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31
ing used, however, in those areas that cur-
see Table I) with an estimated 110,000 service-
rently use oil-burning steam locomotives, and
able prewar or lend-lease vehicles.
it appears reasonable to assume that the less
The military inventories of trucks in 1949
efficient oil-burning units will be retired as
has been estimated by the Intelligence Divi-
diesel-electric locomotives become available.
sion, Department of the Army. These inven-
The over-all fuel requirements for the rail-
tories do not distinguish between serviceable
roads, therefore, will be affected only by the
and unserviceable military vehicles, consist en-
small quantity of petroleum products needed
tirely of gasoline trucks and do not include
for lubricants. A Soviet source states that 28
any passenger or staff cars. However, from
kilograms of grease are allowed per run of 220
these estimates it is possible to arrive at a
kilometers, and that during a month a locomo-
mid-year 1949 inventory of 418,607 military
tive makes no less than 12 trips. Unfor-
gasoline trucks.
tunately, the kind of grease used is not made
The mid-year 1949 inventory of all service-
clear, nor is it made clear whether the 28 kilo-
able trucks, mentioned above, has been con-
grams includes lubricants for the cars as well
verted to an inventory of all trucks on the
as the locomotives. At 12 trips per month,
basis that 65 percent of the total inventory
which appear low, the annual consumption of
represents serviceable trucks. Therefore the
lubricants would amount to 4.08 metric tons
mid-1949 inventory of all trucks amounted to
per locomotive. Multiplied by the estimated
1,185,380 vehicles. The military inventory for
serviceable locomotive inventory for the year
mid-1949 was subtracted from the total inven-
1949, 104,224 metric tons of lubricants are re-
tory at mid-1949 in order to arrive at an esti-
quired.
mate of the number of trucks in the civilian
economy. This amounted to 498,405 service-
3.
Transportation Motor.
able civilian trucks in mid-1949.
In order to determine the POL requirements
Serviceable passenger car inventories were
for the civilian motor transport industry for
built up on substantially the same basis as
any given year, it is necessary to estimate a
trucks except that no passenger cars were as-
mid-year serviceable inventory of civilian
signed for military use for the reason given.
motor vehicles, and apply to that inventory
Ten thousand prewar and lend-lease motor
the estimated utilization of each vehicle and
cars plus postwar production were estimated
the POL requirement for the estimated utili-
to be the serviceable inventory by mid-1949.
zation.
Having obtained the average serviceable in-
A mid-1949 serviceable inventory of all
ventories for the year 1949, POL requirements
trucks3 was derived by combining postwar pro-
duction data (745,000 vehicles, 670,500 trucks,
1 Serviceable prewar or lend-lease vehicles in mid-
1945 are estimated as follows: 65,000 trucks, 2 tons
or less, 10.8 miles per gallon of fuel; 33,000 trucks,
1 The Agitator's Notebook #33.
2¹/² or 3 tons, 7 miles per gallon of fuel; 2,000 diesel
2 This figure is partially substantiated by US ex-
trucks, 4 miles per gallon of fuel; 10,000 passenger
perience. Taking the average consumption per ton
cars, 10 miles per gallon of fuel. (Based on data
and passenger kilometer of grease lubricating oil,
taken from D. B. Shimkin, "The Automobile Indus-
and kerosene by the US railroads during the period
try That's Behind the Iron Curtain," as derived from
1940-46, and applying it to Russian traffic statistics
S. A. Akolzin, "Specifications of the Motor-Vehicles
for 1950, 124,327 metric tons of these products will
of the U.S.S.R.").
be required to carry the planned traffic. Although
2 The Soviet truck inventory was estimated at 65
the railroad system of the USSR and of the US
percent serviceable at the end of 1947 "Soviet Roll-
operate under vastly different conditions, in the
ing Stock and Motor Vehicle Industries," ORE 42-48,
matter of lubricants per ton-kilometer and per pas-
1 September 1948. There is no evidence that this
senger kilometer, they are roughly comparable.
percentage of serviceable trucks has changed mate-
3 A reliable estimate of the number of passenger
rially by 1949.
buses is not available. The Soviets plan to produce
3 No distinction has been made in the types of
425,000 trucks in 1950 and 6,500 buses. The latter is
trucks held by the military and those in use by the
1.5 percent of the former, and this appears to be a
civilian economy, except that no Diesel trucks have
reasonable relationship for the inventory.
been allocated to the military.
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& 8 b N 5.
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"ocrText": "TOP SECRET\n31\ning used, however, in those areas that cur-\nsee Table I) with an estimated 110,000 service-\nrently use oil-burning steam locomotives, and\nable prewar or lend-lease vehicles.\nit appears reasonable to assume that the less\nThe military inventories of trucks in 1949\nefficient oil-burning units will be retired as\nhas been estimated by the Intelligence Divi-\ndiesel-electric locomotives become available.\nsion, Department of the Army. These inven-\nThe over-all fuel requirements for the rail-\ntories do not distinguish between serviceable\nroads, therefore, will be affected only by the\nand unserviceable military vehicles, consist en-\nsmall quantity of petroleum products needed\ntirely of gasoline trucks and do not include\nfor lubricants. A Soviet source states that 28\nany passenger or staff cars. However, from\nkilograms of grease are allowed per run of 220\nthese estimates it is possible to arrive at a\nkilometers, and that during a month a locomo-\nmid-year 1949 inventory of 418,607 military\ntive makes no less than 12 trips. Unfor-\ngasoline trucks.\ntunately, the kind of grease used is not made\nThe mid-year 1949 inventory of all service-\nclear, nor is it made clear whether the 28 kilo-\nable trucks, mentioned above, has been con-\ngrams includes lubricants for the cars as well\nverted to an inventory of all trucks on the\nas the locomotives. At 12 trips per month,\nbasis that 65 percent of the total inventory\nwhich appear low, the annual consumption of\nrepresents serviceable trucks. Therefore the\nlubricants would amount to 4.08 metric tons\nmid-1949 inventory of all trucks amounted to\nper locomotive. Multiplied by the estimated\n1,185,380 vehicles. The military inventory for\nserviceable locomotive inventory for the year\nmid-1949 was subtracted from the total inven-\n1949, 104,224 metric tons of lubricants are re-\ntory at mid-1949 in order to arrive at an esti-\nquired.\nmate of the number of trucks in the civilian\neconomy. This amounted to 498,405 service-\n3.\nTransportation Motor.\nable civilian trucks in mid-1949.\nIn order to determine the POL requirements\nServiceable passenger car inventories were\nfor the civilian motor transport industry for\nbuilt up on substantially the same basis as\nany given year, it is necessary to estimate a\ntrucks except that no passenger cars were as-\nmid-year serviceable inventory of civilian\nsigned for military use for the reason given.\nmotor vehicles, and apply to that inventory\nTen thousand prewar and lend-lease motor\nthe estimated utilization of each vehicle and\ncars plus postwar production were estimated\nthe POL requirement for the estimated utili-\nto be the serviceable inventory by mid-1949.\nzation.\nHaving obtained the average serviceable in-\nA mid-1949 serviceable inventory of all\nventories for the year 1949, POL requirements\ntrucks3 was derived by combining postwar pro-\nduction data (745,000 vehicles, 670,500 trucks,\n1 Serviceable prewar or lend-lease vehicles in mid-\n1945 are estimated as follows: 65,000 trucks, 2 tons\nor less, 10.8 miles per gallon of fuel; 33,000 trucks,\n1 The Agitator's Notebook #33.\n2¹/² or 3 tons, 7 miles per gallon of fuel; 2,000 diesel\n2 This figure is partially substantiated by US ex-\ntrucks, 4 miles per gallon of fuel; 10,000 passenger\nperience. Taking the average consumption per ton\ncars, 10 miles per gallon of fuel. (Based on data\nand passenger kilometer of grease lubricating oil,\ntaken from D. B. Shimkin, \"The Automobile Indus-\nand kerosene by the US railroads during the period\ntry That's Behind the Iron Curtain,\" as derived from\n1940-46, and applying it to Russian traffic statistics\nS. A. Akolzin, \"Specifications of the Motor-Vehicles\nfor 1950, 124,327 metric tons of these products will\nof the U.S.S.R.\").\nbe required to carry the planned traffic. Although\n2 The Soviet truck inventory was estimated at 65\nthe railroad system of the USSR and of the US\npercent serviceable at the end of 1947 \"Soviet Roll-\noperate under vastly different conditions, in the\ning Stock and Motor Vehicle Industries,\" ORE 42-48,\nmatter of lubricants per ton-kilometer and per pas-\n1 September 1948. There is no evidence that this\nsenger kilometer, they are roughly comparable.\npercentage of serviceable trucks has changed mate-\n3 A reliable estimate of the number of passenger\nrially by 1949.\nbuses is not available. The Soviets plan to produce\n3 No distinction has been made in the types of\n425,000 trucks in 1950 and 6,500 buses. The latter is\ntrucks held by the military and those in use by the\n1.5 percent of the former, and this appears to be a\ncivilian economy, except that no Diesel trucks have\nreasonable relationship for the inventory.\nbeen allocated to the military.\nTOP SECRET\n& 8 b N 5."
}