy resource, is mined at
Raychikhinsk, in the upper Dureya Valley at Urgal, and at Artem and Suchen. All
are on branches of the Trans.Siberian Railroad. Brown coal (lignite) from the
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recently exnloited deposits at Raychikhinsk and hard coal from the Bureya fields
are used principally in the operation of railroads and in the production of
electric power, Some is shipped east to power stations and industries at Khabarovsk
and Komsomolisk. Coal from the.Artem and Suehan mines supports similar operations
in nearby port cities of Vladivostok and Nakhodka. Suchen coal is also used as
fuel for ships.
Khabarovsk is an important center for the assembly of
aircraft and the manufacture of armaments. One of two large oil refineries
in the Soviet Far Sast is located here. Petroleum and additional coal are shipped
from Sakhalin to supply industries of Khabarovsk and Komsomorsk. Komsomol sk.
on the Sovetskaya Cavan hranch of the Trans-Siberian, has the Amurstal' steel
mills, the only plant of its type in the Soviet Far East, The Ussuri Valley south
of Khabarovsk is a major lumber-producing region. Most of the principal
settlements have factories for processing timber, which is cut in the heavily
forested Sikhota.Alin' Mountains. Birobidzhan, west of Khabarovsk, is also a
major center of lumber and wood-processing industries.
Vladivostok, U.S.S.R.'s largest port and naval base on the
Pacific, is the focus of maritime trade, shipbuilding, and fishing. Coal-mining,
lumberinF.,,, and agriculture in the adjacent areas support other industries. The
nearby settlement of Wakhodka is becoming increasingly important as a supplementary
naval base and commercial port.
Agriculture along this easternmost stretch of the Trans-
Siberian Railroad is confined chiefly to three areas: the Zeya-Bureya Plateau,
the.middle Amur Valley, and the Ussuri-Lake Khanka Lowland. In the northern areas,
spring wheat and livestock raising predominate. The largest flour mill in the
Soviet Far East is located at Blagoveshchensk. Svobodnyy and Kuybyshevka-
Vostochnaya are also surrounded by farming land and are centers for the
manufacture of agricultural and industrial equipment. In the Ussuri-Lake Khanka
Lowland the chief crops are rice, soya beans, sugar beets, and
is an important agricultural center of this area.
c. Transportation route patterns
(1) Railroads
grain. Voroshilov
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The Trans-Siberian Railroad is the only east - west
transportation route across Asia capable of handling heavy traffic. Alternate
rail routes exist or are under construction for some portions, but there is no
complete alternate route. The railroad and the Northern Sea Route are the sole
links between the great northward-flowing rivers, which are the regions only
other means of large scale transport. The most significant roads in the region
are those from the railroad to navigable waterways which the railroad does not
reach, particularly the road from !ever on the Trans-Siberian north to Yakutsk on the
Lena River.
Omsk end Novosibirsk are the most important junctions on the
railroad and the line 'between them is one of the most heavily traveled in the
Soviet Union. Omsk is the junction of railroad lines from the Urals and Suropean
U.S.S.R. via Sverdlovsk and Chelyabinsk. East of Omsk, a line reaches southward
from Tatarsk into the Kulunda grain producing area. At Novosibirsk. the Trans-
Siberian is joined by the Turkestan-Siberian Railroad leading south and
southwestward into Soviet Central Asia, and by the main rail outlet of the
heavily industrialized. coal-producing Kuzbass to the Southeast. Bast of
Novosibirsk, branches lead into the Kuzbass from Yurga and Anzhero-Sudzhensk.
The South Siberian Railroad extends westward from the Kuzbass, and offers an
alternate route for the Trans-Siberian. 7ietween the Kuzbass and Irkutsk there
is no alternate railroad.
A short branch line reaches northward-from Tayga through
Tomsk on the Tom River to Asino on Chulym River. A longer branch extends
southward from Achinsk to the Chernogorsk coal fields and the Atakan agricultural
area.
The 116.14 (Baykal-kmur flagistral) extends eastward from
Tayshet to Ust Kut and Osetrovo on the Lena River.
Between Irkutsk and Slyudyanka traffic now moves on a
recently completed electrified double-tracked line following the Irkut valley.
Part of the old main line has been flooded by the Angara river dam. The
flooded section may be replaced by a new track to be built on the north bank of
--Um Angara River from Irkutsk to Lake Baykal. From Ulan-Ude a branch line runs
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south and southeastward through Mongolia to China. The southern portion of this
line (Ulan Bator-Chining) was opened to traffic in 1956. This line, the Trans-
Mongolian, is the shortest rail route between the most populous areas of the
U.S0SeR. and China, and it will carry a significant share of the traffic between
the two nations. Another line to China branches southeastward from Tarskiy and
connects with the flanchouli.Harbin-Suifenho line in Manchuria, A line into
eastern Mongolia:01ns this branch at Borzya.
From Kuenga, a short branch goes eastward to Sretensk, head of
navigation on the Shilka River (a tributary of the Amur), and terminus of a road
leading southward to Borzya. At Kaganovicha branches lead to Olov and the
Bukachacha coal fields. From the Skovorodino area a short line branched northward
to Tynda until World War II when it was apparently dismantled. This branch is to
be restored and extended northward to a coal field at ChuIman. The branch roughly
parallels a road from Never to Yakutsk which is the main supply route for settlements
along the Lena River and its tributaries in Winter, when freezing halts navigation.
From Skovorodino eastward to Birobidzhan there are several short
branches to the south which connect the railroad with ports on the Amur River at
Dzhalinda, Blagoveshchensk, Poyarkovo, Pashkovo, and Nizhne Leninskoye. Two Short
branch lines link Bureya with nearby coal fields around Raychikhinsk.
From lzvestkovaya a branch extends northward to Urgal and thence
eastward to Komsomol'sk where it joins a branch from Volochayevka which leads
eastward to Sovetskaya Gavan?.
Between Khabarovsk to Manzovka there is only a single branch line
extending eastward to a lumbering area east of Obor. At Manzovka branches northwest
to Turiy Rog and east to Varfolameyevka serve airfields and military installations.
From Voroshilov a branch extends westward to connect with the
Manchouli.Harbin-Suifenho line, forming a continuation eastward from Tarskiy.
From Baranovskiy a branch extends southward into Korea.
At Ugolonaya, a short distance north of Vladivostok, a branch
goes eastward to the Suchan coal mining area from where it leads south to Nakhodka?
a port of growing importance for commercial traffic diverted from Vladivostok, and
north to Sergeyevka.
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(2) Roads
Highways tributary to the Trans-Siberian Railroad are
cenerally local in construction and function.
From Omsk to Chita and from Birobidzhan to Vladivostok the
Trans.Siberian Railroad is paralleled by motorable roads, although few of them
are paved all.meather routes capable of supporting high density truck traffic.
Improved roads radiate from larger cities such as Omsk, Novosibirsk, Achinsk,
Irkutsk, Ulan-Ude, Chita. Sretensk, and Svobodnyy. Roads running south from
some of these cities lead to the border of Mongolia and China. From Irkutsk
and Never improved all.meather roads connect with inland shipping on the Lena
River at UstfKut and Yakutsk. respectively. The paved Stalin highway from
Birobibzhan to Vladivostok was built primarily as a military supply route.
In the area north of Vladivostok roads primarily of military
simificance lead westwrd and southward from the Trans-Siberian, generally
paralleling branch railroads, to the borders of Manchuria and Korea and eastward
primarily to military installations.
(3) qaterways
Two river systems, the Ob and Yenisey. intersect the Trans-
Siberian railroad aparoximately at right angles. Another system.the Lena, is
connected with the Trans-Sibarian by means of the Baykal4mur Magistral (B100
branch line from Tayshet to Osetrovo. The Amur river parallels the Trans-
Siberian and has several navigable tributaries which cress the railroad at right
angles. The Oh river system connects with the Trans-Siberian by means of the
Irtysh at Omsk, the Ob proper at Novosibirsk, the Tom near Yurga. the Kkya at
Mariinak and the Chulym at Achinsk. The Yenisey river system connects with the
railroad by means of the Yenisey proper at Krasnoyarsk; the Oka at Zima; the
Angara at Irkutsk; and the Selengs at Ulan-Ude.
The Amur river system connects with the Trans-Siberian by
means of the Shilka which parallels the railroad from Chita eastward to its
confluenc6 with the AVM' south of larofey Pavlovich. The Amur proper parallels
the railroad from its confluence with the Shilka to Khabarovsk and from thence
dots as a tributary of the railroad to its mouth. At Svobodnyy the Zeya, and at
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Kuybyshevka-Vostochnaya the Tom, a tributary of the Zeya, connect with the
railroad, The Bureya connects at Raychikhinsk and the Bira at Birobidzhan. The
Ussuri River and Lake Khanka parallel the railroad from Khabarovsk to Spassk-
Dainty.
(4) Pipelines
Currently only one oil pipeline is known to exist in the
area east of Omsk. From the oil fields of Sakhalin a pipeline carries Oriade to
the refinery at Komsomolsk.
The Sixth Five-Year Plan (1956.1960) provides for the
completion of two pipelines between the Ufa area and Irkutsk, one for crude,
the other for refined products. It is planned to later extend one of these
lines eastward to the Khabarovsk area. Since the Trans-Siberian moves a large
volume of petroleum traffic, these pipelines will relieve the Omsk-Irkutsk section
of line of part of its traffic burden, both of eastbound loaded and westbound
empty tank cars.
A gasoline pipeline is also being extended eastward from
OMsk to Novosibirsk. In April 1956 the Tatarsk-Barabinsk section was being laid.
(5) Civil Air Lines
In the region served by the Trans-Siberian Railroad the
network ofakeroflot? the Soviet civil air carrier, is built around an east-west
route and several north-south routes. The route from Moscow to the Far East
parallels the Trans-Siberian Railroad and has other main and secondary routes
radiating from the following important cities on the railroad: Sverdlovsk, Omsk,
Novosibirsk, Krasnoyarsk, Irkutsk, Chita, Hagdagachi, and Khabarovsk. From
Khabarovsk routes go south to Vladivostok and north to Sovetskaya Gavan and
Magadan.
Recently Aeroflot has extended its service out of Magadan and
has incorporated into the scheduled network certain Arctic and regional routes
in Northeast Siberia.
Connections between Aeroflot routes and the Chinese Civil
Air Fleet are provided at Irkutsk and Alma Ate and with North Korean Civil Air
Fleet at Chita. These services are coordinated through the Sino-tioviet Bloc
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civil air network and the airlines are standardized on the same types of
aircraft and operational procedures.
B. Technical Characteristics of the Line
1, Line Characteristics
The line characteristics of the various sectors of the Trans..Siberian
railroad are Shown in Table 9. The railroad is double tracked, except for the
single track Amur river bridge at Khabarovsk and two short sections of triple track
between UlanZde and Chita. There is, however, a single track tunnel under the
Amur river parallel to the bridge for use in emergencies. The line is electrified
from Omsk to Novosibirsk and from Irkutsk to Slyudyanka via the new by-pass line.
Westward from Irkutsk toward Tayahet further electrification is currently underway?
The electrification of the remaining sections between Omsk and Slyudyanka is
projected during the Sixth Five Year plan period (195640).
The track structure of the Trans-Siberian railroad is light by U. S.
standards. It is estimated that the dominant rail weight on the Omsk-Achinsk
sector is 101 pounds per yard on the main line, although there are probably some
sections still having 86 pound rail. From Achinsk to Khabarovsk, 77 pound rail
predominates. The weight of rail on the new Irkutsk-Slyudyanka by-pass and
Khabarovsk-Uladivostok sectors is unknown, although heavier type rail is believed
to have been installed on the former line. The standard Soviet rail is 41.25 feet
long. Rail joint bars are 6 hole, 31.5 inches long. Rail joints are opposite (not
staggered). Rail anchors are used, averaging between 7 and 10 per rail length.
Host ties now being laid on the Trans...Siberian are creosoted; the
ties measure 7" x 10" x 90, and approximately 2800 ties are laid per mile0
providing an average spacing of 22.5 inches between tie centers.
The track on this railroad is ballasted with crushed rock and broken
stone from Omsk to Achinsk; crushed rock and sand from Achinsk to Irkutsk;
possibly crushed rock on the Irkutsk-Slyudyanka by.pass; and primarily sand from
Slyudyanka to Vladivostok.
Maximum permissible axle loads, calculated on the basis of the weight
of rail and type of track, is estimated at 24 tons on the Omsk.Achinsk sector,
which has primarily 101 pound rail, and 22 tons on the remainder of the line on
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.E,4,c.R-E. T
Table 9
TRANS-SIBERIAN RAILR0AD
Line Characteristics
Sector
Sector
Dist.
7=-"""
390
360
3714
146
Tipe of
Traction
Used
Loco.
Types
Used
Ruling-
Grade
Radivj, Weight
of CurvatureM of
Conde
of
Audi
Max.
Axle
Load
tort
Tole
24
22
22
Ballast
Signals
Max,
Dist,
Bet.
Iniert
1.8
1.8
na
na
auto
Types Dist*
Max
Di stance
Between
1.atering
Bet.
Stations
Onak -
Novosibirsk
Novosibirsk -
Achinsk
Aohinsk -
Ta hot
Tay shet
Irkutsk I
Eat,
0.8 0.8
0.9 0.9
1.0 1.0
1.0 1.0
Pea
1,738
1,0146
1,0146
909
11%3.1
Crushed
rock,
broken
stone
Crushed
rook
and sand
Electric
and Steam
Steam
Steam
Steam
SO 17,
SO 19
L, Yea
Yel,
Em, 1:14
L, yea,
SO-17,
S0-19
VD, Eg
Em, Er
Ls Yea,
SO, LIT
Eg, Em,
Er
Yoa,Yel,
Era, LV
ibskd
101
101
77
77
Good
Good
Good
Good
Hiles
A.B. 19.3
A.B. 10.6
Assumed 9.9
S
Assumed 14.3
S.A.B.
Facilitie a
Liles
33
214
20
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Sector
Irkutsk I -
Slud:-anka
Uyudyanka -
ZaudinskiY
Zaueinskiy -
I
TarsUy
Tarskiy
Skovorodino
Skovorodino
Arkhara
Arkhara -
"Khabarovsk I
Khabarovsk I -
Vladivostok
Sector
Diet?
rams
79
211
414
615
482
274
478
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Type of
Traction
Used
Loco.
Types
Used
Rulinr
Grads
S-B-C-R-E-T
Table 9 (continued)
TPCB-SIDEBIAL LAILL0AD
Line Clmrocteristics
Minimum nadivg, V;oight
of Curvature( of
Comic.
of
Bail
Max ?
Avle
Load
ma%
Tons
318,
22
22
22
22
na
alast
Signals
Max. Maximum
Dist, Distance
Bet. Between
rdateriug
Illx.
Dist.
2st.Stations
ISM,.......?."4"
ma
na
na
1)A
na
na
na
TN
Prob.
A. B.
St.S
St.8
St .S
St .6
SUS
ma
2.01/
0.9
1.74
0.8
0.8
0.8
100
2.021
0.9
1.74
009:
0.8
0.8
1.0
Feet
na
1,050
1,050
1,050
1,050
1,050
840
Rail
..........
ma
Mostly
sand
or clay
Mostly
Sand
or clear
st
Electric
Steam
Steam
Steam
Steam
Steers
Steam
VL-22m
11-8
Yea,
Yel,
Yea,
Ye?
Yea,Yel
Yam, Yes
Yea, Yom
Yeas E
Yea, Yea
Lv
Yeaslrem
Lv
ma
77
77
77
77
na
GOOd4(
Fair
Poor
Poor
Poor
na
.zrn-
12.0
1006
13,1
114,9
13.1
10.6
9.9
Facilities
Milo
rut
26
22
30
28
25
26
Total 4.093
Latex Line is 5'0" gage, double track throughout except for two short triple track section's between than Ude and Chita,
creosated ties laid 2,800 per mile predominate?
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25X1
8,41-0-Ro-E-T
af A. B., automatic Llock; S.A. Bop semi-automatic blek; Lt. So, Station signal (station to station block).
2/ Estimated, based an Soviet announcements
Lstimated, based an relative time indicated in the 1956 timetable?
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S-2*C.R-E-T
which 77 pound rail predominates. It has been assumed that bridges will support
these axle loads. Axle loadings of freight locomotives known to be operating on
the Trans-Siberian (Table 11) vary from a low of 17,1 tons (Yes) to a high of
22.7 tons (FD-21). Rail weights permit ail these types to operate on the Omsk-
Achinsk sector but prevent the operation of the FD-20 and F11-21 east of Achinak
at high speeds orr-for prolonged periods,
25X1
The maximum grade on the line is believed to be 2.0 percent on the
new Irkutakz.Slyudyanka by-passe The second heaviest grade, and formerly the
heaviest, is 1,74 percent against eastbound traffic between Gorkhon and nem,
east of UlanZde; and 1,74 percent against westbound traffic between Yablonovaya
and Turgutai? west of Chita. Elsewhere, maximum fleades are limited to 1.0
percent.
Minimum radius of curvature is 1738 feet on the Omsk-Novosibirsk
sector. and vradually decreases to 909 feet on the Tayshet-Irkutsk sector, is
1050 feet from Slyudyanka to Khabarovsk, and falls to 840 feet from Khabarovsk
to Vladivostek.
The maximum distance between any two adjacent stations on the
railroad is 19.3 miles. found on the Omsk-Novosibirsk sector. The maximum
distance between watering facilities is 33 miles, also on the Omsk-Novosibirsk
sector; however, this sector is now electrified.
2. signals
The Trans-Siberian has automatic block signals from Omsk to Achinsk,
spaced a maximum of 168 miles apart. FromAchinsk to Irkutsk the signalling
is assumed to be semi-automatic block but maybe manual block with electric
signals at the block stations (and perhaps a "distant" signal further out on
each side of each block station). The former consists of an intermediate
signal midway between the block stations which is controlled by the: block
station which the train is approaching.
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S-E-C-R-E-T
The Irkutsk-Slyudyanka by-pass line is believel to have automatic
block signalling, but the spacing is not known. From Slyudyanka to Vladivostok
it is estimated that signals are found only at stations although it is possible
that a higher type of signalling is in operation between Khabarovsk and
Vladivostok.
3. lards
Generally, yards on the Trans-Siberian railroad are small (details
on yards are given in Table 3). LAor classification yards are located at
Omsk. Novosibirsk, Krasnoyarsk, Irkutsk, Ulan-Ude, Chita, Kuybyshevka-
Voatochnaya, Khat,Irovsk, Voroshilov. and Parvaya Rechka (Vladivostok). The
total number of tracks in these terminals range from 20 to 30 each except
for Novosibirsk which has an estimated 75, primarily in Inskaya. The remaining
yards on the Trans-Siberian are used primarily for the relay of trains, which
includes changing locomotives, inspection of cars, and removal of bed-order
cars. These yards have between 6 and 20 tracks, ,the greater number of tracks
generally occurring where there is some classification, as at Cheremkhovo,
which assembles and disassembles coal trains for nearby coal mines. In
general, the number of tracks in relay yards decreases from west to east.
25X1
4, Locomotive Repair Facilities
a. Locomotive Depots and Turnaround Points
The standard type of locomotive depot or turnaround point shed
on the Trans-Siberian railroad is rectangular in shape. It is traversed by
three tracks, with three doors on each end, permitting 6 main.line steam
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locomotives to occupy the shed simultaneously, A less common type of shed has
two tracks and space for Li locomotives. When a repair point has more than one
shed, the buildings are generally placed in echelon. There are only a fee
locomotive roundhouses on this Um.
Points which operate as locomotive depots (home terminals)
usually have several sheds, and some of the sheds or stalls are utilized for
medium repairs, remover, the overall number of stalls in these depots is
small, In addition, a number of cities have large repair factories which
perform either medium or capital repairs, or both. At present, no locomotives
are known to be manufactured in any city located on the Trans-Sil!erian
railroad, Locomotive factories formerly used for this purpose are now
apparently devoted to either medium or capital repairs, or both.
Locomotive turnaround points (where the locomotive is serviced
and turned, and is given light repairs only when necessary) normally have only
one or two sheds (see Table 10).
The distance between a locomotive depot and its adjacent
turnaround points averages 77 miles vary. from 50 to 110 miles, with the
shorter distances found east of Tarskiy.
Available intelligence on locomotive repair facilities varies
considerably on the number of stalls at each city. In addition, it disagrees
on the number of buildings in a repair area, the number of buildings which
are entered by railroad tracks, the number of tracks entering the building and
the number of locomotives which can be accommodated on each track.
In the analysis of locomotive repair facilities, it has been
assumed in every case that each track in locomotive sheds could accoModate
no more than two locomotives,
25X1
25X1
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Table 10
TRANS.SIBERIAN RaIROAD
Steam Locomotive Repair Facilities
Distance Distance Locomotive Repair Facilities
Function from between Rupning,04 Dedivkpeoatr Capital Ramat
Noscow Locomotive Estimated Estim. Estim.
(miles) Facilities No of ShOs No of Total
(miles) Stalls No of
per Stalls
Omsk
(Moskovka)
Tatarskaya
Barabingk
D 1.688
1.692
TV 1.793
1.889
101 .
96
1
2
1
1
12 aif
21211.111..
010.01111??????????
12
6
14 38
6 6
6
46 22
106
Chulymskaya
1.995
2
8
UM
82
Novosibirsk II
2.077
1
6
(Inskay6)
1 I/
331
8 I/
6'
32
78
Bolotnaya
2,155
1 h /
mi
6 ?
12 2/
18
65
Tayga
2,220
6
18
93
Mariinsk
2.313
2
6
82
Begotol
2.395
1
1 .2!
6
6
12
68
Chernorechenskaya
2,463
1
410.
89
Krasnoyarsk
2,552
4
6
214
X
81
Klyukvennaya
2,633
1
6
6
92
Ilanskaya
2,725
1
6
1 ail
20 W.
26
87
Tayshet
2.812
2
6
12
101
Nishneudinek
2.913
3
6
18
IMO
73
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Table 10 (continued)
TRAMS.SIBERIAN RAILROAD
Steam Locomotive Repair Facilities
Distance Distance
Function from between
Moscow Locomotive
(miles) Facilities
(miles)
Locomotive Repair Facilities
P4Dnips and 'Odium Repair Caoital ReRap
Estimated Estim. Estim.
of Sheds No of Total
Stalls No of
7Ulun
Zims
Cheremkovo
2,986
3.072
3,146
86
2
4
1
2
per
adSIONOO
6
6
6
4
Stalls
OfilIDOODoODNID
12
14
76
Irkutsk II
3,222
1
20
84
2
6
32
Slyudyanka
T. D
3.306
2
6
12
OD
103
Mysovaya
3,409
2
6
12
102
Ulan Ude
3,511
3
6
18
69
Gorkhon
Helper
3,580
1
6
1
4
10
20
Petrovskiy
3,600
1
2
Zavod
2
4
10
Khilok
3.693
6
1
4
28
75
Moigzon
3,768
2
6
12
OD
kO
Xablonovaya
Helper
3,808
1
6
6
47
Chita
3.855
6
6
36
63
Karymskaya
3,918
4
6
24
90
Shilka
4.008
3
6
18
91
Kaganovicha
4.099
3
6
18
OD
52
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8.3.4.443.4
TeX* 10 (oontinued)
TRARS.SIBERIAN RAILICAD'
Steam Locomotive Repair Facilities
Distance Distance
Function from between
Kowtow Locomotive
(miles) Facilities
(miles)
Zilovo
4.151
80
Ksenyevskaya
4,231
Mogocha
4,298
61
Amazar
4.359
66
Yero fey
4.425
Pavlovioh
62
Urusha
T
4?487
58
Skovorodino
2$.
60
Taldan
T
58
Magdagaohi
4,663
67
Ushumun
4.730
73
Shimanovskaya
4,805
89
Kuybyshevka
Dfil
4,894
VOstochnaya
74
Zavitaya
T
4,968
28
Bureya
T 0-1
4,996
32
Arkhara
5.028
70
Obluchye
5,098
69
Locomotive Repair Facilities
PunninaAndApdtam Reofir CapitaRpoair
Estimated Estim. Estim.
No of ShedsNO of Total
Stalls No of
per Stalls
4 6
2 4 32
1 6
1 4 10
1 6
4 4 22
2 6 12
3J 6 18
2 6 12
4 20
6
1/ 6/ 12
4 1/ 6i 24
6 10
24
6
21. 10
61/
1 6
1
4 6 24
6 6
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Table 10 (continued)
TRANS-SIBERIAN RAILROAD
Steam Locomotive Replir Facilities
Location
Bira
Function
T
Distance
from
Moscow
(miles)
5,167
Distance'
between
Locomotive
Facilities
(miles)
72
In (Smidovich)
5.239
68
Khabarovsk II
T & D
5,307
73
Vyazsmskaya
T
5,380
65
Bikin
5.445
52
Guberovo
5.497
57
Ruzhino
5.554
73
Yevgenyevka
5.627
O2
Voroshilov
5.709
68
Pervaya Rechka
5,777
3
Vladivostok
5,780
25X1 Locomotive depot (home terminal)
2/ Locomotive turnaround point
Locomotive Repair Facilities
puppple an4 PkodUra Repair Capitol Repair
Estimated Estim. Estim,
No 9, ?heOe No of Total
Stalls No of
per Stalls
2 8
LI 6 24
5 5./ 6i/ 30
1
1
10
2 .2/ 6 1/ 12
1 6
1 4
3
6 18
1 6 6
13!?/
a. 6 3.9
,s I ,
..u=, t 6 1/1/ io
2 6 12
S-E-C-R4-T
?60
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NNW
OP
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S-E-C-H-E.T
b. Locomotive Repair Plants
Following is the estimated number of locomotives which can be
accommodated simultaneously in erection shops of locomotive repair plants,
which perform medium and heavy repairs: Omsk. 7; Krasnoyarek, 34 Novosibirsk,
3; UlandUde, 7; Voroshilov,
5. Cooling and Watering Facilities
There are insufficient data to permit an accurate determination of
the type of coaling and/or watering facility at each point along the Trans-
Siberian railroad. Watering facilities are spaced at an average distance of
about 15 miles. Locomotive coaling facilities at many terminals appear to be
equipped with cranes but at other points locomotive tenders are loaded by hand.
At some points coaling towers are in use.
C. Equipment
1. Locomotives
a. Types in Use
The types of freight locomotives used on Ve various sectors
of the Trans-Siberian are shown in Table 9. In general, the newer and'heavier
types of locomotives are used on the western sectors, although some heavier
types have beeh seen near Khabarovsk. Some passenger trains are pulled by
electric locomotives on the sections between Omsk and Novosibirsk, and by steam
JS and SU-locomotives from Novosibirsk to .4chinsk. The $U passenger locomotive
is used on all sections of the line which ars not electrified. Some new P-36
passenger locomotives are now in operation on the Tayshet-Irkutsk section.
The type 0 steam locomotive is used for switching on the entire line.
Specifications and characteristics of steam freight locomotives used on the
railroad are shown in Tables 11 through 15.
Following are epecifieations of electric locomotives used on
the railroad:
Total Hourly
Loco. Wheel Year Weight, Rating,
2L9.2.- -271ingPMent Built lbs, P in b. D.
VL-22m
0-6-0.- 0.6.0
1947
291.060
3260
N-8
. 4-4-0
1954
396,900
5700
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S--C-R-E-T
Table 11
TRANS-SIMIAN RAILLOAD
Specifications of Steam Freight Road Locomotives Used -V
Starting
T
teight of ractive
First Weight Loco. in weidit Number Diameter Percentaf Force at Factor
L000. theel Year an V.orking of Boiler of Cylinder Piston of of Rim of,,, of
Type Arr, Produced Drivers Order Tender Pressure Cylinders Diameter Stroke Drivers Cut-off Wheel di Adhesion 4/
(lbs) (lips/ (lbsf As per (inches) (inches) (inches) (Las)
sq. inch
SO-17
SO-19"
L 7/
LV
Yea
Tel
Yes
Yam
E
Em
Eg
Er
FD-20
FD-21
2.4.0-0
1934
193,158
212,520
145 P 2?0
198.8
2
25.6
27.6
52
2-10-0
1934
2071270
228,046-q
179,300
198.8
2
25.6
27.6
52
2..10-0
19145
200,655
227,115
170.887
198.8
2
25,6
31.5
59.1
2-10?2
1952
199,552
264,600
n. a.
198.8
2
25.6
31.5
59.1
2-10-0
1944
188,968
212,121
161,406
180.3
2
25
28
52
2-10-0
1917
177,061
202,198
152,586
1E0.3
2
25
28
52
2-10..0
1917
171,108
195.39e
1470455?/1804
2
25
20
52
2-10-0
1944
188,968
212,121
161,406
10143
2
25
28
52
0.10-0
1914
179,046
179,0144
135,607
170.4
2
25.6
27.6
52
0-10.-0
1931
182,794
182,794
146,632
198.8
2
25.6
27.6
52
0-10.-0-
1932
179,046
179,046
135,07
1704
2
25.6
2706
52
0-10-0
1932
184,117
184,117
146,632
198.8
2
25.6
27.6
52
2-10-2
1951
222,043
296,352
271,215
213
2
26.4
30.3
594
2-10-2
1941
227X5
302,085
271.215
213
2
26.4
30.3
59.1
&DE-C-11,44-T
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65 48,938 3.95
70 50,9136 4.06
65 149,303 4.07
65 139,303
70
1431:94 :109:8113 44 14.1.24
65
65 102081 3=97
10 144,901 14.4
65 42,083 4.25
55 Y 144,257 4.13
65 142,083 4.25
55 PI 46 257 4.16
60 51,75!i 11..29
60 51,754 448
X1
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S.E.C.R.E.T
Table 12
Boiler Characteristics
Locomotive
Type
Direct Heating
Surface
(po. ft.)
Indirect Heating
Surface
(so. ft.)
Rate of Evaporation
per sq. ft. ,/ Rated Evaporation
Length of Indirect Surface -14 lbs per h
Tubes (ft.) lbs or sq ft oer hr
S0.17
264.16
2207.09
15.29 10.78
38.321.23
S0-19
264.16
2207.09
15.29
10.78
38.321.23
L
277.61
2114.34
16.90
10.23
36.898.25
Yea
227.04
2239.16
16.66
10.30
350550.55
Tel
227.04
2382.26
16.91
10.23
376857.72
Yes
227.04
2382.26
16.87
10.24
36.881.54
Tern
227.04
2439.16
16.66
10.23
35,393.81
B
194.76
203.64
15.29
10.78
32,634.44
Em
194.76
1930.34
15.29
10.78
310520.87
Eg
194.76
2033.64
15.29
10.78
32,634.44
Er
245.33
1887.30
15.29
10.78
33,838.24
FD.20
336.03
2828.37
19.59
9.32
44.842.06
FD-21
333.56
220.80
19.59
9.32
38.903.86
.1./ Factor based on length of tubes.
2/ Based on the formula:
Rated evaporation (lbs per hour) = (DHS x 55) IL (IHS x ISRE).
DHS = Direct beetily- surface (sq ft).
55 .7 Constant valve of evaporation per square foot of
direct beating surface for boilers of low capacity.
IRS .7 Indirect heating surface.
ISRE = Indirect heating surface rate of evaporation . a
factor based on length of tubes.
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Table 13
Boiler Tractive Force il
(pounds)
Colum
Woos 1
2
3
11.
6
13?
TM:V? Force
000ntot ye
Type
to' pomt ali
Lbs? per hour
team scum
psi
? 6 per
Ind. 110P. hour
o or ?
Col. 2 .1b
Colo 5 x 375
SPEED
3
:..0 mph
15 mph
20
30 mph
so-17
389321.23
198.80
19.7
1,9145.24.
729,465
72,9146.5
48,631.0
36,473.3
29,178.6
24,315.5
80-19
38,321.23
198.80
19.7
1,945.24
729,465
72,946.5
488631.0
364473.3
29,178.6
24,315.5
L
36,898.25
198083
19.7
1,87340
702,375
70,237.5
46,825.0
35,11808
28,095.0
23,132.5
Yea
35,550 .55
183030
20.25
1,755.58
658,3143
65,83403
0,889.5
32,917.2
26,3334
21044.8
Tel
37,857.72
180.30
20.25
1,869.51
701,066
70,106.6
116s 737.7
35,05303
20:042.6
23,368.9
Yes
36,881.514
180030
20.25
1 ,821 .31
682,9%
68,299.1
45,532.7
314149.6
27,319.6
22,76604
Yes
35,393 .81
180.30
23 .25
1,747,84
655,10
65,54400
43,696.0
32,772.0
26,217,6
21,848.0
E
320631i.014
170.4
20.55
1,588 .05
595,519
59,551.9
39,701.3
29,776.0
23,820.8
19,850.6
Ea
31,520.87
198080
19.7
19600 004
600,015
60,001.5
1)0)007.0
33 ,000.8
2k0004
20,0004
Eg
32,63444
170.140
20.55
1,588.05
595,519
59,551.9
39,70103
29,776.0
23,823.8
19,850.6
Er
33,838.24
198080
19.7
1,717.67
644,126
64,1412.6
142,9414
32,206.3
25,765.0
21,1470.9
FD.SO
44,842006
213.0
19.4
2,311 .114
866,790
86,679.0
57,786.0
143.339.5
34,671.6
28,893.0
FD-21
38003.86
21300
19.14.
2,005.35
7529006
75,200.6
50,133.7
37,600.3
30,080.2
25,066.9
Si-E-C?11-E-T
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S-B0C-R-E-T
Tabu 13 (continued)
Boiler Tractive Force .1/
Formula used to compute boiler tractive force at various speeds:
DTP: BHP x 375
BHP = Bated evaporation (lbs. per hr.)_
Steam utilisation (lbi) per indloataa EP. hr.
375: Conversion factor obtained in converting horsepower
to foot lbs. per hr. (60 x 33,000) and miles per hr0
to feet per hr. (5200)
= Speed in miles per hr.
Steam utilisation (lbs.) per indicated hp. hr Value from
steam rate table; 200?F superheat (assumed for these specific
engines) at maxim= steam pressure.
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Cylinder Tractive Force Factors
Mean Effective Pressure (Psi) 2/
...._.__.....__zA.IFzL.L.anutPistcv:tSee)
Locomotive Piston Speed
Typo Factor 10 mph 15 mph 20 mph 25 mph E. mph..... Cut-off 10 mph
........... 13 mph, 20 mph 25 mph 0 mph
c2 x
..1110.11r?????
80-17
2907
29705
14505
594d0
74205
891.0
65
140.15
131.21
117.29
103.38
9244
347.8
80-19
2907
29705
445.5
59400
742.5
89100
70
146.12
135.18
121.27
109.34
97.4
347.8
L
29.8
298.0
/447.0
596.0
74500
8944
65
140.15
131.21
117.29
103.38
91.4
349.1
rol
30.1
301.0
451.5
602.0
752.5
903.0
70
132.52
122.60
109.98
99.2
;,..3
336.5
'Tel
33.1
301.0
451.5
602.0
752.5
903.0
65
127.11
119.0
106.38
93.76
82.54
336.5
Yes
30.1
301.0
451.5
602.0
752.5
903.0
65
127,11
119.0
106.38
93.76
82.94
336.5
i
Yem
30.1
301.0
451.5
602.0
752.5
903.0
70
132.52
122.60
109.98
99.2
8843
336.5
E
29.7
297.5
445.5
594.0
742.5
891.0
65
120.13
112.46
100.514
88.61
78038
347,8_
Em
2907
207.5
/445.5
594.0
742.5
891.0
55
126.24
117.29
103.38
91.45
81.51
347.8
Eg
30.1
30100
1451.5
602.0
752.5
903.0
65
120.13
112.46
100.54
88.61
78.38
347?8
Er
29.7
297.5
445,5
594.0
742.5
891.0
55
126.24
117.29
103.38
91.45
81.51
347.8
Fr6.23
28.7
287.0
430.5
574.0
717.5
861.0
60
143.78
135.26
121.41
106.5
95.85
357.0
P5.21
28.7
287.0
430.5
574.0
717.5
861.0
60
143078
135.26
121.41
106.5
95.85
357.0
1/ Mean effective pressure at various speeds = Maximum steam pressure x a factor obtained from test plant data and
_1
interpolated for specific cut-offs.
g C = Cylinder diameter (inches)
S = Length of piston stroke (inches)
B 2 Driving wheel diameter (inches)
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S-E-C-R..E-T
Table 15
Cylinder Tractive Force 11
(pounds)
Locomotive TVoe
10 mob
15 moh
2a-M2h
25 mph
301;mph
50.17
48.744
45.635
40.793
35.956
31.789
SO-19
50,821
47,016
42.178
38.028
33,876
L
48.926
45,805
40.946
36,090
31.908
Yea
114.593
41.255
37.008
33.381
29.713
Tel
42.773
40,044
35,797
31:550
27,909
Yes
42.773
40.044
35.797
31.550
27.909
,Tem
44,593
41.255
37.008
33.381
29,713
E
41,781
39.114
34.968
30.819
27.261
Era
43.906
40.793
35.956
31.806
28,349
Fig
41,781
39,114
34,968
30.819
27.261
Er
43.906
40.793
35,956
31.806
28,349
Fa.20
51.329
48,288
43.343
38.021
34,218
FD-21
51.329
48.288
43,343
38.021
34,218
3.1
Formula used to calculate cylinder tractive force at various speeds:
CTF = Me D X C2 X S
Map nean effective pressure at various speeds - maximum
steam pressure x a factor obtained from test plant
data and interpolated for specific cutoffs and speeds.
(ght Steall Locomotive, Ralph P. Johnson, 1942)
C Cylinder diameter (inches)
S Leneth of piston stroke (inches)
D lt Driving wheel diameter (inches)
S.E.C-RrE-T
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S-E-C-R-E-T
b. Inventory
There are no recent accurate estimates of the Soviet freight
locomotive inventory. Table 16 which lists estimated production and imports
of freight locomotives in the U.S.S.R. to 1955 (with updating to 1956 for
recently-produced types), provides an indication of present inventory. The
list does not include certain older and imported types, despite the fact that
some of these are still in use. Since retirements of the types listed are
believed to have been small, it is estimated that these retirements would
be approximately balanced by older types still in use.
2. Freight Cars
a. Types in Use
Table 17 gives the specifications of Soviet freight cars of
which there are believed to be significant numbers. Soviet-built freight cars0
other than tank and bitumen bunker cars, generally have wooden sides; a large
part of the newer all.steel cars in the U.S.S.R. were imported from the
European Satellites.
A high percentage of the freight car park is equipped with
automatic couplers of the Allison type, which have a fixed knuckle, cOmpared
with the movable knuckle of U. S. couplers. :it present, a small number of
cars still have hook and link non-automatic couplers. These are probably all
the older cars which lack center sins. Host of the Soviet freight cars utilize
air brakes similar to the Westinghouse type used in the U. S.
A small percentage of freight cars of each type include a
small brakemen's box. This box, which may be either enclosed or open, is
used somewhat the same way as a caboose in the U. S.
The weighted average length over buffers per physical car in
the Soviet Union, based on the inventory shown in Table 18 is as follows:
Weighted Average
Length over Buffers
Car T'srm,
11.1.110.....??????1111101hatil?111101111.1001.1.111.
Box 34.3
Flat 36.5
Open Top 2406
Tank 36.0
Refrigerator 40.4
All Cars 37.1
-69-
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S-E-C-R-E-T
Table 16
Estimated USSR Freight locomotive Inventory.
Produced in
St,efm locomotives USSR
1955-56
Year First
Produce: A_
1/
-'
Imortled
Number
Cquntry
Year
S0.17 g,
50-18 X/
5049
L 2 I hi,
Number
2.955
710
1.135
3.911
1934
1938
1936
1945
lef 2W
242
US
1915
Tea
106
us
1915-16
Yek V
50
Canada
1915
Tel
475_,
US
1916-17
Yea
2.750 44
us
1944
Tem
429 X
US
1945
Eu
3,665
1926
Em
4.445
1932
Er
2.190
1934
Er-49
2.000
Hungary,
1950-
Poland
present
Rumania
P-38
2f
1949
LV
26
1952
FD-20 -\
1938
FD-21 2-
3.218
1941
Sub-Totals
T:53r
22.257
Total, Steam V
28,309
1ocopottves
V1-19
145
1932
VL-22
39
1938
VL-22m
1.094 84
1947
17L-23
9
1955?
11
1954
N.0
4 12/
1955?
Total, Electric 11/
astaliztE Ealstrig.,10.2=ma
1.412
TE-1
294
1943
TE-2
505
1948
TE-3
21
1953
TE.4
1
1952?
TE-5
2
1948?
Total, Diesel-electric 131 ?Tir
Grand Total 21
30,5144
1 It should be noted that the figures shown here for individual locomotive types
represent production and import and do not represent present total inventories
of these locomotives0 since some of them have been retired. It appears, however,
that the retirement rate on these locomotives are probably low. This would
probably be balanced by small numbers of old locomotives not shown above which
are still in use. Therefore, the totals shown for each major type (steam,
electric, and diesel) are believed to approximate present inventory.
3./ Soviet sources normally give specifications only for the SO and SOK or the SO-17
and S0-19 locomotive. It is assumed that the 8O-18 is the. same as the SO.-.170
21 Originally designated P. for Pobeda.
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Car TYPO
Box Cars
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S.E.C.R.E.T
Table 17
Specifications of Major Soviet Freight Cars ai
Number
Of Axles Cemoitv
Metric Short
Volumetric
;pad? Dimensions (ft),i Capacity,
ZgrA. Length width bait 411/
Short
_12n.a
1936-48
1928-36
1928-9 ,/
rebuilt al
1914
Flat Cars
metal side
wooden sides
no sides
wooden sides
wooden sides
for manganese
wooden sides hi
wooden sides=
Open Top Cars
Gondola, metal
Gondola* wooden
Gondola. metal
Gondola, wooden
Hopper, wooden
Hopper, metal
Tank Cars
viscous PCL
POL
bitumen
bitumen
POL
alcohol g
alcoh
acid LI
sulfuric acid
Refrigerator Cars
wooden
wooden
woodenm
metal
metal
wooden
Bitumen Bunker Cara
Bunker
14.
14,
4
2
2
2
2
4
4
L.
4
2
2
2
4
4
4
2
4
2
4
4
4
2
2
2
4
4
4
4
4
4
4
4
2
4
50
50
60
20
20
20
16.5-18
60
60
60
50
20
20
16.5-18
16.5-18
60
60
57
16.5-18
50
25
50
50
50
25
25
20
50
50
50
30
30
28.5
32
30
19
40
55
55
66
22
22
22
18.2-19.8X
66
66
66
55
22
22
13.2-19.8
18.2-19.8
66
66
62.8
18.2-19.8
55
27.5
55
55
55
27.5
27.5
22
55
55
55
33
33
31.4
35.3
33
21
44
25.0
25.8
24.2
12.6
11.5
10.9
9.0
24.2
24.2
23.2
20.3
10.2
9.8
8.1
7.3
24.7
25.0
28.1
7.9
23.2
13.5
28.3
24.0
27.6
14.9
1201
19.8
27.0
25.4
26.4
35.2
34.7
34.7
36.LI?
46.0
19.8
24.2-
43.1
44.0 8.7
42.7 8.7
44.0 0.7
21.5 8.7
20.9 8.7
22.5 8.7
20.9 8.7
43.7 9.1
42.3 9.1
42.7 10.1
42.4 9.1
2967 9.A
21.2 9,0
29.7 9.0
20.6 8.8
39.4 9.5
39.4 9.7
42.4 9.4
20.9 9.0
28.0 9.8
18.6 9.2
OW.1,
'
41,001
-WO
4.fin
00030
43.7 8.5
33.5 ? 8.5
33.2 a 8.9
33.5 -la' 8.9
48.0 ,,, 8.4
ZLIO. 1Y 8.9
damm tomb
7.9
8.2
7.9
3.2
7.2
7.5
7.2
1.6
1.6
1.6
2.0
2.0
1.6
1.6
6.2
6.2
5.2
3.9
10.1
9.5
MOM
41.M
0.4111
0.00
rde.
420.
7.2
7.5
8.5
7.9
6.9
8.5
ON MD
3157
3157
3184
160
1377
1578
3.378
4.110
.A0
a-
-a
CPSW
604
.009
mmoM
2288
2359
2119
773 ci
2094. 45
918 d't
1766
1766
1766
883
883
883
1766
918
883
2277C
1826 21
2263 41/,
2083
2295 .0
1681 2-41
1483 110
1667 20
72.
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25X1
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S-E-C.RwE-T
Table 18
Sstimated
Soviet Freight Car Park
Beginning 1954
(in Thousands of Physical Car Units)
Tank
Capacity Open"
Acid & Bitumen Ail
(metric tons) Au MAI Too Al Zat, Other Refrk?erotor Bunker Other Leal
12.5 . - .
15.2.15,9 .- .
16.5 * *
18 167 60 ; g
19
20 17 al. 41
25. 1
Other.2-axleg
Totala-axle 184 141 9
28.5-32.0
-
40
*
9
50
117
1 1
57
-
60
5
65
70 plus /
*
Othar.4.axle21.
Tota1.4-exle
122
8;
Grand Total
306
226
.
2
.
.
.
.
*
.
.
*
-
-
.
-
-
*
2
*
-
-
-
-
-
231
.
- ,,
1
.
.
1
-
221
.
.
.
104
24
1
.
.
.
26
.
.
.
-
10
10
26
3
1
-
10
374
-
-
24
-
-
24
.
.
.
2
.
11
35
4
-
.
-
186
.
.
.
-
Il
-
.
.
.
-
184
.
.
-
-
-
*
.
-,
.
13
13
55
4
24
2
13
426
81.
7
25
2
23
800
* L089 than 500 units.
1/ These are gondola cars (high sided, with flat drop bottoms) unless otherwise
specified.
3J Half cars - open-top cars with high sides and solid bottoms.
1/ Alcohol tank cars. Many Of these consist of a tank within a 2-axle box car.
Hopper cars . open top cars with high sides and sloping bottoms which open
for the discharge of the load.
25X1
6/ Includes a very small number of hopper cars; remainder are gondola cars.
S-E-C-R-E.T
-74 -
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It should be stressed that these average lengths would be
applicable only where the percentage distribution of the car park0 both in
terms of car types and in terms of number of axles, approximated that shown
in Table 18. Areas which depart significantly from this percentage
distribution might have a different weighted average car length.
b. Inventory
In 1954, the Soviet freight car perk consisted of an
estimated 800,000 individual cars (see Table 18), of which slightly more
than 400,000 were 4-axle and slightly less than 400,000 were 2-axle (in
1955 it was announced that almost half of the freight cars were 2-ax1e).
The park is at present in a state of change as the older 2-axle cars are
scrapped and replaced by the newer 4-axle cars. It might be noted that the
approximately 400,000 2-ax1e freight oars included in the 1954 park are
equivalent in carrying capacity to 145,000 4axle freight cars (the
weighted average capacity of Soviet 2-axle freight cars, based on Tables
17 and 181/, is 19.1 tons; the weiptted average capacity of Soviet 4-axle
freight cars is 52,6 tons).
D. Operation of the Railroad
1, Yard OperatiOn
Classification yards on the Trans.Siberian Railroad, with but
few exceptions, classify for destination along one line, rather than by
direction as on a rail net which dispatches trains in several directions at
each large yard. For example, Krasnoyarsk, Ilanskaya, Irkutsk II, Chita
and SkovorodinO all have classification yards which classify trains only in
the direction of the main line, They do, however, perform the useful
function of forming blocks of cars or entire trains according to their point
of termination along the line, thus allowing maximum movement without
reclassification for these "blocks" or trains. The one notable exception is
Inskaya yard near Novosibirsk which classifies for several directions;
Note that capacity of 2-ax1e oars is not the same as capacity of 2-axle units
as shown in Table 19. The latter reduces four-axle cars to two-axle units and
averages these in with two-axle cars, resulting in a higher figure.
SFEZ-R.E.T
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S-Z-CAL4-T
the Trans-Siberian mainline, several points in the Kusnets basin, and the
Turkestan Siberian Railroad. iloceuse the Transimalberian railroad is for
all practical purposes the Bele means *feast:west freight movement for the
cities arid tOens along the line* tau yards along this rail line, therefore.
perform a large amount of 10081 freigbt work. This consists of the breakup
and assembly of trains for industrisl complexes such as Novosibirsk.
Irkutsk. Krasnoyarsk and Khabarovsk to loading and unloading of everything
from sewin7 machines to firewood for Slyudyanka and Ushumun. lards located
at engine depots or turnaround points also have the responsibility for
relaying trains through these terminals*
2. Freight Train Operation
a. Types of Freight Trains
The USSR has in recent years organized freight movement
and set up a train priority system belied on some general train categories.
These categories, in order of their frequency of appearance on the Trans-
Siberian main line., are as follows:
(1) Local and Sectional Freight Trains
Local freight trains consist of miscellaneous freight
trains (ebornyy poyezd)? which operate only within one division, dropping
off and picking up cars at intermediate points. Sectional trains (gruppavoy
poyezd) are made up of blocks of cars destined for 210 more than three
points, and are principally longer distance trains intended for movement
through several large centers.
(2) Through Freight Trains (marshruts)
A considerable number of freight trains on the Trans-
Siberian railroad operate as marshruts. Marshruts are through trains,
generally intended to move more than 500 kms, without reclassification.
They are 7enerally divided into two types: (a) Assembled marshruts
(stupenchatyy mershrut), which consist of cars loaded at several stations
and combined into a long-distance train at an assembly point. Loading
dates for such trains are fixed in advance. (b) Shippers' or dispatch
marshruts. These are cars sent from one station, by one or more shippers.
Assembled marshruts would be employed for miscellaneous freight originating
SC-RET
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Approved For Release 2004/01/20 : CIA-RDP92601090R000300020032-8
in the industrial areas of the Urals and European USSR; shippers marshruts
would be employed for trainloads of one commodity such as coal timber0
grain. and PCL which originate in trainload lots at one Shipping center.
However, even the latter items of bulk freight would in some cases be
assembled marshruts because there are also many points which do not produce
in trainload lots, such as small timber and grain loading points. The
Soviets claim that the use of marshruts reduces transit time by approximately
ene.half compared with normal train movement, primarily by reducing time in
yards for reclassification.
(3) Blue Trains
In 1955 the Soviets introduced Blue Trains, which are
marshruts intended to travel an average distance of 610 km. (379 miles)
per day, and for. distances of over 2.500 km. (1.550 miles) without
reclassification.
b. Signalling and Dispatching
Automatic block signals found from Omsk toAchinsk (750
miles). and Irkutsk to Slyudyanka (79 miles) are operated by a track circuit
which is activated by the steel train wheels and axles,. The effect is
simply that of closing the circuit between the two rails. Thus each train
automatically protects itself by tripping each signal it passes, turning it
to "stop" and the next signal back to "approach". Under this type of control
train movement on the line is authorized by signal indication.. In addition,
trains enter7or leave stations only on authority of enter-.station and leave..
station signals, controlled by the stationmaster. Locomotives on linear
with automatic block signal systems may be equipped with cab signals, which
repeat the aspect shown on the track-side .signal? and with automatic train
control, which stops a train when it passes a restrictive signal without
acknowledging the restrictive aspect. In automatic block territory, a
green signal authorizes a train to move over the next block at normal speed;
a yellow signal authorizes it to move at restricted speed. When a red signal
is displayed the chief conductor must wait two minutes and then, if the
signal does not change to yellow, must join the engineer and the train must
proceed to the next signal at a speed not over 15 km/hr (9.3 mph). Normal
-T
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Operation on the Trans-Siberian is on the right-hand track. Vowever, on
sections equipped with automatic block, trains may be dispatched over the
left.hand track. In this case, automatic block signalling is suspended
and movement is atthorized by written train orders.
A so-called "semiautomatic" block system is assumed to be in
operation on the Achinsk-Irkutsk section (790 miles). This means that en
Intermediate control paint 18 placed midway between block Stations. This
aspect of the Signal which is displayed at this intermediate control point
is controlled by the station which the train is approaching. Movement is
authorized by signals rather than by written train orders.
25X1
Double Heading of Trains
liouble heading is
25X1
frequently employed on steam-operated sections of the Trans-Siberian railroad
from Novosibirsk eastward, Trains are double-headed from division point
to division point as well as on short sections with unusually steep grades.
On the triple track section west of Chitae and probably also on the
triple track section east of Ulan-Ude, a pusher locomotive is Used to
help trains over -the short section of ruling grade. While double-headed
trains are essential for maximum train tonnage in the direction of heaviest
freight movement; it is apparent that very often train's are double-headed
in the opposite direction simply to balance power, despite the fact that
the train may be relatively light and may not, therefore; require the use
of two locomotives,
3.? Freight Car Operation
00 Average Car Capacity and Tare 'Weight
Table 19 ehows for -each freight car type in the Soviet
Union the weighted average capacity; and weighted average tare, given
both per physical unit and per two-axle tnit.
S-E04-114.E.T
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S.EX-71,-ZAT
Table 19
USSR
Weighted Average Freight Car Capacity and Tare
TATAZIMailANITAUSARMILEtehteAverae
Per Physical
.1=k.
MT Short
Tons
Per Z.-axle,/
Unit 'a
Per Physical
Unit
Per 2.ax1e
Unit ij
VT
Short
Tons
IV
Short
Tons
VT
Short
Tons
Box
31
34.2
22
24.3
14
15.4
10
11.0
Flat
33
36.4
24
26.5
13
14.3
10
11.0
Open Top
57
63.0
29
32.0
21
23.2
11
12.1
POL Tank V
41
45.2
25
27.6
19
21.0
11
1201 .
Refrigerator
29
32.0
15
16.6
31
34.2
17
18e8
Weighted Averagea/ 37
40.8
24
26.5
16
17.7
Il
12.1
lj Average for each car type is weighted on the basis of data for the various
capacities of cars within that type0 as shown in Table 17
2/ In this calculation, a 4eax1e car is reduced to two 2eax1e cars,
2/ capacity in terms of water. Calculations exclude alcohol, acid and chlorine
tank cars.
1g Including all cars shown in Table 18.
b. Net Tons per Car
The weighted average net load per car, by major commodity
types, is shown in Table 20. For each commodity the ratio of norms (required
tonnage) for load per car to car capacity were obtained from Soviet sources,
and the ratios were weighted on the basiseaf the distribution of car types
and capacities shown in Table 18, The resultant ratios shown in Table 20
were then multiplied by the average car capacity in Table 19 to provide an
average net load. In the instances where data was available from other
sources, it appears that the Soviets do load cars to norm, While there is
some underloading of cars, it is also permissible to overload cars slightly,
which is believed to balance the underloading.
Soviet railroad regulations state that the load in a car
should not, as a rule, exceed the carrying capacity of the car. Excess load
discovered when a car is weighed need not be unloaded if it does not exceed
the carrying capacity of 16.5. 18. and 20 metric-ton cars by 0.5 metric tons;
50eton boxcars by 300 tons; and for all other 4-axle cars. by 1.0 tons.
Recently. the Soviets have raised the permissible load on some 50 meiria..ton
box cars to 60 metric tons. This is painted on the sideof the car where the
50..ton capacity is shown normally* and the 60-ton capacity is shown in parentheses.
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Table '20
USSR
Weightedli Average Net Load Per Car
By Major Commodity Types
Weightecili Ratio of Net
Weighted'
Average Net
9030 jazd
Load to Car
aoaeitv?1
Load -
Per Physio,
cal. Unit
Per 2-840
Per Physi-
c4 Unit
Per 2.4140
Unit V
ET Short
Tons
MT Short
Tons
Grain
Box
97
98
30
33.0
22
24.3
Coal
Box
101
102
31
34.2
23
25.4
Open Top
101
101
57
63.0
30
33.1
Flat
81
72
27
29.8
18.8
Coke 2/
Box
87
82
27
29.8
19
21.0
Open Top
70
69
40
44.1
20
22.0
Timber and Lumber
Box
87
85
27
29.8
19
21.0
Open Top
63
63
36
39.7
19
21.0
Flat
89
85
30
33.0
20
22.0
Ore
Open Top
100
100
57
63.0
29
32.0
POL
PCL Tank
83
82
34
37.5
20 Al 22,0 Lif
Mineral Building
Materials
Box & Open Top
100
loo
39
41.0
25
27.6
Flat
84
84
28
30.9
20
22.0
Iron & Steel
Box.Flat.Open Top
100
100
37
40.8
25
27.6
Meat & Perishables
Refrigerator
70
70
20
22.0
11
12.1
(Includes Canned
Box
83
79
25
27,6
17
18.8
Foods)
Miscellaneovs
Freight If
All Types
42
42
16
17.7
10
11.0
For each commodity, the ratio of loading north for each car type to car capacity
was calculated. For each ear type, these ratios were then weighted on the basis
of the distribution of car capacities shown in Table 17.
In this calculation. a 4-axle car is reduced to two 2-axle cars,
Loading of coke on flat cars is stated in norms for only 2-ax1e types, In this
ease, loading approximates 74 percent of marked car capacity.
Soviet figures on tonnage of PC L loaded per car are given in terms of a unit which
is roughly equivalent to a one-axle car. This, therefore, results in Soviet
figures of about 10 tons of PCL per "car", compared with the 20-ton firure shown
in this table, which is the figure for a two-axle car unit. Carloadings of tank
cars are calculated according to the capacity of the car as follows:
Tank Car
Capacity tal
Number of
Up to 20
1
20 to 25
2
26 to 40
3
Above 40
21.
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On this basis, the normal 4..axle tank car, with a capacity of 50 metric tons in
terms of water, would be considered as 4 carloads. If loaded with PIZ (which has
an average weight about 80 percent of an equal 'Came of water), it would be
carrying 40 metric tons per carload.
It is.eatimated that military freight, other than items listed above, loads to
approximately the same tonnage aa miscellaneous freight.
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