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Soviet Locomotive Technology During Industrialization, by J. Westwood, R.W. Davies

By J. Westwood, R.W. Davies

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Extra info for Soviet Locomotive Technology During Industrialization, 1928–1952

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By 1917, if not before, the traffic was well in excess of nominal capacity. By 1920, when the Bolsheviks fmally took power in the city, the tortures From Recuperation to Reconstruction J 1922 - 1929 3I suffered by regular passengers were horrific even by the standards of that time. With trains accommodating about 500 passengers offered to the thousands of peak-hour travellers, even the train roofs were not sufficient overflow areas. One and a half hours were required for the trip, even though there were only six stops.

M. Gakkel' System. This order was part of the decision taken at the same time to allot credits for building Gakkel"s locomotive. The work of the Bureau was to be supervised by a technical council. The members of this council were almost identical with an earlier committee set up within the Supreme Economic Council (VSNKh) to study diesel locomotive designs; this latter committee had been established, as a sort of precautionary measure, at the June 1921 meeting which had allowed Gakkel' to continue with his work.

The question of the general modernisation of rolling stock must have a more fixed and exact place in the NKPS budget. 2 The assumption by railway administrators that railway investment would parallel traffic growth was not shared by the economists of the State Planning Commission (Gosplan). This was confirmed in the First Five-Year Plan, which emphasized heavy industry (that is, the industries most productive of freight tonnage) and minimized railway investment (in the First Plan, which lasted a little more than four years, freight traffic would almost double, passenger traffic treble, but railway route mileage would grow by only five per cent).

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