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29
Tractors ob-
only a small percentage of the total consump-
tained by
tion of POL.
requisitions,
A second method that might be used is ap-
reparations,
plying experienced POL utilization factors
etc.
25,000
30
750,000
such as tons of POL per ton-kilometer and
Tractors ob-
passenger kilometer of traffic. Such experi-
tained from
ence factors are not available for the USSR,
UNRRA and
and although they are available for the United
Lend-Lease
10,000
30
300,000
States, the US factors cannot be applied to
Tractors pro-
the USSR, because knowledge of the utiliza-
duced in
tion of oil-burning equipment (i.e., the num-
USSR
"
ber of ton-kilometers and passenger kilometers
1945-1948,
produced by Diesel and oil-burning locomo-
inclusive
112,000
31
3,472,000
tives as compared with coal-burning locomo-
Full-use equiv-
tives) is not available for the Soviet Union.
alent of trac-
The third method, while admittedly one of
tors produced
expediency, appears to be the only one that
in specified
can be used on the basis of information cur-
year
31,000
31
961,000
rently available on Soviet railroads. This
method is based on evidence that the use of
Total
452,000
24.3 1
10,963,000
oil for motive power fuel has not and is not
being emphasized on the Soviet railroads. In
2. Transportation Rail.
1938, a Soviet source stated that up to 90 per-
No current Soviet data are available on the
cent of the total fuel consumed on the rail-
Soviet railroad requirements for POL. There-
roads was hard mineral fuel. The author
fore, these data can only be obtained by means
goes on to warn that, in the future, the ex-
of
estimates. There are several methods that
penditure of mazut fuel will be cut sharply
might be used in arriving at estimates in rail-
and more and more will the use of coal in-
road POL requirements.
crease. This is, it is stated, in full compliance
The first way that is suggested is using a
with the instructions of the party and of the
firm figure of POL consumption for a prewar
administration on the conversion to local types
year and then increasing this figure in 1949
of fuel. Moreover, in 1945, it was announced
by the estimated increase in ton-kilometers of
that the use of local fuels and products is a
feature of Soviet railroad operations.
freight in that year over the base year. This
method is not considered desirable for a num-
Depending upon the availability of local sup-
ber of reasons: (1) a close relationship be-
plies, the railroads of the Soviet Union can
burn coal, oil, and wood. The areas in which
tween ton miles and POL consumption cannot
it is expected that most oil fuel is consumed
be observed in US transportation statistics;
are the Caucasus and Central Asia. Both coal
(2) the method presupposes that as ton-
and oil are used for fuel in the steam locomo-
kilometers and utilization of equipment in-
tives operated on the Caucasus railroads.
crease, the use of oil-burning locomotives will
Coal is principally used in the north and fuel
be increased proportionately; and (3) as loco-
oil in the Transcaucasus. Diesels have also
motives are added to inventory, the same rela-
been reported in the Caucasus, and are used
tionship between coal and oil-burning loco-
motives will be maintained. The method has
1 Material Supply, A. V. Naumov, Volume II, Mos-
cow, 1938, page 238.
merit only in an estimate of the consumption
2 Op. Cit.
of lubricating oil and grease which represents
3 Stakhanovite Methods for the Economizing of
Fuel, L. G. Murzin and I. P. Feldman, Moscow, 1945,
Average horsepower of all tractors.
page 3.
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"ocrText": "TOP SEURET\nUNCJ\n29\nTractors ob-\nonly a small percentage of the total consump-\ntained by\ntion of POL.\nrequisitions,\nA second method that might be used is ap-\nreparations,\nplying experienced POL utilization factors\netc.\n25,000\n30\n750,000\nsuch as tons of POL per ton-kilometer and\nTractors ob-\npassenger kilometer of traffic. Such experi-\ntained from\nence factors are not available for the USSR,\nUNRRA and\nand although they are available for the United\nLend-Lease\n10,000\n30\n300,000\nStates, the US factors cannot be applied to\nTractors pro-\nthe USSR, because knowledge of the utiliza-\nduced in\ntion of oil-burning equipment (i.e., the num-\nUSSR\n\"\nber of ton-kilometers and passenger kilometers\n1945-1948,\nproduced by Diesel and oil-burning locomo-\ninclusive\n112,000\n31\n3,472,000\ntives as compared with coal-burning locomo-\nFull-use equiv-\ntives) is not available for the Soviet Union.\nalent of trac-\nThe third method, while admittedly one of\ntors produced\nexpediency, appears to be the only one that\nin specified\ncan be used on the basis of information cur-\nyear\n31,000\n31\n961,000\nrently available on Soviet railroads. This\nmethod is based on evidence that the use of\nTotal\n452,000\n24.3 1\n10,963,000\noil for motive power fuel has not and is not\nbeing emphasized on the Soviet railroads. In\n2. Transportation Rail.\n1938, a Soviet source stated that up to 90 per-\nNo current Soviet data are available on the\ncent of the total fuel consumed on the rail-\nSoviet railroad requirements for POL. There-\nroads was hard mineral fuel. The author\nfore, these data can only be obtained by means\ngoes on to warn that, in the future, the ex-\nof\nestimates. There are several methods that\npenditure of mazut fuel will be cut sharply\nmight be used in arriving at estimates in rail-\nand more and more will the use of coal in-\nroad POL requirements.\ncrease. This is, it is stated, in full compliance\nThe first way that is suggested is using a\nwith the instructions of the party and of the\nfirm figure of POL consumption for a prewar\nadministration on the conversion to local types\nyear and then increasing this figure in 1949\nof fuel. Moreover, in 1945, it was announced\nby the estimated increase in ton-kilometers of\nthat the use of local fuels and products is a\nfeature of Soviet railroad operations.\nfreight in that year over the base year. This\nmethod is not considered desirable for a num-\nDepending upon the availability of local sup-\nber of reasons: (1) a close relationship be-\nplies, the railroads of the Soviet Union can\nburn coal, oil, and wood. The areas in which\ntween ton miles and POL consumption cannot\nit is expected that most oil fuel is consumed\nbe observed in US transportation statistics;\nare the Caucasus and Central Asia. Both coal\n(2) the method presupposes that as ton-\nand oil are used for fuel in the steam locomo-\nkilometers and utilization of equipment in-\ntives operated on the Caucasus railroads.\ncrease, the use of oil-burning locomotives will\nCoal is principally used in the north and fuel\nbe increased proportionately; and (3) as loco-\noil in the Transcaucasus. Diesels have also\nmotives are added to inventory, the same rela-\nbeen reported in the Caucasus, and are used\ntionship between coal and oil-burning loco-\nmotives will be maintained. The method has\n1 Material Supply, A. V. Naumov, Volume II, Mos-\ncow, 1938, page 238.\nmerit only in an estimate of the consumption\n2 Op. Cit.\nof lubricating oil and grease which represents\n3 Stakhanovite Methods for the Economizing of\nFuel, L. G. Murzin and I. P. Feldman, Moscow, 1945,\nAverage horsepower of all tractors.\npage 3.\n40p\nTOP SECRET"
}