DOCSLIB.ORG

Development of Mainline Electric Locomotive Engineering in Ukraine (On the Example of Diversification of Production Activity of Ojsc «Luhanskteplovoz»)

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Development of Mainline Electric Locomotive Engineering in Ukraine (On the Example of Diversification of Production Activity of Ojsc «Luhanskteplovoz») М. Ruban UDC 629.423.1.(477.62) doi: 10.12958/1817-3772-2020-4(62)-103-109 М. Ruban, ORCID 0000-0002-6396-4531, e-mail: [email protected], Manager of the Sustainable Development and Internal Communications Department JSK «Ukrzaliznytsia» DEVELOPMENT OF MAINLINE ELECTRIC LOCOMOTIVE ENGINEERING IN UKRAINE (ON THE EXAMPLE OF DIVERSIFICATION OF PRODUCTION ACTIVITY OF OJSC «LUHANSKTEPLOVOZ») Target setting. During 1988–2000 the production tric locomotives from the Novocherkassk plant in Sep- volume of locomotives of the holding company «Lu- tember 1967, the electric locomotive shop of the ganskteplovoz» decreased from 1339 to 3 sections, and Luhansk plant was reorganized into a machine-assem- during 2002 no locomotive was manufactured [30, bling one [27, p. 33]. For a long time, the fleet of pas- p. 241]. One of the measures to stabilize the economic senger electric locomotives of the USSR was replen- situation of the company was the development of indus- ished by supplies from Czechoslovakia. As rail passen- trial production of new type rolling stock in accordance ger traffic reached a critical level in the late 1970s, there with the current needs of transport. However, given the was a need to increase the number of cars and, conse- political situation, as well as the traditional focus on the quently, to increase the weight of trains. The basis of the development of rolling stock projects with internal com- passenger fleet of the USSR were six-axle electric loco- bustion engines, HC «Luhanskteplovoz» in the absence motives with a capacity of 4200–5100 kW, and traction of sustainable public investment lost its design potential forces up to 17,4 tf, which was not enough to drive 30- until privatization. As, according to official data, the car trains. In 1982, the Škoda plant created two-section wear of the fleet of electric locomotives of JSC «Ukr- eight-axle passenger electric locomotives with a capac- zaliznytsia» reaches more than 90%, the possibility of ity of 6160–7200 kW and a thrust of 25,29–29,1 tf, de- importing traction rolling stock with the prospect of fur- signed to drive heavy trains [26, p. 35; 59]. The next ther localization of production is being actively consi- stage involved the creation of single-section eight-axle dered. Hence, we believe that the analysis of production locomotives with asynchronous traction motors with a activities of railway engineering enterprises of Ukraine capacity of 7200 – 8000 kW [26, p. 211–212]. How- is relevant given the need to determine the conceptual ever, since 1989, due to the lack of convertible currency, ways of harmonizing their design and technological ba- the volume of imports of equipment began to decline sis with modern needs in the renewal of the fleet of significantly, conceptual designs of Škoda locomotives transport operators. gradually lost their relevance, and in the USSR there Actual scientific researches and issues analysis. was a need to expand the range of electric locomotives. Unfortunately, for a long time, the circumstances of In the late 1980s, the economic activity of the Pro- the development of the main electric locomotive engi- duction Association «Luhanskteplovoz» was costly, neering in Ukraine have not found their comprehensive there were significant problems with logistics, as well as coverage in domestic historiography, the only excep- reducing the cost of production. Since 1988, the Asso- tions are isolated data in the monographs of О. Buyanov ciation switched to self-financing and started measures [10], V. Rakov [26; 27], and Yu. Tsygankov-Sereb- for the introduction of new production sites [30, p. 220]. ryakov [30]. However, by mid-1989, the accumulated imbalances in The article aims to cover the historical circum- development plans were complicated by the inertia of stances of the development of the Ukrainian main elec- the spending mechanism and the lack of a clear crisis tric locomotive industry on the basis of a comprehensive recovery strategy. Wage growth outpaced its productiv- analysis of sources and scientific literature on the exam- ity by 21,1%. Since August 1988, the Association's ex- ple of diversification of production activities of the State penses exceeded its profits, and its debt to suppliers, Holding Company «Luhanskteplovoz». which was covered by loans. During 1988–1989 alone, The statement of basic materials. During 1957– wages were paid 40 times through loans. For 9 months 1967, with the beginning of the development of new of 1989, the increase in credit investments was 8,6%, products, Luhansk locomotive plant gained experience and the volume of marketable products decreased by in manufacturing the crew parts of electric locomotives 0,6% [30, p. 229-230]. Against the background of series VL8 and VL10 [27, p. 21; 33], and in 1966 at the declining demand for mainline locomotives, one of the enterprise the monomotor cart of the experimental elec- ways to stabilize the economic situation was to expand tric locomotive VL40 was created [10, p. 166-167]. the range of production. In the early 1990s, there was an Since in the mid-1960s the Tbilisi electric locomotive acute shortage of passenger electric locomotives on the plant established the supply of mechanical parts of elec- Soviet railways, and the existing locomotives produced 103 Економічний вісник Донбасу № 4(62), 2020 М. Ruban by the Škoda plant were used only on the busiest lines. electric locomotive with a capacity of 6250 kW, deve- Execution of the order for the creation of new electric lopments of the SPA «Dnipropetrovsk electric locomo- locomotives was entrusted to the NGO «Novocherkassk tive plant», which specializes in small-scale production electric locomotive plant», NGO «Elektrovozobudiv- of industrial electric vehicles [32, p. 229]. In July 1992, nyk» (Tbilisi) and PA «Luhanskteplovoz», designers of the «Program for the Development of Railway which in order to speed up the organization of produc- Transport of Ukraine», was approved, calculated till tion decided to create universal freight-passenger elec- 1998. During this time, PA «Luhanskteplovoz» had to tric locomotives of the transitional type, and later to master the production of 7 new types of rail machines, move to the development of passenger locomotives of including two modifications of electric passenger loco- advanced design. motives [30, p. 235]. At the beginning of 1991, Deputy Minister of Rail- At the end of 1992, an eight-axle two-axle two-sec- ways of the USSR B. Nikiforov within the framework tion DC electric locomotive E13 with a capacity of of the agreement concluded with PA «Luhanskteplo- 6000 kW, a thrust of 32,8 tf, and a speed of 100 km/h voz», signed an application for the creation of a single- was introduced on the Russian market developed by section eight-axle freight passenger electric locomotive SPA «Elektrobudivnyk» (Tbilisi), as well as a single- with a capacity of 6400 kW based on the crew of the section six-axle freight passenger electric locomotive of experimental locomotive TE136 with microprocessor alternating current VL65 with a capacity of 5010 kW, control and diagnostic system. Conventional serial de- a thrust of 24,98 tf and a speed of 120 km/h developed signation of the electric locomotive of alternating cur- by SPA «NEVZ» (Novocherkassk) [7, p. 117; 230]. rent was ЕL-1, direct current – ЕL-2. The annual output Alongside, the designers of the Kolomensk locomotive was to be 100 locomotives of each series. In December plant together with SPA «NEVZ» developed a project 1991 the preliminary sketch design of the locomotive of a high-speed eight-axle single-section AC passenger was defended, and in February 1992 the design deve- electric locomotive with a capacity of 8180 kW, a thrust lopment of technical documentation began. According of 24 tf, and a speed of 250 km/h on the basis of the ex- to the agreement, the completion of the development of perimental locomotive TEP80 [7, p. 237]. According to technical documentation was planned for January 1993, official data, by 2000, 50% of Russia's electric locomo- the production of the experimental electric locomotive tive fleet (more than 12 800 locomotives) was to reach EL-2 – I quarter of 1994, ЕL1 – ІV quarter of 1994. Due the age limit and be written off, while in 1993–1995 to the fundamental differences in electric locomotive alone, the annual cost of purchasing imported electric technologies at the enterprise, the creation of a new locomotives was to be USD 78 500 000 [9, p. 484; 487]. experimental production base was envisaged [15]. After completion of tests of experimental locomotives, After the proclamation of Ukraine's independence the management of the Ministry of Railways of the Rus- on December 14, 1991, the Cabinet of Ministers of sian Federation decided to limit imports with the orga- Ukraine adopted Resolution № 356 «On the Establish- nization of production of DC electric locomotives in the ment of the State Administration of Railway Transport framework of the conversion of a number of enterprises of Ukraine» – «Ukrzaliznytsia» [19, p. 8]. At that time, of the military-industrial complex [9, p. 486]. Thus, by Ukraine was considering the transition of the entire rail- the mid-1990s in Russia, there were preconditions for way network to electric rolling stock. At that time, out the formation of the domestic market of producers of of 22 700 km of highways, only 8400 km were electri- mainline electric locomotives, which finally crossed the fied. «Ukrzaliznytsia» developed a program to electrify urgency of the prospects of importing not only products 1667 km of tracks as a matter of priority. The implemen- manufactured by PA «Luhanskteplovoz» but also tation of the program was to increase the transportation SPA «Elektrobudivnyk». of goods by electric traction on average from 64,5 to On October 22, 1992, by order of the Ministry of 75%, and the transfer of 1% of freight turnover to elec- Mechanical Engineering, Military-Industrial Complex tric traction annually reduced the cost of railways by and Conversion of Ukraine, the State Enterprise 2 700 000 000 rubles in 1984 prices [19, p.
Load more

Recommended publications
  • Locomotive Market of Russia and 1520 Space Countries
    In 2007 the analytical materials of INFOLine information agency were worthily appraised by the leading European companies. In 2007 the analytical materials of INFOLine information agency were worthily appraised by the leading European companies. According to the regulations of the association, all materials of INFOLine agency are certified according to Eurostandards; this insures the quality of materials received by our customers and availability of aftersale services through additional consulting on customers’ request. Branch Research Locomotive Market of Russia and 1520 Space Countries Results of 2011 and Prognosis till 2015 . Main performance figures of railway engineering development in Russia during 2002-2011 . Business description of traction stock manufacturing companies in Russia and 1520 space countries . Dynamics of diesel-electric and electric locomotives production in Russia and other countries of 1520 space . Description of conditions of locomotives fleets of 1520 space railway administrations as well as transport companies of Russia . Dynamics and prognosis of market volume for traction stock in Russia and other countries of 1520 space . Technical specifications of the main traction stock models Locomotive Market of Russia and 1520 Space Countries Results of 2011 and Prognosis till 2015 Contents About Locomotive Market of Russia and 1520 Space Countries research........................................................................4 Section I. Description of the traction stock and railway engineering market ...................................................................9
    [Show full text]
  • Doi:10.32703/2415-7422-2020-10-1(16)-72-87
    http://www.hst-journal.com Історія науки і техніки 2020, том 10, вип. 1(16) History of science and technology, 2020, vol. 10, issue 1(16) DOI:10.32703/2415-7422-2020-10-1(16)-72-87 UDC 625.1' 62-1/9' 62-831.1 Mykola Ruban JSK «Ukrzaliznytsia» 5, Gedroitsa Ezhy St., Kyiv, Ukraine, 03680 e-mail: [email protected] https://orcid.org/0000-0002-6396-4531 Prerequisites of formation and development of mainline electric locomotives engineering at the Luhansk diesel locomotives engineering plant (1957–2014) Abstract. In the article an attempt to investigate in a chronological order the historical circumstances of the formation and development of the mainline electric locomotives engineering at the Luhansk diesel locomotives engeneering plant (1957– 2014) has been made. The circumstances of the activity of the electric locomotives workshop of the Luhansk plant (1957–1967), within which the production of crew parts and units of the legendary locomotives VL8 and VL10 for Novocherkask and Tbilisi factories have been analyzed. In the late 1980s, due to the absence of a solid convertible currency for the import of traction rolling stock from Czechoslovakia in the wake of the economic crisis of the USSR, the Luhansk plant received orders for the development and production of self-propelled electric locomotives. However, with the proclamation of the Independence of Ukraine, due to the lobbying of the new government, promising projects of Luhansk electric locomotives were rejected, and the Dnipro electric locomotives engineering plant was defined the basic enterprise for the creation of mainline electric locomotives for the Ukrainian railways.
    [Show full text]
  • Prerequisites of Formation and Development of Mainline Electric Locomotives Engineering at the Luhansk Diesel Locomotives Engineering Plant (1957–2014)
    http://www.hst-journal.com Історія науки і техніки 2020, том 10, вип. 1(16) History of science and technology, 2020, vol. 10, issue 1(16) DOI:10.32703/2415-7422-2020-10-1(16)-72-87 UDC 625.1' 62-1/9' 62-831.1 Ruban Mykola JSK «Ukrzaliznytsia» 5, Gedroitsa Ezhy St., Kyiv, Ukraine, 03680 e-mail: [email protected] https://orcid.org/0000-0002-6396-4531 Prerequisites of formation and development of mainline electric locomotives engineering at the Luhansk diesel locomotives engineering plant (1957–2014) Abstract. In the article an attempt to investigate in a chronological order the historical circumstances of the formation and development of the mainline electric locomotives engineering at the Luhansk diesel locomotives engeneering plant (1957– 2014) has been made. The circumstances of the activity of the electric locomotives workshop of the Luhansk plant (1957–1967), within which the production of crew parts and units of the legendary locomotives VL8 and VL10 for Novocherkask and Tbilisi factories have been analyzed. In the late 1980s, due to the absence of a solid convertible currency for the import of traction rolling stock from Czechoslovakia in the wake of the economic crisis of the USSR, the Luhansk plant received orders for the development and production of self-propelled electric locomotives. However, with the proclamation of the Independence of Ukraine, due to the lobbying of the new government, promising projects of Luhansk electric locomotives were rejected, and the Dnipro electric locomotives engineering plant was defined the basic enterprise for the creation of mainline electric locomotives for the Ukrainian railways.
    [Show full text]
  • Koleje Ukraińskie W 2017 Roku
    Systemy transportowe Siergiej Badionkin, Marek Graff, Michaił Kulgejko Koleje Ukraińskie w 2017 roku CS8-081 (25 kV 50 Hz) na stacji Kijów (30.04.2013 r.). Fot. M. Graff Koleje Ukraińskie to należący do państwa przewoźnik, monopo- zarówno zelektryfikowanej (3 kV DC), jak i niezelektryfikowanej, lista w dziedzinie trakcji i infrastruktury kolejowej na Ukrainie. jest równa ~134 km. W zakresie wielkości przewozów pasażer- Sieć kolejowa UZ jest zelektryfikowana zarówno napięciem 25 kV skich i towarowych, UZ zajmują odpowiednio 6. i 7. miejsce na 50 Hz, jak i 3 kV DC. W zakresie wielkości przewozów pasażer- świecie. W 2015 r. zmieniono status prawny przedsiębiorstwa skich i towarowych, UZ zajmują odpowiednio 6. i 7. miejsce na na spółkę akcyjną (100% udziałów posiada państwo). W obrę- świecie. UZ jest podzielona na 6 dyrekcji, które odpowiadają daw- bie sieci UZ znajduje się 1 648 stacji, z których największe to 2 nemu podziałowi SŻD. UZ w pierwszej połowie 2017 r. przewiozły stacje towarowe: Niżnodnieprowsk–Wuzoł (w mieście Dnipro; do 103,2 mln pasażerów oraz 166,1 mln t ładunków. Głównymi ła- 2016 r. Dniepropietrowsk) oraz Darnica w Kijowie. dunkami przewożonymi koleją to: węgiel kamienny, zboże, ruda ¡ UZ jest podzielona na 6 dyrekcji (rys. 2): żelaza, produkty metalowe oraz żywność. Praktycznie od czasów ¡ Doniecka, z siedzibą w Doniecku, uzyskania pzez Ukrainę niepodległości, UZ nie poddano znaczącej ¡ Lwowska, z siedzibą we Lwowie, restrukturyzacji, a złe zarządzanie czy wszechobecna korupcja to ¡ Odeska, z siedzibą w Odessie, czynniki znacząco zmniejszające efektywność działania UZ. Za- ¡ Południowa, z siedzibą w Charkowie, kłady naprawcze taboru (lokomotyw i wagonów) dotychczas nie ¡ Południowo-zachodnia, z siedzibą w Kijowie, zostały wydzielone ze struktury UZ.
    [Show full text]