JPRS ID: 8943 USSR REPORT TRADE AND SERVICES

• Document Type: CREST
• Collection: JPRS
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00850R000200050045-5
• Release Decision: RIF
• Original Classification: U
• Document Page Count: 37
• Document Creation Date: November 1, 2016
• Sequence Number: 45
• Content Type: REPORTS

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22 FEBRURRY 1988 C FOUO 2180 ) 1 OF 1
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_ JPRS L/8943
- 22 February 1980
USSR Re ort
p
TRADE AND SERVICES
CFOUO 2/80)
c
FB~~ FOREIGN BROADCAST INFORMATION SERVICE
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JPRS L/8943
22 February 1980 -
USSR REPORT
TRADE AND SERVICES
(FOUO 2/80)
CONTENTS PAGE
TRANSPORTATION
Status and Prospects for Development of ASU 'VOSTOCHNOYE
PAROKHODSTVO'
(V. D. Burenok; PEREDOVOl' OPYT I NOVAYA TEI4iNIKA,
No lo~ 1979) 1
New Railro~,d Technical Operation Rules Described
(ELEKTRICHESKAYA I TEPLGVOZNAYA TYAGA, Nos 10, ].1.,
1979) ~
Longer, Heavier Trains Used on Moscow Railroad
(V. K. Bogdanov; ELE~I'RIG`HESKAYA I TEPLOV07NAYA
TYAGA, No 9~ 1979) 22
_ Incr~asing the Reliability of Locomotives
(L. V. Rudneva; FLEKTRICHESKAYA I T~PLOVOZNAYA TYAGA, `
No Il~ 1979) 2;~
- a - [III - U5SR - 38 FOUOj
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TRANSPORTATION
UDC 658.012.011.56:656.621.2
STATUS AND PROSPECTS FOR DEVELOPMENT OF ASU 'VOSTOCHNOYE PAROKHODSTVO'
Moscow PEREDOVOY OPYT I NC7VAYA TEKHNIKA in Russian No 10, 197~ pp 3-5
[Article by V. D. Burenok, NIIVT]
[Text] One of the main directions of improving administration of the
transport process is extensive use of computer technology, modern mathe-
matical methods, means of automated gatherir,~, transmission, processing and
storage of information and development of this basis of the ASU [Automated
control system] Rechflot and its lower hierarchical stages--the ASU Paro-
kh~dstvo and ASU Port.
Automated control systems in the shiyping companies and ports of the eastern
basins began to be developed at the beginning of the 1970's.
The annual volume of financing by the ASU theme comprises approximately
200,Q00 rubles. Eight subsystems have now been developed at the level of
the ASU Parokhodstvo and are in the stag~ of working out the problem:
calculation of the fleet traffic schedule;
operational monitoring of fleet distribution;
operational planning and regulation of fleet operation;
operational accounting and analysis of fleet operation;
operational accounting of cargo and passenger traffic;
control of cargo and commercial operation;
personnel management;
management of port operation.
The main technical basis toward which developments according to ASU Paro-
khodstvo are oriented are the third-generation YeS-1022 computers with
which the VTs [Computer Centers] of the shipping lines of the eastern
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E
basins and the IVTs [Information-computer center] of the Irtysh River
- Shipping Line are equi~ped. Measures are being implemented to supply
equipment above the basic set to expand the capabilities of the named -
computer equipment. Thus, two additional disk guides and a storage block
with capacity of 256 kbytes have been put into operation in the computers -
of the VTs of the eastern basin shipping lines.
Developments at the level of ASU Parokhodstvo are being carried out for
the Irtysh, Western Siberian and Yenisey Shipping lines.
According to an agreement with customers, step by step presentation of _
developed programs and working documentation for matching and debugging on
the basis of the shipping company computers is being provided to them.
This tecYuiique of making documentation available permits one to take into
account and correct the customer's comments prior to the planning deadline _
of turning the work over.
Research associates of the departments of NIIVT (Novosibirsk Institute of
Water Transportation EngineersJ and IVTs of IRP [Irtysh River Shipping
Line] are also participating in development of the ASU Parokhodstvo.
Technical planning by subsystems has been carried out through the efforts
of NIIVT: operational planning and regulation of fleet operation and
operational accounting and analysis of fleet operation. Investigations
bv the s~.~bsystem Kadry are being carried out on the basis of all shipping
iines of the eastern basins jointly with the GVTs [Main Computer Center]
of the department of eaonomics of NIIVT. IVTs of IRP is completir:g oper-
ational planning of problems of calculating depreciation deductions
throughout the fleet and processing repair lists.
Developments for Osetrovo and Novosibirsk Ports are being conducted at the
level of the A5U Port. The subsystem Accounting for the Presence and
Movement of Cargo at Warehouses of Osetrovo Pori: consisting of the follow-
ing problems:
operational accounting for incoming cargo;
operational accounting of outgoing cargo;
formation of lists of the presence of cargo;
accounting for intraport movement of cargo;
a complex of programs for management of NSI [Reference information on
standards~ of files, was turned over for industrial operation in August
1978.
This work was carried out on the basis af the Minsk-32 computer, with
which the IVTs of Osetrovo Port is equipped.
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The problem "Accounting for Fulfillment of Plans for Roadstead-Maneuvering
_ Operations" has been developed for Novosibirsk Port. The program under-
- went experimental operation on the YeS-1022 computer in the VTs of PVB
_ [Eastern basin ports].
Along with this, the VTs of the PVB is performing production calculations
during their navigation season for the Irtysh and Western Siberian Ship-
ping Lines on the problems: operational accounting of the presence of the
- fleet, reception-transfer of it and calculation of leasing tariffs be-
tween the IRP and ZSRP [Western Siberian River PortsJ (13 rivers), oper-
ational monitoring, accounting and analysis of fulfilling the norms of
fleet handling at port docks and of customers (15 rivers).
Considera.ble work is being carried out to develop information support of
the planned tasks and to create a normative-reference base of production
subdivisions.
An operational software system for the YeS-1022 is being developed which
permits more extensive use of the capabilities of third-generation
computers.
A further increase of the effectiveness of introduction and use of ASU and
means of computer technology in the river transport of the RSFSR has been
provided by a complex program developed according to recommendations of
GKNT [State Com~nittee for Science and Technology]. At the same time,
problems of improving the organizational structures of management, intro-
duction of modern methods of administrative-economic activity, bringing
order to the normative base and teaching and training administrative and
management personnel and engineering-technical workers in effective methods
of manaqement will be solved. An important place in the plan of ASU de-
- velopment is allocated to design of the subsystems of ASU Parokhodstvo and
ASU Port with respect to basic shipping (VORP [Volga United River Steam-
ship line]) and to ports (Gor'ky and Leningrad) with compulsory 3ccounting -
of the characteristics of other shipping companies and ports for subsequent
circulation of developed planning decisions.
Working out typical planning decisions at the basic objects of ASU Paro-
khodstvo and ASU Port permits a reduction of the cast of developing sub- -
systems and acceleration of their introduction in other shipping compan-
ies and ports of Minrechflot [Ministry of the River Fleet].
According to the plan of Circulation within the complex program, it is
planned to provide further development of automated control systems in
eight shipping lines, including the IRP, ZSRP and YeRP [Yenisey River
Snipping Line] and 10 ports, including Osetrovo and Novosibirsk.
It is planned to introduce the following subsystems in the named shipping
lines:
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operational monitoring of fleet distribution;
operational planninq and reguiation of fleet operation;
operational accounting and analysis of fleet operation and a number
of priority problems from the subsystems "Management of Port Operation" -
and "Future and Summary Annual Planning of Shipping Line Operation."
It is also planned to circulate the following problems at the level of ASU
Port--compilation of fleet distribution within the port, interport ex-
change of information about the presence and dispatch of cargo, forecast-
ing handling of the fleet and related types of transport within the port,
compilation of data on rail car handling and accounting and analysis of
production indicators of port operation in Novosibirsk Port and develop-
ment of operational planning schedule of the transrort terminal at Ose-
trovo Port.
~ignificant development of computer capacities: introduction of 20 of _
series YeS and 10 small computers within the ports and planning organiza-
tions to implement the complex program.
The planned extensive program of operations to develcp ASU requires con-
centration of attention toward conducting investigations of the general =
systems nlan to work out integration of the A~U Rechflot, which provides
interaction af the ASU of all levels.
COPYRIGHT: Tsentral'noye byuro nauchno-tekhnicheskoy informatsii i
pr~pagandy Minrechflota (TsBNTI Minrechflota RSFSR), 1979
6521
CSO: 1823
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TRANSPORTATION
NEW RAILROAD TECHNICAL OPERATION RULES DESCRIBED
Moscow ELEKTRICHESKAYA I TEPLOVOZNAYA TYAGA in Russian No 10, No 11, 1979 .
~'I'4~o p~.rt article: "The P1ew Technical Operation Rules of USSR Railroads"~
[No 10, 1979, pp 2-4]
[Text) Thousands of railroad workers took part in preparing the new
technical operation rules (PTE). A Iarge number of letters concerning
changes and additions to the PTE and Signaling Instructions were
published in GUDOK and in the periodical ELEKTRICHESKAYA I TEPLOVOZNAYA
TYAGA. Around 1300 proposals were received by the Central Editorial
Commission of the Ministry of Railways. All of them were carefully
considered. The decision has been made to make changes and additions
in 197 points, to include 9 new ones, and to exclude 6. Changes have
been made in the Signaling Instructions on 58 points, 3 new ones have
been added, and 12 are being excluded. By order No. 30 Ts of S July
1979 of the Ministry of Railways they will go into effect on 1 January
1980. ~
The technical operation rules presently in effect were approved on Y
S November 1970. During the period which has passed since then
carrying and traffic capacities tiave been substantially increased on
the railroads. Second tracks are being built and automatic blocking,
dispatcher centralization, and automatic locomotive signalitig are being
introduced at more rapid rates. Tracks are b,eing laid with the super-
strong R65 and R75 rails which make it possible to achieve increased
speeds by passenger and freight trains. Rolling stock is being
reinforced with powerful new locomotives of the VL 10, VL 11, VL 80,
and 2TE 116 series and with improved types of cars, including eight-
axle ones.
The rapid development of the country's economy is, of course, increasing
the intensity of the work of our railroads. From 1970 through 1978 '
freight turnover increased by almost 38 percent and the average density
of freight shipments on the system increased fr~m 18.5 to 24.5 million
ton-kilometers per kilometer. Under these conditions it is especially
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necessary to improve the use of transportation equipment and to increase
its reliability and to bring about an extensive introduction into the
work of railroads of scientific and technical achievements, _
advanced technology, and improved labor organization.
All of this has made it necessary to review the present technical opera-
tion rules and the related signaling instructions, instructions on train
traffic and maneuvering work, and other instructions of the Ministry of
Railways which are aimed at improving the use of the carrying and traffic
capacity of the railroads and increasing the efficiency of operations
work.
A new numeration of points in keeping with the preseiit A11-Union State
Standard has been introduced in t:~e new technical operation rules and
signaling instructions. Changes have been made in terminology:
"Automatic vehicle transport" has been replaced by the term "transporta-
tion equipment" and "technical inspection" has been :-eplaced by
"technical servicing" and others.
The present technical operation rules were constructed on the basis
of maximum permissible speeds for passenger trains of 120 kilometers
per hour and of 80 kilometers per hour for freight trains. At sections
where greater speeds are permitted the maintenance norms are established
by special instructions from the Ministry of Railways. The new technical
operation rules have been developed for maximum permissible speeds of
140 kilometers per hour for passenger trains and 90 kilometers per hour
- for freight trains. In connection with this, all of the installations
and equipment of the railroads have to correspond to the requirements
which provide for the passage of trains with the greatest establi.shed
speeds (Point 2.2). At sections where speeds of more than 140
ki.lometers per hoi~.r are permitted for passenger trains and more than
~ 90 kilometers per hour for freight trains the maintenance norms and -
the operations procedure are established by special instructions from
the Ministry of Railways.
In view of the fact that the above speeds cannot be realized everywherc
in the railroad. system, the maintenance norm for installations, equipment,
and rolling stock with a speed of 120 kilometers per hour (passenger)
and 80 kilometers per hour (freight) are retained in the new technical
operation rules. Moreover, the principle of the construction of the
technical operation rules consists in the fact that first the norms for
the maximum speeds are given, and then those for existing speecis.
The new technical operation rules have been brought into complete corres- _
pondence with construction norms and rules for designing 15 twenty mili-
meter-guage railroads (Construction Norms and Rules 11-39-76) which were
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approved by the USSR State Committee for Construction on 14 July 1976.
Point 4 of the introduction establishes that along with the road
administration, a road department issues instructions which determine
the work of subordinate subdivisions.
In the section "General Duties of the Workers of Railroad Transport"
it is emphasized that along with the fulfillment of the passenger and
freight hauling plan in absolute traffic safety, the basic duties of
railroad transport worl:ers are also the effective use of equipment,
, the searcr for reserves, a steady rise in labor productivity, and a
decrease in the cost of shiprents.
In Point 1.8, in accordance with the approved nomenclature,the job
designat~ons of workers younger than 18 years old who are not admitted
to work connected with train traffic are made clear: speed regulators,
centralization post operators, pointsmen, car inspector-repairmen,
and car technical service point operators.
The chapter "Installations and Equipme~it of the Road Enterprise" has
been supplemented with a new point which establishes that "...the
location and equipping of road districts, road machine stations, and
other enterprises of the road enterprise have to ensure the performance
of the necessary work to maintain and repair the road, installations, -
and equipment for the fulfillment of the assigtied amounts of traffic
at the established speeds."
In connection with the increased maximum speed of passenger trains
to 140 kilometers per hour, the demands have been increasPd upon the
siting of stations, sidings, and passing stations in the plan. Under
difficult conditions their location is permitted on curves with a
radius of no less than 1500 meters. The width of the permanent way
has to correspond to the upper structure of the road and have a road-
side with a width (this is established for the first time) of no less
than .4 meters on each side of the track.
Bridges and tunnels in the list which have been approved by the road
chief are protected by clearance control equipment and equipped with
warning signals and stop lights.
Point 2.3 (paragraph 17) has been supplemented by the instruction
that freigt~t which cannot be placed on open rolling stock within the
limits of loading clearance are shipped according to the procedure
� established by the Ministry of Railways. In order to verify the
correctness of the placing of freight within the limits of the above
clearance, clearance gates are installed at mass loading sites.
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Point 3.1 (paragraph 18) has been formulated in a new way. Previously -
it was written that the strength, stability, and condition of all uf.
the elements of the railroad had to ensure the safe and smooth movzment
of trains at the greatest designedspe~ds which had been established for
locomotives traveling a given section. With the appearance of new loco-
m~tives with large designed speeds this point of the Rules cannot be
fulfilled. Due to this, it is written in the new PTE that the elements
"have to ensure safe and smooth movement at the greatest spPeds estab-
lished for a given section."
Point 3.10 (paragraph 25) permits the maintenance of the rail ~hread at -
five milimeters higher than the other (.the exiting norm is four milimeters)
along the entirs length of each straight section, while tt~e amount of
the permissible deviations from the established norms in the level of
the placement of the rail threads on straight and curved section~ is
set by the ~Iinistry of Railways (in the existing PT,? four milimeters
were allowed).
~ ~ao new points have been introduced rPgarding the demands upon rai.ls.
In Poizt 3.13 it is stated that rails on main and station tracks have =
to correspond in their capacity and condition to *he conditions of use
(freight intensity, loads, and speeds). Point 3.14 describes the
concrete maximum norms for the wear on rail heads depending upon their
type and the permissible traffic speed.
In order to improve the maintenance of crossover switches, the checking
of their condition at main and station reception and dispatching tracks
is performed by defectoscope carts. Point 3.10 (paragraph 25) estab-
]isties that baffle guardrails have to be laid in front of ~he ton~ues
of all facing crossover points on main tracks.
Point 3.17 (paragraph 30) has been supplemented with demands upon the
maintenance of the mobile frog core. Point 3.19 (paragraph 32) provides -
for the mandatory equpping of the mobile frog core with attachments to
make it possible to lock them w~th mounted locks. The equpping with
- control locks of non-centralized switches which lead to tracks set
aside for holding defectoscope carts, track measuring cars, and track
machines is also noted here.
Point 3.24 (paragraph 37) clarifies the characterization of level
crossings. Previously they were divided into guarded (the presence of
a duty officer was had in mind) and unguarded ones. This kind of
characterization is erroneous. Al1 level crossings on the railroad are ~
guarded. The existing signaling systems of various types represent the
protection of level crossings.
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'1'hc new rules c~stablisii that ~;r~ade cro~sings, depending ui~on the intensity
and speed of the train and tran~portation equipment traffic, their being
equipPE~d with grade crossing signalization, and also visibility condi- _
tions, may have gates or be without gates. In accordance with this
ammendments have been m~de t~ the subsequent points on grade crossings. .
Chapter 4"InstalZations and Equipment of the Locomotives and Car
Enterprise, Water Supply and Sewerage, and Restoration Equipment"
establishes *~ot the best but zn effective use of locomotives (Point 4.1).
Foint 4.2 (paragraph 49) is supplemented by the sentence "seiaerage
installations have to ensure the removal and treatment of the sewerage
� waters of rail.road enterprises and residential settlements," and in
Point 4.4. (paragraph 51) it is added: "It is prohibited for rolling
stock to occupy the tracks on which restoratior. and fire trains and
- restoration rail cars are standing."
In chapter 5"Installations and Equipment of the Station Enterprise"
all of the changes are directed toward creating better working condi- -
tions for transportation workers and raising the level of services for
passengers while ensuring absolute safety. Large passenger stations
have to have automatic train departure signs, information booths,
= ticket-printing machines, and also automatic baggage storage rooms.
In order to i.npr.ove the working conditions of workers connected with
the movement of trains it is permitted to place in the workrooms of
station duty officers only control and guidance equipment which is
directly related to the wor.k of the duty of.ficer, an~ also panels
- for centralized lighting control a.nd for remote control of sectional
circuit-breakers.
The demand upon maintaining clearances when tracks and freight and
passenger platforms are being repaired have been strengthened. It
has been prohibited to change the distance from the track axle to
the edge of the platform.
On the territories of stations, in addition to the illv+nination of the
tracks, the switch necks must also be illuminated. In order to
economize electric energy, at intermediate stations with a small
amount of freight work equipment has to be provided for the section-
by-section switching on an3 off of external illumination for loading
and unloading at other station tracks at times when freight and
switching is not being performed on these tracks.
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_ In order to increase the carrying capacity of hump clas~ification yards it
is planned to equip on-coming tracks with hump automatic locomotive
signaling. Stations with mechanized humps h~ave to have workshops for
repairtng hump equipre.ent.
Th e norms and procedure for the technical servicing of signaling and
communications installation'..and equipment are set forth in chapter 6.
As the result of the fact that only around 1,000 semaphores are left
_ on the rail system and that they will be replaced in the near future
by signal lights, the semaphore as a means of signaling has been exclu-
ded from the PTE. Point 6.3 (paragraph 62) establishes: "...Signal
_ lights are usad on the road system as permanent signals. At sections
where until their replacement by signal lights semaphores are
retained, the procedure for their use is established by the Instruction
On the Movement of Trains and Switctiing."
In. order to ensure safe and uninterrupted movement.~by trains, the
demands upon the visibility of signals are increased: stop signals
at a distance of no less Lhan 1,0U0 meters; go signals not less -
than 200 meters (Point 6.4).
In order to receive trains at a station which have been moving along an
incorrect track and also push-locomotives and work trains returning
from a stage on incorrect tracks, it is permitted, when there is no
clearance for placing entrance signal lights on the right side, to
install them on the left side of the d~_rection of the movement
(Point 6.6). The necessity for this kind of placement is determined -
by the road chief. This will make it possible to rec?uce the train -
reception interval and to increase the carrying capacity of a
section.
At large stations (extra-class and first class) when trains are.dispatched
from tracks which do not taave sufficient length and when the head of
the train is located beyond the exit signal light, it is permitted to
place a second signal light head on the reverse side of the signal.
The procedure for using these signals is determined for each individual
station by the road chief (Point 6.11).
It is also provided that not only exit signal lights but also the route
signals of stations are to be supplemented by route signs regardless of
the amount of traffic. These additions are very important for increasing
carrying capacity. Such operations as the writing up and delivery to
the locomotive of written permission to dispatch a train are being
_ eliminated. Restrictions have also been removed on the use at entrance
signals of signalling the non-stop admission of trains on station side
. tracks.
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Demands are being increased on automatic and semi--automatic braking
equipment wliich must not permit the spontaneous turning off of a signal
light when a switch is made from basic to reserve power, and visa versa.
The time of the switch must not exceed 1.3 seconds.
In order to increase carrying capacity, an important supplement has been
made to Point 6.Z9: ".,.At certain freight intense lines and at stages
with two-track inserts, in accordance with the list established by the
Ministry of Railways, automatic braking is supplemented by equipment
which makes it possible for trains to move on each of the tracks in both
- directions." This will make it possible to increase maneuverability in
_ the organization of traffic, especially during periods when "windows"
are provided for repair and construction work. At stations located on
lines with semi-automatic braking it is planned to use equipment to -
_ control the freedom of tracks and switches.
At stages adjoining stations equipped with electric centralization it
is required, as a rule, to use track braking~ or, as is p'rovided for
the first time in the new PTE, automatic locomotive signaling which
is used as an independent means of signaling and communications (Point
6.29). The use of other means of signaling and communications in such
cases can be allowed only with the permission of the road chief.
With train movement only through the indications of locomotive signal
lights the latter have to give indications of the engagement or freedom
of forward lying section blocks. In addition to main tracks, automatic
locomotive signaling equipment has to be supplied consistently and in
a planned manner to receiving and departure tracks along which the
non-stop passage of trains with a speed of 50 kilometers per hour and
_ more is provided for (Point 6.31).
~ At sections where automatic locomotive signaling is used as an indepen-
dent means of signaling and communications warning signal lights are
not iristalled in front of entrance signal lights (Point 6.5).
In view of the increasing role of automatic locomotive signaling and
radio communications, it is established in the new PTE that the chief's
of signaling and communications districts and of locomotive depots and
their deputies check the stability of their operations no less frequently
than once a quarter (Point 6.50).
The use of train radio communications is now being spread to all road
sections, and not only to sections with electric and diesel traction in
keeping with the present PTE. It is also planned to introduce new types
of communications informational and for transmitting data to a
computer center.
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Energy dispatcher communications have to exist not only at electrified ~
' sections, but at all sections with intense traffic which are equipped
with automatic brakit.g. It is permitted to switch the telephones of
. the duty engineers of signaling and communications districts into the
wires of the train dispatcher communications.
It is clearly established in the new PTE that a normal situation'at a
switch is indicated by a plus sign in the switch, s:.gnal, and route
interdependency tables. For stations with non-centralized switches
their normal situation, in addition, is specified in the technical
routine documents of the station and in the extracts from them. It
is made clear in the new PTE that standard decisions for signaling,
centralization, and braking equipment are approved by the chief of
the Main Administration for Signaling and Communications of the Ministry
of Railways.
At the present time wide use is being made on the railroad network of .
equipment for the automatic disclosure of overheated axle-boxes. In
order to increase the safety of the movement of trains Point 6.37
provides that "special equipment is installed for the automatic -
contar_t-free disclosure of overheated axle-boxes in passing trains
and for the transmission of this information to the locomotive machinist
and to the forward-lying station. The procedure for placing this >
equipment and for its operation and servicing is established by an
instruction from the Ministry of Railways."
[No 11, 1979, pp 4-6]
V~ jText] Iri-the new edition of the Rules the basic requirements upon the
installations and equipment of the electric supply system are described
(chapter 7).
- In order to have uninterrupted operations by the sign~.ling, centraliza-
tion, and braking and the level crossing signaling equipment, in the
event that the alternating current is switched off, a reserve uattery
power source which is constantly ready for operation is provided for.
In order to ensure the uninterrupted movement of trains the condition
of the installations and equipment of the electric power supply system
and the measurement of their parameters has to be periodically con-
trolled by laboratory cars equipped with diagnostic equipment.
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The i.ndividual voltage level norms at the pantograph of elec-
tric rolling stock have been clarified, and the amounts of nominal
current voltage in signaling, centralization, and braking equipment have
been specified. It has to be 115, 230, or 380 volts. In addition,
no more than a 10 percent decrease is permitted as a deviation from
these amounts, and no more than a S percent increase (Point 7.2).
Point 7.8 (former paragcaph 121) has been forwulated in a completely
- new manner:
_ "The catenary and the automatic braking and longitudinal electric
supply lines with a voltage ~f more than 1,000 watts have to be divided
into individuai sections with the help of air spans (insulating junc-
tions), neutral inserts, and sectional and inset insulators.
The catenary poles which are set at the ends of the air spans have
to have distinguishing coloring. -
It is prohibited to stop electric rolling stock with a raised catenary
collector between these poles."
The electric supply section chief has been made responsible for assig-
ning the appropriate people to train workers from other services who
have been assigned to switching sectional circuit breakers.
The procedure for inspecting installations and equipment and for
repairing them is established in chapter 8. In order to perform current
maintenance work an the track, artificial installations, the cate-
nary and the signaling, centralization, and braking equipment techno-
logical "windows" of one to two hours are provided for in the train
, movement schedules (Point 8.3).
The procedure for closing stages for moving trains is formulated more
concretely and clearly (Point 8.7). The closing of a stage for work
on a single-track, double-track, and multi-track section is performed with
the permission of the road chief in agreement with the chief of the
traffic service, if it does not cause changes in the established amounts
of traffic from neighboring roads. Otherwise, the closing of a stage
m3y be permitted by the road chief in agreement with the Main Traffic
Administration of the Ministry of Railways.
Point 8.9 clarifies the procedure for opening a stage and restoring the
oper3tion of an exiting signaling, centralization, braking, communica-
tions, and energy supply equipment: "The restoration of signaling,
centralization, braking and communications and electric supply equip- -
_ ment is performed upon the receipt of a notification from the senior
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electrical mechanic of signaling, centralization and braking and
corimunications, or the energy dispatcher."
The following additions and changes have been made in the section
"Rolling Stock." Point 9.1 establishes that "rolling stock has to
be ma~ntained in working order which ensures it uninterrupted operation
and safe movement. '
The prevention of the appearance of any defects and the ensuring of the
established service life of ro'lling stock has to be the chief element
in the work of persons responsible for its maintenance.
In addition to the requirements stipulated by the present Rules, the
Ministry of Railways issues instruction on the servicing, repair, and
operation of rolling stock which is used in pa~senger trains with a
speed of more than 140 kilometers per hour or freight trains with a
speed of more than 90 kilometers per hour."
Switchers have to be equipped with equipment for uncoupling
them from car~ from thP machinist's cabin (Point 9.9), which is very
~ important when a switcher is manned by a single machinist.
The concrete permissible wear and tear norms for wheels have been
- established in relation to the speed of the trains. It is clearly
described that with a slide from 2 to 6 milimeters the train is
permitted to proceed to the nearest station with a speed of no more
than 15 kilometers per hours. With a slide of more than 6 milimeters ~
the procedure is established by the road chief on the basis of the
Instructions of the Ministry of Railways.
Some of the freight cars have to have a crossover platform with an
emergency brake and a hand brake. The emergency brake in passenger
cars and in motor-car rolling stock is placed in the vestibule, inside
the car, and sealed (Point 11.2).
In order to shorten the time involved in making up trains and eliminate
d~lays in dispatching them a concrete difference has been established
between the longitudinal axes of the automatic couplers of cars. In
a freight train it has to be no more than 100 milimeters; between the
locomotive and the first loaded car of a freight train 110 milimeters; _
in a passenger train traveling at a speed of 120 kilometers per hour
70 milimeters; with a speed of 121 to 140 kilometers per hour 50 ,
milimeters; and between the locomotive and the first car of a passenger
train 110 milimeters (Point 11.5).
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The responsibility for the technical condition of automatic coupling
equipment and for the correct coupling of cars in a train is placed
upon the car inspector who performs the technical servicing of a train
before it is dispatched. At statians where there is no inspector the yard
master is responsible for the coupling of cars to the train and also
for coupling when cars are being switched. (Point 11.6).
_ The new Point 12.5 establishes that locomotives and self-propelled rolling
stock has to be examined by a commission twice a year (in the spring and
fall) in accordance with a procedure agreed upon with the Ministry of
Railways. It is planned to have control points for inspecting locomotive
automatic stopping and automatic signaling equipment not only at the
basic depots, but also, when necessary, at technical servicing points
and locomotive turnaround points (Point 12.6).
The requirements on the performance on the technical servicing of cars
have been increased. A check is established of the working order of
car bodies which guarantees the safekeeping of freight and of the
working order of crossover platforms, special steps, and hand-rails
(Point 12.12).
The technical servicing and repair procedure for cars in trains has
been clarified (Point 12.13). At stations where they are assembled
and disassembled, and on their route, at stations stipulated by the
train traffic schedule, every car has to undergo technical servicing
and, in necessary cases, be repaired. At these stations the repair
of these cars without uncoupling them is organized.
At stations where there are no points for preparing cars for shipments
or technical servicing points, every car has to be inspected before
it is placed in a train and prepared for travel to the nearest station
which has a technical servicing point.
The procedure for presenting cars for technical servicing and for
providing notification of their readiness, and also the procedure
for inspecting and repairing cars before placing them in a train at
stations where there are no shipment preparation or technical servicing
points is determined by the road chief.
The workers of the above points are responsible for the safety of the
cars and for their movement without uncoupling from the train within the
guarauteed section which has been established by the road chief.
In view of the paramount importance and organizing role of the train
traffic schedule, it is established in addition that the traffic
scedule has to ensure the most effective use of the traffic and
5
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carrying capacities of sections and of the processing capacities ef
stations, the highly productive use of rolling stock, and the possibility _
of performing current maintenance work on tracks, installations,
signaling, centralization, and braking equipment, communications, and
electric energy supplies (Point 13.2).
In order to increase responsibility for the punctuality and validity
of the assignment and removal of passenger, mail-baggage, and freight-
passenger trains traveling within two or more roads it has been
established that their assignment and removal is performed by the first
deputy minister (Point 13.3).
At stations located at sections with dispatcher centralization the -
train dispatcher is responsible for switching and for controlling
signals (Point 15.5). A clear distinction is made that control over
technical servicing, cleaning, lubrication, and the fastening and
replacement of bolts at centralized switch-changing points is performed
- by district workers, while at non-centralized points it is performed
by the switch post duty officers who tend them (Point 15.12).
The procedure for switching maneuvers, when there are centralized switch-
ing routes and also in the absence of switching signal lights, is made
clear. In Point 15.15 it is written: "It is prohibited for the loco-
_ motive motor man who is performing the maneuvers to put the locomotive
in motion without receiving instructions from the yard chief persona~ly
through radio communications, two-way yard communications, or a signal
given by hand signal inst~uments.
In addition to instructions or a signal from the yard chief, before moving
out onto switches of centralized switching routes, the motor man has to
be convinced of the presence of a permission signal from the switching
signal light, and for non-centralized switches he has to receive a signal
or a communication (personally by radio communications or loud-speaker -
equipment) from the switch post duty man concerning the readiness of the
switches for switching movements. When there are no switching signal
lights, before moving out onto non-centralized switches the motor man has _
- to receive a communication concerning the readiness of the switches for -
switching movements from the station duty officer(personally through radio
communications or the two-way park communications equipment) or through
the maneuver chief.
At stations with electric switch and signal centralization moving out onto
switches is permitted with instructions or a signal from the yard chief
when switches are transferred from central to local control. `
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The basic regulations on the use of radio communications and loud-speaker
equipment during switching are specified in the "Instruction on the Move-
ment of Trains and on Switching."
It is stipulated that the freight train weight and length norms for direc-
tions and for each section are established in the traffic schedule and in
the train formation plan and have to correspond to the type of the loco-
motive, the profile of the track, and the useful length of the receiving
and departure tracks at the stations of these sections.
In order to achieve clearer control over the safe movement of passenger
trains, the procedure for coupling above-normed cars to them and for the
movement of long passenger trains is established by the Ministry of Rail-
ways (Point 15.25).
In order to ensure the safe movement of trains the list of cars which
~ it is prohibited to place in trains has been expanded. They are empty
covered cars with open doors, tank cars, hoppers, grain carriers, cement _
_ carriers, and other rolling stock with open upper and lower loading and
unloading hatches (Point 15.26). ,
In order to improve the services of line subdivisions and their workers
and reduce the loading up of sections with speci`1 trains for the shipment
of foods, the possibility has been provided for at individual sections and
_ with the permission of the Ministry of Railways of coupling not more than
one passenger or covered freight train to electric trains (Point 15.28).
' The question of improving the procedure for using locomotives is extremely
- important. The additional point is made that "locomotives which are em-
ployed in train work have to be operated within the limits of their work
sections. In exceptional cases the admission of locomotives to unassigned
sections is permitted by the Ministry of Railways (Point 15.46). This
entry in the PTE is supposed to promote an improvement of the technical
condition of the locomotive pool. Instances when single cab locomotives
- may move in reverse are made clear, and this movement is now also permitted
when a train is removed from a stage by an auxiliary locomotive.
In the existing PTE, paragraph 230 permitted an electric train to be ac-
cepted on a track occupied by another electric train at blind-end stations.
In order to increase traffic safety, Point 16.6 provides for a new pro-
cedure. In order t~ improve the use of receiving and departing tracks
at individual statio:~s with a track length sufficient for the placement
of two motor-car tra.ins, it is permitted to divide the track with a route
signal light into two sections onto which these trains may be admitted.
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Wlien r~ motor-car train occupies the track section behind the route signal
_ light whlch separates the receiving track, the second motor-car train may
be admitted onto thr, free section before this signal light through a
special signal at the entrance (route) signal light. The indications of
this signal light have to be 3ependent upon the indications of the route
signal light which divides the receiving track.
The requirements for entrance and exit signals have been changed in connec-
tion with the fact that semaphores have been excluded as a signaling means.
The entrance signal has to be opened personally by the station duty
officer, or, upon his instructions, by the centralization post opera-
tor. At stations equipped with dispatcher centralization the entrance
signal is opened by the train dispatcher.
The entrance signal must be closed automatically after the first set of
wheels of an arriving train passes it, and at stations which do not
have electric rail circuits by the staticn duty officer and the
centralization post operator after the entire arriving train passes
the signal (Point 16.7).
The procedure for the simultaneous reception at a station of trains
going in opposite directions has been clarified. The demand has been
eliminated for an absolute prohibition a~ainst the simultaneous
reception by stations at double-track sections of trains gozng in opposite
directions, if the route of one of them intersects the reception route
of a passenger train. This prohibition has been kept only for instances
when trains approach a station with an incline sharper than six degrees.
This supplement will improve the use of the traffic capacity of sections
and stations without detriment to safety.
In the existing PTE;paragraph 240 designates what constitutes permission
to occupy the stage for. a train motor ma.n. In the new Rules Point 16.16
clarifies this procedure: "It is prohibited to dispatch a train to a
stage without the permission of the station duty officer. Permission
to occupy a stage for a motor ma.n dispatching a train is represented
by a permission indication from the exit signal, and when it is not in
working order or when a train is being dispatched from tracks which
- do not have exit signals written permission in the established form,
an order from the station duty officer transmitted through radio communi-
cations, or the staff."
~ A new procedure has been estab~3.shed for hanging and removing sigr?:iI,
instruments at the tail of freight trains. It is stipulated that the
technical servicing of these instruments and their hanging and removal
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is performed by workers of the car enterprise service (Point 16.22).
For the purpose of making better use of traffic.capacity and economi-
zing energy resources the possibility has been provided for of passing
a signal light with a prohibition sign when there is a conventional
permission signal a panel with a reflective sign in the form of
the letter "T" without stopping all freight trains. When there is
a permission light on the locomotive signal light and a passage signal
light with an extinguished light it is permitted to proceed without
stopping, guiding one's self by the signal of the locomotive signal
light (Point 16.27).
The dema.nd prohibiting the dispatchin~; of passenger trains onto a stage
when all communication means have broken down has been excluded.
The procedure for organizing the movement of trains in this case is
established by the Instruction on the Movement of Trains and on
Maneuver Work (paragraph 253 of the existing PTE).
In order to improve the use of the traffic capacities of stages, espe-
- cially during the period when "windows" are provided for repair construc-
tion work, it is permitted to increase the forward speed of work train cars
when there are radio communications on the locomotive and the track
- machine in relation to the design of track machines up to 40 kilometers
per hour.
The demands upen a motorman after a locomotive has been coupled to a
train are made clear (paragraph 261 of the exiting PTE). In Point 16.37
it is written: "After a locomotive is coupled to a train a motorman is
obliged to:
convince himself of the correctness of the coupling of the locomotive ~
with the first car and of the joining of the air hoses, and also that
the end valves between them are open; -
load the brake line with compressed air and assure that the pressure
has not fallen lower than the established Ministry of Railway norms,
and test the automatic brake; -
obtain information about the provision of the train with brakes with
the number of the tail cars specified and assure that the brake
pressure and the train corresponds to the established norms;
acquaint himself through the waybill with the composition of a freight
and iteight-passenger train--the presence of cars with roller bear-
: ings, cars occupied by people and freight of certain categories which
require spscial caution, and also of open rolling stock.
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When a locomotive is coupled to a passenger train whose cars are electrically
heated, the motorman is obliged to lower the pantograph so that the train
electrician can switch on the high voltage intercar electric connections.
At sections equipped with automatic locomotive signaling, the m~*_orman
driving a locomotive or motor-wagon train is obliged to switch on this
equipment on the locomotive before being dispatched from a station and
at sections equipped with radio communications to assure that the radio
statiou is switched on."
_ In addition to the existing rules the motorman is obliged to find out the
reasons and the possibility of further passage and when there is a forced
stop at a stage, in the event that the stop is not connected with a delay
by a signal light with a prohibition signal, and in addition to inform
the station duty officer or the train dispatcher through train radio communi-
cations of the reason for the stop and the necessary measures to eliminate
the obstacles to movement (Point 16.43).
The motorman has to immediately request an auxiliary locomotive when a
train whose weight exceeds the forward movement norm is stopped on an
incline and it is not permitted to push it back. (Point 16.6).
The terminology of a track post section block and of a train containing
people and a passenger train has been refined in the new PTE. The follow-
_ ing additional terminology has been included: catenary, "window," long
train, train signals, and unit train.
The basic changes in the Instruction on Signaling are connected with changes
in the PTE. In working out the new Instruction the following tasks were
set:
to simplify the Instruction as much as possible while ensuring full
traffic safety and the performance of switching;
to see to it that the established signaling carries maximum information
and helps to increase the efficiency of the use of transportation equip-
ment;
to prepare the Instruction for publication in such a way as to make it
convenient to study and to use during work time.
In the new Instruction the text and the illustrations for it are
placed on a single page. In studying the document it is not necessary
to lool:,.for an explanatory illustration in other places, on other
pages, as in the present Instruction.
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In the new document semaphores, torch lights, station bells, and perma-
nently illuminated speed reduction discs are excluded as a means of
signaling. It is established that the transmission of signals by the
~ permanent speed reduction disc is performed during the day and night by
an unilluminated yellow disc.
In order to decrease the number of signal instruments which are used
during maneuvers and to unify them it has been recognized as advisable
and the new Instruction accepts the demand for the use during night -
maneuvers of a torch only with a transparent white light, excluding here
the use of a yellow light.
Tn order to identify the tail of a freight and a freight-passenger train
during the day and night during movement on single-track and double-track
sections which are equipped with automatic braking, the present Instruc-
tion provides for the use of a red unilluminated disc with a light
reflector.
In view of the results of tests on experimental models of discs which
have demonstrated their good visibility at a distance of 1,000 meters
when they are illuminated by the seareh light of a following locomotive,
the new Instruction (Point 7.3) establishes the use of a red disc with
a light reflector for identifying the tail of freight and freight-
passenger trains day and night at all sections of the railroad, regardless
of their type of signaling and communications.
In order to make better use of traffic capacities at those stations
where entrance signal lights are located at a substantial distance from
the first switch change the road chief is permitted to establish the
speed of passing such signal lights with two yellow lights, of them the
upper one a blinking one, and also two yellow lights at more than 50
kilometers per hour in relation to local conditions (Point 2.3).
COPYRIGHT: Izdatel'stvo "Transport", "Elektricheskaya i teplovoznaya
tyaga", 1979
2959
CSO: 1823
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TRANSPORTATION
LONGER, HEAVIER TRAINS USED ON MOSCOW RAILROAD
Moscow ELEKTRICHESKAYA I TEPLOVOZNAYA TYAGA in Russian No 9, 1979 pp 7-8 _
[Article by V. K. Bogdanov, Secretary of the Dorprofsozh: "A
Competition for Running Heavy and Long Trains"]
[Text] Basing themselves on the rich practice of organizing socialist
competition, the trade union organizations of the Moscow road are
devoting great attention to disseminating and introducing advanced
experience and to turning valuable initiatives into a mass movement.
One of the chief directions of the work of the trade union committees
is a st.ruggle to improve the quality of the use of rolling stock. The
road is experiencing great difficulties in moving car flows on a
number of very important sections and directions due to insufficient
traffic capacity. For this reason, until the reconstruction and
. construction of additional main lines occurs this problem is being
solved by searching for other possibilities to increase traffic
capacity.
The overall performance of preparatory measures, the creative working
out of a number of organizational and technical measures,and the wide
scope of socialist competition at the enterprises of a11 of the branches
- of the road enterprise made it possible for the advanced machinists of
the Moscow Classification-Ryazan Depot,the Hero af
Soci.alist Labor V. F. Sokolov, V. S. Rumyantsev, P. S. Eusev, and
� V. Ya. Skoz, to come out with the remarkable initiative of running
= trains with a conventional length of 125 cars and with a weight of
6,000 tons. .
The basic result of this initiative has been a more efficient use of the
traffic capacity and an increase in the carrying capacity of the road's
sections. The formation, running, and movement of such trains demands
especial skill and the harmonious work and responsibility of all workers
and above all of traffic, locomotive, track, car, and energy workers.
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The workers of the Pt~~ti~�c~w (:1.~s~ifienric~n-Ry;~-r.;~n f1c~~~nr ;~~~c~;il~~d l~,
all of the railroad workers of the road to develop a competition for
, the formation, running, and movement of trains of increased weight and _
, length under the motto of "Excellent Quality Train." This valuable
initiative was approved by the Presidium of the Dorprofsozh [Railroad
Committee of the Railroad Transportation Workers' Trade Union] and by
the road administrat~on and recommended for wide dissemination.
The road workers welcomed with great enthusiasm the decree of the
Central Committee of the CPSU "On the Work Experience on the Collectives
of the Enterprises of the Moscow Railroad to Speed Up the Shipment of
Freight by Means of Increasing the Weight and Length of Trains." The
tasks of the trade union organizations which follow from the decree of
the CC CPSU were examined at the Presidium of the Dorprofsozh and by
the road's trade union aktiv. Concrete measures have been worked out
to carry out this decree and they have been given to every enterprise. ~
A substantial place has been devoted in them to increasing the role of
collectives in strengthening labor, production, and technological
discipline and traffic safety and the role of trade union groups in
carrying out the decree, activating the work of the permanent production
conference~ and workers' meetings and organizing the mass technical
creativity of the workers.
Provision is made for economic executives to join in holding competitions
aimed at improving the techniques and technology of production,
accelerating the turnover rate of cars, improving the use of rolling
stock, finding reserves for increasing labor productivity, d2creasing
the cost of shipments, improving the quality and reliability of equipment,
and improving traffic safety. The measures reflect the questions of
labor protection, social insurance, domestic matters, mass cultural and
educational work, and many others.
The rayon and local trade union committees along with enterprise leaders
have now done a large amount of organizational work to make every worker
aware of the decree of the CC CPSU a party document of exceptional
importance. It has been discussed thoroughly in a business-like manner
at the workers' and trade union meetings of labor collectives. The
road's experience is being dealt with quite profoundly on the pages of
the newspaper MOSKOVSKIY ZHELEZNODOROZHNIK with a display of advanced
- production workers and innovators.
A commission containing representatives of all of the road services has -
been created at the Dorprofsozh in order to exercise constant control
over the course of the socialist competition to accelerate the shipment
_ of freight through increasing the weight and length of trains, to work -
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out proposals on a further improvement of the moral and material stimu-
lation of the competition participants, and to study, generalize, and
disseminate advanced experience.
In accordance with the decree of the CC CPSU, the Dorprofsozh and the
administration of the road have worked out and approved the terms of the
competition by collectives of shifts, teams, and workers in the leading
occupations. According to the terms, the socialist competition is
participated in by shifts of the operations division of the traffic
service, duty offices on the road's divisions, maneuver dispatchers
(station duty officers), train dispatchers, locomotive teams, shifts
of senior car inspectors, overall makeup teams, and overall teams for _
lucomotive repairs.
The victors in the socialist competition are those collectives of shifts
and teams which achieve the highest quantitative and qualitative results
in the organization of work to form, process, and move trains of increased
weight and length, a high level of the fulfillment of output norms, an
= economy of materials, fuel, and electric energy, and a high quality level
in their work and in the maintenance of their work and the reliability
of equipment. -
The terms of the competition for locomotive teams provide for the
punctual and high quality running of trains (without delays through
their Fault) along an entire section. The basic indicators for the
overall repair teams are ensuring high quality in the technical
servicing and current repairs of the locomotives which are used for
running the trains of increased weight and length and preventing the
disrepair of these locomotives during their runs within established
periods and during their run between technical servicing and current
repairs.
In addiLion, ensuring the safety of traffic and c+f maneuvering work and
the state of labor protection are mandatory conditions for a11 of the
categories of competitors. Account is also taken of the state of labor
and production discipline, the organization of socialist competition,
the movement for a communist attitude toward labor, and the development
of creative initiative.
- Ttie shift and team collectives which occupy first, second, and third
place on the road are awar.ded, respectively, with challenge banners,
- diplomas, honorary certificates of the road administration and the
- Dorprofsozh and monetary prizes.
The outcome of the competition is totaled up at the enterprises on the
basis of the work results for a month, at divisions quarterly, and
- 24
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on the road twice a year: at Railroad Worker's Day and on the basis of
annual work results.
The first victors havQ been determined. They are: the shift of the
maneuver dispatcher V. F. Fedorov (P.ybnoye Station), the overall team
which is lead by G. G. Spirin (Orekhovo-Zuyevo Station), the locomotive
teams of the machinists V. F. Sokolov (Moscow Classification-Ryazan
Depot) and M. M. Khvorostinin (Bryansk II Depot), and others.
The lists of victors in the socialist competition are published in the
newspaper MOSKOVSKIY ZHELEZNODOROZHNIK. The banners, diplomas, honorary
certificates, testimonials, and monetary pr'_zes are presented in a
ceremonial atmosphere at workers' meetings of the collectives.
At the present time the trade union committees of the enterprises
together with the executives have developed an extensive socialist -
competition for the organization on all of the road's sections of a
mass movement of trains of increased weight and length. The course
oF this competition is constantly controlled and concrete measures are
taken to further improve the moral and material stimulation of its
participants.
A great deal of attention has been devoted to training cadres which are
connected with running heavy trains. Additions have been made to the
system of material stimulation which are helping to make bettei use of
rolling stock.
At the present time expertise in running trains of increased weight and
length has been mastered by the machinists of the locomotive
_ depots Moscow Classification-Ryazan Orekhovo, Bekasovo, Cherusti, Rybnoyoe,
Ozherel'ye, and others.
A complex of ineasures has been worked out which is aimed at improving the
technical condition of the locomotives in accordance with the increased
- demands being made upon them. For this purpose a review has been rt~ade c
of the repair schedules, the maps of the technological processes for
repairing basic parts and units, and of their maximum allowances, the
regulation parameters have been changed, tests and the selection of
traction electric engines have been introduced, and the characteristics
of diesel generators have been brought to their passport designations.
'i'he amount of improvement work has been increased at current inspections
and repairs of locomotives in the depot and changed uniform lists have
been introduced for the current inspection of locomotives by series. A
system of diagnostic equipment for the condition of locomotives spec-
troanalysis of diesel oils, rheostat-free diagnosis, and others is
being introduced at the technical inspection points.
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In the repair stiops specialized teams have been created to carry out
specific work on the mechanisms so that each of them is given attention
and ensured an operational guarantee. A system of control over the
quality of repairs has been introduced, control over the work of the
technical inspection points has been strengthened, and the Lunin method
of caring for each locomotive has been introduced.
The train driving regimen has an important influence on the technical
conditi.on of the locomotives. For this reason especial attention is
devoted to training the machinists in efficient regimens. At all of the
depots the regimen maps and the brake test sites have now been reviewed.
There are systematic classes for the teams on trainer locomotives in
order to work out methods of controlling the train.
The workers of the energy enterprise also underwent serious training to
move the trains of increased weight and length. Since the current loads
on the contact system increased almost twofold, engineering calculations
were made to strengthen it. A number of additional reinforcement wires
were installed as were parallel union points for the contact network,
and the supports of the contact network which had insufficient mechani-
cal strength were replaced. Technical measures were worked out to
prevent the overheating of the contact wires upon contact with the
trains and in necessary cases the substations were strengthened with
traction transformers. The extensive introduction of advanced methods
- made it possible to ensure the fulfillment of the work by the existing
staff of energy supply participants. Most of the road's traction
substations are served by the branch method. -
The struggle for a fuller use of traffic and carrying capacity reserves
was thoroughly developed in the enterprise collectives. An increasingly
large number of competition participants are being drawn into it. Today
we already have a mass of excellent examples of the introduction and
creative development of the valuable initiative at various of the road's
enterprises.
In the celebrated collective of the station of Lyublino which in the
1950s was the initiator of work with long trains on short routes the
- best train composers, the Hero of Socialist Labor N. N. Kharitonov,
I. M. Zubtxov, and I. N. Vedenkin, with active engineering support, have
' successfully mastered the technology of work~ng on short routes and are ~
forming a iarge number of trains of increased length and weight for the
Large Moscow District Ring.
The column of machinists of the Moscow Classification-Ryazan
Locomotive Depot where the trades union group organizer is V. I. Mashninov
has already fu11y mastered the running of heavy and long trains. .At the
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tiLation MoSCOw ClassiPIcation-Kiev and Moscow Freight-5molensk where
there are short sorting tracks trains consisting of 125 empty goldolas
are hcin~ formed.
_ The patriotic initiative has already been taken up by a11 of the enter-
prises of the road. It was largely responsible for the fact that under
the conditions of the past severe winter the assigned amount of shipments
was fulfilled and the unimpeded passage of all car flows was organized.
The initiative is now acquiring an even greater scope. The road collec-
tive fulfilled ahead of schedule on 29 June the half-year plan for
loading such very important freights as hard coal, ferrous metals, motor
vehicles, and grain. In May-June 65,000 empty ~ondolas were sent to
the country's coal basins.
The established assignment for car turnover and locomotive productivity
has been fulfilled. Since the beginning of the year the road has
carried 39,000 heavy and long trains in which 14 million tons of above-
planned etonomic freight was carried without increasing the locomotive
pool. In effecting a regimen of economy, in a half-year the road's
enterprises economized 18 million kilowatt hours of electric energy.
At the present time the top-priority task of the road's enterprise trade
union committees is a further increase in their role and responsibility
in developing the creative activeness of the railroad workers aimed at
achieving the highest indicators in work and the successful fulfillment
of production plans and socialist commitments for a wider introduction
- of advanced work methods. Especial attention has been directed to the
fulfillment of the plan of basic measures for carrying out the decree
of the CC CPSU "On the Work Experience of the Enterprise Coliectives of
the Moscow Railroad to Speed up the Shipment of Freight Through Increa-
sing the Weight and Length of Trains."
COPYRIGHT: Izdatel'stvo "Transport", "Elektricheskaya i teplovoznaya
tyaga", 1979
- 2959
CSO: 1823
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TRANSPORTATION "
INCREASING THE RELIABILITY OF LOCOMOTIVES
Moscow ELEKTRICHESKAYA I TEPLOVOZNAYA TYAGA in Russian No il, 1979 ~p 2-3 '
/Article by L.V. Rudneva, special correspondent of ELEKTRICHESKAYA
, I TEPLOVOZNAYA TYAGA7
/Text7 As freight turnover grows and the speeds and weight of trains
increase, the steady operation of locomotives depends to a significant
degree on the reliability of the rolling stock. A system-wide con-
ference, which was held by the Belorussian Railroad, was devoted to
the subject of improving the quality of repairs and of applying pro-
gressive methods for locomotive maintenance.
Much initiative, creative thought and energy has been shown by the
workers ot the following roundhouses in their efforts to ensure a
high technical level of locomotive maintenance and to reduce the time
during which the equipment is under repair: Sol'vychegodsk of the
Northern R ailroad, Zhmernika of the Southwestern Railroad, Melitopol'
- of the Dnepr Railroad, Petrozavodsk of the October Railroad, Uzlovaya
of the October Railroad, L'vov-West of the L'vov Railroad and Orsha,
Baranovichiand Gomel' of the Belorussian Railroad. The experience
accumulated by these enterprises in the rational organization of labor
deserves serious study and dissemination.
It was noted at thr~ conference that the poor mechanical state of
locomotive stock at a number of railroads seriously complicates opera-
tions. The main indicators of rolling stock operations are growing
worse. For example; the roundhouses accounted for 6.9 percent of the
locomotives out of service in 1978, compared to the established norm
of 5.2 percent. During the first nine months of 1979 this indicator
increased 0.4 percent and exceeded the established norm by 2 percent.
During this period the number of locomotive failures increased by
284, and the number of locomotives brought in for unscheduled repairs
increased 6.4 percent, while the downtime for locomotives increased
by 443,000 hours.
- Only 11 railroads were within the established norm for the percentage
of inoperative locomotives at roundhouses: the Baltic, Belorussian
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Moscow, Northern, Southwestern, L'vov, Anepr, Northern Caucasus, Trans-
Caucasus, South Urals and the East Siberian railroads.
At: ~.h~~ Samr time railroads such as the Alma-Ata, Kuybyshev, W~st
Kazakhstan, Far Eastern, Tseli.na and the West Siberian lines had
figures for the percentage of inoperative locomotives which werP more
than do~ible the established norms. These lines were also the worst
in terms of the number of unscheduled repairs.
The causes of the unscheduled repairs ~e mostly to be found in poor and
incomplete maintenance and routine repair work, as well as in violations
of the established conditions for the operation of locomotive equipment.
For example, the Karasuk Yard of the West S iberian Railway permits
over-runs of up to 15,000 km between regular servicing. Despite
categorical prohibition of such practices, trains are operated with
loads exceeding the critical weight and at speeds below those planned,
especially on the Trans-Baykal, Northern and Tselina railways. The guilty
parties are not being called to account.
- Even now the situation with regard to traction engines is diff icult.
The most glaring irregularities are permitted in their repairs and
maintenance. Some roundhouses do not meet the basic requriements
for maintenance of the engines: they do not perform air blast cleaning
of the armatures; they do not carry out pressure testing at the proper
times, nor is the insulation dried out. This kind of attitude toward
maintenance is observed at a number of roundhouses, mostly on the
Alma-Ata, South Eastern, Tselina and West Kazakhstan railroads. The
process for treating armatures during the TR-3 maintenance work is
unsatisfactorily organized at a number of enterprises in the Alma-
Ata, Azerbaijan, East Siberian and Kuybyshev railroads. Some roundhouses
do not attend to the engine-armature bearings ~during the TR-2 and TR-3
maintenance work.
It should be noted that many roundhouse chiefs limit themselves to the
formal publication of an order; they do not draw on the brigades of
electrical vehicles specialists when selecting mechanics especially
to repair and maintain electrical engines (as is done at the Lyangasovo
Roundhouse). As a result, the roundhouses often have no one who is able
to perform in a skilful and timely fashion the work necessary to
prevent the engines from breaking down.
~?iagnostic methods which do not call for dismantling the equipment
- are still used only infrequently. At many enterprises the locomotive
insPectors keep themselves aloof from the work of monitoring the
maintenance and repairs made on traction engines.
This situation leads to a reduction in engine reliability and to
interruptions in lcomotive operations. For example, the number of
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unscheduled engine repairs during the first eight months of 1979 increased
throuf;hout th~ system t:o 9.22 instanc~s per 1 million km of distance
traveled from 8.84 during the same period last year. A particularly
bad situation has developed on the Alma-Ata Railroad. Of all the fail~ares
occurring throughout the system in 1978, this railroad was responsible for
20 percent of the broken bearings, 20 percent of the gear problems and 15
percent of the armature breakdowns.
One of the questions raised at the conference concerned the cooling of
traction engines, which is at present a cause of serious danger. For
exa?1ple, the employees of the Khar'kov Institute of Transportation
Engineering conducted a study in the Zhmernika Roundhouse of the
Southwestern Railroad, where they discovered large deviations in the
cooling conditions (the air pressure was in line with the established
norms on only 36 percent of the diesel engines of the TEZ /expansion
unknown7 type. The operation of the engines when there is a limited
supply of cooling air leads to overheating with the subsequent unsoldering
of the commutator riser and the breakdown of the insulation.
The situation with regaard to diesels remains difficult. During the
TR-1 and TR-3 maintenance work the turbocompressors are not removed
i'or repairs or for the removal of soot; the exhaust systems are not
cleaned properly, and this leads to overheating and the warping of
commutators. When repairs and maintenance are done, water leaks
are noc eliminated, and as a result, the locomotive brigades must
add untreated water. All i:his has a negative effect on loromotive
reliability.
The Main Locomotive Administration of the Ministry of Railroads has re-
~~caredly directed attention to the need to adopt the most decisive
measures to ensure that all maintenance requirements are met and to
develop on a regular basis measures to improve the organization of
the repair wor.k and the operation of the locomotive stock.
However, certain managers in the field of locomotives are in no hurry
to disseminate and apply these measures. Strict inquiries should be
made of those directors who fail to ensure that the mandatory require-
mFnts are met.
Iz is important to make a comprehensive and profound analysis of the
most advanced experience accumulated in the operation of locomotives;
this analysis should be used as the basis for the organization of
maintenance and repair work. The goal should be to guarantee
reliable operation of the stock under any conditions and to increase
the durability of units and parts of machinery. We now have in the
roundhouses skilled engineers and technicians who know and love their
work. A number of railroads have established special laboratories
and reliability groups, which should be used everywhere. There is
no doubt that the people who operate and repair the locomotives know
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better t.han anyorie else the inadequacies of the equipment, and, conse-
quently they can make a significant contribution to the improvemer.* -
of the rolling stock. The engineering and technical personnel in the
roundhouses must make a decisive effort to find and use various means
to increase the operational reliability of locomotives, as
well as to increase motor capacity and the service life of equipment
units and parts.
In this work the widely-known experience accumulated in this area by .
the Belorussian Railroad can be useful. The railroad spends, for example,
an average of 0.5 million rubles on capital investment to modernize its
locomotive stock; modernization of the locomotives involves 50 or more
items. The main job of the railroad's locomotive section is to maintain
the locomotives in good repair. As of today the railroad has virtually
no train locomotives or diesel trains which have not undergone scheduled
maintenance and repair worlc.
The timely performance of all types of locomotive repair and maintenance
work imposes great responsibility on the instructors of inechanics and
on the locomotive brigades to carry out the second part of the process
of keeping locomotives in good working order, i.e., quality maintenance
work. The directive from the head of the railroad "Concerning Measures
to Improve the Quality of Maintenance Work on Locomotives" in fact
regulates the procedure for the fulfillment of ~~157 PTE /Technical Opera-
tion Rules7; it is essential to refer to this rule in order to establish
the obligations of the mechanics. Af ter this directive was issued, the
railroad carried out great organizational and educational work with its
locomotive brigades on the need for the mandatory fulfillment of the
TO-1 maintenance work.
The mechanics' instructors have each been assigned 50 brigades and
50 locomotives, which are divided into 10 smaller columns, each eon~
taining five brigades and five locomotives. A mechanic is assigned to
be responsible for each locomotive; he keeps track of thc~ condition and
maintenance of the assigned locomotive when it is in use. Every one
of the small columns consisting of five brigades carries out TO-1 .on
five locomotives. When the locomotive makes its first run aftei TO-3 and
TR-1, one of the five assigned brigades can always be called upon to
monitor the quality of the repair and maintenance work.
The following procedure has been established among the locomotive brigades.
The inspecting brigade checks to see whether the TO-1 work has been
carried out by the brigade turning over the locomotive, and the former
makes appropriate notes in the log, including an evaluation of the
quality of work performed. The mechanics' instructors also monitor the
fulfillment of the necessary work. When the loc omotive is presented
for TO-2, each mechanic must deliver it to the engineer on duty for the
TO-2 shif t. The latter will stamp on the reverse side of the speed -
chart the following: "Maintenance and TO-1 performed." Any irregulari- -
ties which are discovered are recorded in a special book, and all infor- "
mation is sent to the head of the roundhouse.
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The performance of the TO-1 is strictly monitored; every mechanic is issued
a list of the jobs involved in the maintenance of the locomotives. Every
montti the locomotive section of the railroad carries out a detailed analy-
sis of the operation of all the roundhouses. If the TO-1 maintenance
is not performed or more than 48 hours elapses between TO-2's, the guilty
mechanics are invited to the office for a discussuion. As a rule, Lhey -
are deprived of coupons.
In order to increase the material interest of thelocomotive brigades
in the performance of quality maintenance work, a bonus amounting to
20-25 percent of wages is paid. At the recommendation of the adminis-
tration of the locomotive section, this bonus is divided into two parts--
50 percent is awarded for the fulfillment of the basic indic tors of
operational work and 50 percent for the maintenance and high quality
repair work performed on the locomotives.
The railroad also carries out other measures to improve locomotive
maintenance. In order to completely eliminate the practice of allowing -
excessive mileage between service checks, the planning for each round-
house's maintenance work is carried out in a centralized manner by the
administration of the railroad. Through the planning department the
administration office assigns to the locomotive section targets for
maintenance work, labor capacity, costs, as well as a labor plan; this
is then further broken down for each roundhouse; monetary resources are
a;~pro~riated in accordance with assigned targets and labor plan. However,
pr.actice has shown that this system is not entirely convenient for the
roundhouse ; the plan is established by the locomotive section office but
is financed by a department of the railroad; as a resulC, the railroad
department every year fails to approve the wage fund to support the
number of workers necessary to meet the targets. It is true that this
year the question of centralized planning and financing by the office
of the locom~tive section has been solved, but only for the TR-3 repairs.
A desire was expressed at the conference to see this kind of system
extended to other types of repair and servicing.
The Belorussian Railroad offers specialisis in the locomotive section
broad sc ope for work in the area of improved organization and engineering ~
of maintenance. The experience accumulated by the roundhouses of this
railroad--experience which has been described many times in this _
journal--provides con~incing evidence of the signif icant economic
benefit which has been realized here.Five major roundhouses have been
provided with essential equipment (production line techniques have
been applied; oil, water and sand are fed into the work sites; all the
heavy work of replacing engine blocks has been mechanized and equip-
ment has been provided for the electrical centralization of switching
functions, etc.). This has made it possible to improve the f acilities
Eor the mai~tenance point~ and not only to virtually eliminate locomotive -
overruns, but also to set up procedures to carry out more major repairs
of locomotives and carry them out in a volume exceeding the TO-2. This
has made it possible to eliminate the practice of sending the locomotives
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to the roundhouse of registration, thus reducing the significant losses
incurred when locomotives are moved around unloaded. In this way the
roundhouse is forbidden to transport locomotives to their own bases
even for major work, i.e., unproductive runs are not permitted.
The conference participants adopted recommendations aimed at improving
the state of repair and the operational efficiency of locomotives.
They called for the broad dissemination of the experience of the
Belorussian Railway and the best roundhouses of the system (Sol'vyche-
godsk, Osnova, Zhmernika and others), which have achieved high indicators
in all spheres of work.
The attention of locomotive section directors and of officials in loco-
motive divisions of departments and roundhouse chiefs was directed in
particular ~o the need to carry out established preventive maintenance
programs for which the following are necessary: the establish-
ment of a procedure to monitor strictly the observance of deadlines for
presenting locomotives for repairs and maintenance; the systematic
examination of the causes of malfunctions and failures of major units
_ of locomotives, the filling of vacancies for locomotive mechanics
at maintenance points in order to keep the amount of work actually
completed in line with the established norms, the provision in future
plans for the development of repair bases and the training and upgrading
of the skills of those employed in this work.
In order to eliminate inadequacies in the materials and equipment it
was recommended that railroad bases should be created to produce
spare parts which are in very short supply and to manufacture large-
scale units to modernize locomotives.
Th e accumulated experience and the creative initiative of the best
collectives should be used for the essential work of i.mproving the
operation of locomotives, improving the work of locomotive brigades
and of maining locomotives in a good state of repair. The best `
experience constitutes our wealth. It must be used everywhere and to
the maximum advantage.
COPYRIGHT: Izdatel'stvo "Transport", "Elektricheskaya i teplovoznaya
tyaga", 1979
8543
CSO: 1823 END
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