September 2012

SPECIAL ISSUE INNOTRANS 2012

INDUSTRY REVIEW 2010-2011 | PRODUCTION ACTIVITIES 1435-1520 COOPERATION | BOGIE UNIFICATION | COMPUTER VISION UN O N - P R O F II T P AR R T N E R S H IE P U N I O N O F

• JSC • NEZTOR CJSC • CJSC • “OCTYABR” PRODUCTION ASSOCIATION • RUSSIAN CORPORATION OF TRANSPORT • VOLGODIZELAPPARAT JSC MACHINERY JSC • INSTITUTE OF NATURAL MONOPOLIES • MACHINERY AND INDUSTRIAL GROUP N.V. LCC RESEARCH • POWER MACHINES-REOSTAT PLANT LCC • VYKSA STEEL WORKS JSC • TRANSPORT EQUIPMENT PLANT • RADIOAVIONIKA JSC PRODUCTION COMPANY • “ASI” ENGINEERING CENTRE LCC • ELECTRO SI CJSC • IZHEVSKIY RADIOZAVOD JSC • “TITRAN-EXPRESS” ASSEMBLY • TIKHORETSK MACHINERY PLANT JSC (TMZV) PLANT CJSC • “ELECTROTYAZHMASH” PLANT • SARANSK CAR-REPAIR PLANT (SVRZ) JSC • ASTO (ASSOCIATION OF MANUFACTURERS • “EXPRESS” MANUFACTURING AND RESEARCH AND CONSUMERS OF BRAKE EQUIPMENT FOR ENTERPRISE LCC RAILWAY ROLLING STOCK) • “SAUT” RESEARCH AND MANUFACTURING • TRANZAS EXPRESS CJSC ASSOCIATION • ZHELDORREMMASH JSC • VAGONMASH CJSC • “RIF” RESEARCH AND MANUFACTURING • UNITED METALLURGICAL COMPANY JSC CORPORATION JSC • “ELECTROMASHINA” RESEARCH AND • ELARA JSC MANUFACTURING ASSOCIATION JSC • KIROVSKY MASHZAVOD 1 MAYA JSC • NIIEFA-ENERGO LCC • KALUGAPUTMASH JSC • RZD TRADING COMPANY JSC • MUROM RAILWAY SWITCH WORKS JSC • ZVEZDA JSC • NALCHIK HIGH-VOLTAGE EQUIPMENT PLANT JSC • SINARA-TRANSPORT MACHINES JSC • BALTIC CONDITIONERS LCC • LCC • KRYUKOVSKY RAILWAY CAR BUILDING WORKS JSC • ELECTROTYAZHMASH-PRIVOD • CONCERN UKRROSMETALL • SPECIAL DESIGN BUREAU OF TURBO- ORELKOMPRESSORMASH SUPERCHARGERS JSC • ROSLAVL CAR-REPAIR PLANT JSC • ELECTROMECHANICS JSC • OSTROV SKV LCC • CHIRCHIK TRANSFORMER PLANT JSC • “START” PRODUCTION ASSOCIATION • EUROPEAN BEARING CORPORATION JSC • “AGREGAT” RESEARCH AND DESIGN • TRANSPNEVMATIKA JSC BUREAU CJSC • ELECTROVIPRYAMITEL JSC • “INTERCITY” PRODUCTION AND COMMERCE • TRANSENERGO CJSC COMPANY LCC • URALVAGONZAVOD JSC • FINEX QUALITY CJSC • MTZ TRANSMASH JSC • “CABLE TECHNOLOGIES” RESEARCH AND • PRIVOD-KOMPLEKTATSIYA CJSC INVESTMENT CENTRE CJSC • “MILOREM” MICHURIN LOCOMOTIVE REPAIR • RAIL COMMISSION PLANT JSC • VNIIKP JSC • CARRIAGE WORKS JSC • TPF RAUT LCC I N D U S T R I E S O F R A I L W A Y E Q U I P M E N T M E M B E R S H I P

• “EXPERIMENTAL PLANT” OF THE “LENINETS” • EVRAZ LCC HOLDING COMPANY JSC • VNIIR JSC • CAR-REPAIR PLANT JSC • CHEBOKSARY ENTERPRISE «SESPEL» CJSC • KATERPILLAR CIS LCC • EPK–BRENCO BEARING COMPANY LCC • RPM GROUP JSC • TRANSOLUTIONS CIS LCC • FREIGHT ONE JSC • NOVOKUZNETSK CAR-BUILDING PLANT JSC • ASSOCIATION OF OUTSOURCING AGENTS (NKVZ) • “RUSSIAN SYSTEMS OF AUTOMATICS • TOMSKCABLE CJSC AND TELEMECHANICS” RESEARCH AND • AVP TECHNOLOGY LCC MANUFACTURING ASSOCIATION CJSC • HARTING CJSC • ACADEMICIAN SEMIKHATOV RESEARCH • LCC AND MANUFACTURING ASSOCIATION OF • SMELYANSKY ELECTROMECHANICAL AUTOMATICS PLANT LCC • CENTER PRIORITY JSC • SPC DYNAMICS LCC • LENSTROYKOM-SERVIS LCC • BARNAUL PLANT OF ASBESTOS TECHNICAL • TIKHVIN CAR-BUILDING PLANT CJSC PRODUCTS JSC • RESEARCH INSTITUTE OF CAR BUILDING • URAL INTERREGIONAL CERTIFICATION CENTER • RESEARCH INSTITUTE OF BRIDGES • KUZBASS SSC LCC • VNIIZHT JSC • NIIAS JSC • VNIKTI JSC • RDM-CONTACT LCC • TRANSENERKOM • FRITEX JSC • TVEMA CJSC • FAIVELEY GROUP • “TRANSINZHINIRING” RESEARCH AND • SUDOTECHNOLOGIYA CJSC MANUFACTURING ENTERPRISE LCC • METRODETAL • “RITM” TVER MANUFACTURING OF BRAKE • VAGONMASH PRODUCTION UNION LCC EQUIPMENT JSC • INFOTRANS CJSC • SVETLANA-OPTOELECTRONIKA CJSC • POLIVID LCC • FAKTORIYA LS LCC • OSKOLSKY BEARING PLANT HARP JSC • “DOLOMANT” RESEARCH AND • NPC "SPRINGS" LCC MAUFACTURING COMPANY CJSC • FREIGHT TWO JSC • SKF TVER LCC • ELTEZA JSC • ENERGOSPETSSTROY CJSC • URAL LOCOMOTIVES LCC • KREMENCHUG STEEL FOUNDRY PJSC • BALAKOVO CARBON PRODUCTION LCC • TRADE HOUSE OF KAMBARSK MACHINERY • SCIENTIFIC INNOVATION CENTER “WAGONS” JSC PLANT LCC • HELMOS LCC • SDS-MASH JSC • CAR-REPAIR COMPANY-1 JSC EDITORIAL BOARD

Published by Editor-in-Chief Valentin Gapanovich Senior Vice President, Chief Engineer, Russian Railways, President, UIRE

Institute of Natural Monopolies Research 2/7 bldg. 1, Malaya Bronnaya Str., , , 123104 Tel.: +7 495 690 1426 Deputy Editor-in-Chief Deputy Editor-in-Chief Fax: +7 495 697 6111 Yury Saakyan Sergey Palkin [email protected] Dr., Director General, Institute of Natural Monopolies PhD., Prof., Vice President, UIRE www.ipem.ru Research, Vice President, UIRE

Supported by

Rushan Alyaudinov Bulat Nigmatulin Union of Industries of Railway Equipment Dr., President, Ankor Bank PhD., Prof., Chairman of Board of Directors, Progress- 3, Rizhskaya Square, Moscow, Russia, 107996 Ecologia Tel.: +7 499 262 2773 David Kirzhner Fax: +7 499 262 9540 Dr., Russian Railways Yury Plakitkin [email protected] PhD., Prof., Institute of Energy Research, Russian www.opzt.ru Viktor Kureichik Academy of Sciences PhD., Prof., Honoured Science Worker of the Russian Federation, Taganrog State University of Elmar Pozamantir Radioengineering PhD., Prof., Institute for Systems Analysis, Russian Academy of Sciences Committee on Railway Engineering Nicolay Lysenko “Russian Engineering Union” Executive Director, Vice President, UIRE Oleg Senkovsky To eff ect subscription for Russian-language issue it Deputy Chief of the Cenre of Technical Audit, Russian is necessary to address to one of the partners of JSC Anton Zubihin Railways «MK-Periodica» in your country or to JSC Dr., Director General, «MK-Periodica» directly. Innovative development Center STM Pavel Sorokoletov Tel.: +7 495 672 7012 PhD., Chief Engineer, Sotelcom Fax: +7 495 306 3757 Vladimir Matushin [email protected] www.periodicals.ru Dr., Prof., Vice President, UIRE Igor Tomberg Dr., Prof., Institute of Oriental Studies, Russian The magazine has been included in the Russian Anatoly Mesheryakov Academy of Sciences Science Citation Index database. Vice President, State Secretary, Russian Railways Oleg Trudov The journal is registered by the Federal Service Deputy Director General, Institute of Natural on Mass Media and Cultural Heritage Protection Monopolies Research Control, license PI № FS77-31578 of 25.03.2008.

All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means without prior permission from the copyright owners. Managing Editor: Editor: Sergey Belov Ekaterina Shatunova Printed by «Politizdat» LLC 42/2-4, Bolshaya Semyonovskaya Str., Technical Editor: Designer: Moscow, Russia, 105094 Oleg Guryashkin Andrey Yuzbashev Circulation 1000 copies.

According to the Resolution №6/6 of 19 February 2010 of the Higher Attestation Commission’s Presidium of The Ministry of education and science of the Russian Federation, Railway Equipment magazine was included in the List of leading scientifi c magazines and editions under review.

Not for sale. CONTENTS

PARTNERSHIP EVENTS NIKOLAY LYSENKO. UIRE : 5 YEARS ALONG THE WAY OF INTEGRATION PARTNERSHIP EVENTS ...... 6 GERMAN EXPERIENCE FOR RUSSIAN RAILWAY ENGINEERS ...... 10 DIRECT SPEECH VALENTIN GAPANOVICH. INNOVATIVE DEVELOPMENT OF RUSSIAN RAILWAYS ...... 14

FORUM III INTERNATIONAL RAIL SALON EXPO 1520 AND IV INTERNATIONAL CONFERENCE "RAILWAY INDUSTRY. PROSPECTS, TECHNOLOGIES, PRIORITIES" ...... 19 SCIENTIFIC-PRACTICAL CONFERENCE "RAILWAY INDUSTRY: ENGINEERING SOLUTIONS AND DEVELOPMENT" ...... 24 INNOVATIVE DEVELOPMENT THE RUSSIAN RAILWAYS JSC MOBILE EXHIBITION AND LECTURE COMPLEX AS AN INNOVATIVE PRODUCT OF THE COMPANY ...... 28 TRENDS EVGENIY RUDAKOV. RESULTS OF THE INDUSTRIAL PRODUCTION CONDITION MONITORING BASED ON THE INDEXES OF THE INSTITUTE OF NATURAL MONOPOLIES RESEARCH (IPEM) ...... 32 ANALITICS 1520 – 1435: PROSPECTS FOR COOPERATION ...... 38 YURY SAAKYAN, NATALIA POROKHOVA. RUSSIAN MACHINERY: STATE SUPPORT IN CRISIS AND POST- CRISIS PERIODS...... 43 ILHAM GALIEV, VIKTOR NEKHAEV, VICTOR NIKOLAEV. COMPETITIVE ABILITY OF RUSSIAN RAILWAYS, ITS CONNECTION WITH DYNAMIC PROPERTIES OF FREIGHT CAR RUNNING GEAR AND THE WAYS OF THEIR IMPROVEMENT ...... 54 SERGEY F. PODUST, SERGEY S.PODUST. LEAN PRODUCTION TOOLS EFFECT ON EFFICIENCY OF NOVOCHERKASSK PLANT LLC (NEVZ) ...... 63 OLEG TRUDOV, KONSTANTIN KOSTRIKIN. LIFE CYCLE COST (LLC) METHODOLOGY APPLICATION TO DETERMINE THE PROMISING DIRECTIONS OF INNOVATIVE PRODUCT DEVELOPMENT ...... 68 VLADIMIR KUTERGIN, DMITRY TARASOV. PECULIARITIES OF PRICE FORMATION FOR INNOVATIVE PRODUCTS WITH ACCOUNT OF THE OWNERSHIP COST ...... 73 STATISTICS 77

REVIEW SURVEY OF RUSSIAN RAILWAY INDUSTRY PERFORMANCE IN 2011 ...... 84 NEW ENGINEERING PROJECTS ANDREY MARCHENKO, KONSTANTIN SOLTUS, KONSTANTIN DOROKHIN. INTO THE FUTURE - IN THE NEW RUSSIAN ELECTRIC LOCOMOTIVES ...... 87 ALEXEY TISHAEV, ALEXEY ZAYCEV. TRIPLE-DIESEL ENGINE LOCOMOTIVE CME3 ECO: WITH CARE ABOUT FUTURE...... 92 VLADISLAV MIRONOV. THE SECOND FLOOR OF EFFICIENCY ...... 95 YURY BORONENKO, ANNA ORLOVA. POSSIBLE WAYS FOR UNIFICATION OF FREIGHT CAR BOGIES, THEIR UNITS AND PARTS AT 1520 MM RAIL GAUGE...... 104 YURY IVANOV. COMPUTER VISION TECHNOLOGIES FOR THE SUPERVISION OVER OBJECTS OF RAILWAY INFRASTRUCTURE ...... 108 STANDARDIZATION VLADIMIR MATIUSHIN. THE “UNCONQUERABLE” HEIGHTS OF QUALITY ...... 114

QUALITY PARAMETERS SERGEY GAPEEV. IRIS STANDARD IS THE MOST IMPORTANT COMPONENT OF TRANSFORMATION OF RUSSIAN RAILROAD INDUSTRY ...... 120 YURY BABKOV, VALERY PERMINOV, ELENA BELOVA. INFLUENCE OF RELIABILITY AND UTILIZATION INDEXES VALUES ON LOCOMOTIVES TECHNICAL READINESS ...... 124 ABOUT THE ISSUE

The Railway Equipment magazine is the leading issue in the Russian railway industry. Established in 2008, today the magazine is published 4 times a year only in Russian so far. For all magazine’s issues editors exactly hold by its aim – impartial re- flection of Russian railway industry and manufac- turers state and development trends. Published by the Institute of Natural Monopo- lies Research with the UIRE support, the Railway Equipment quickly attained the great interest and respect from industry specialists. By 2010 the magazine obtained the scientific status. As a result, it became the general publishing venue for materi- als dedicated to scientific and technological break- throughs of Russian railway industry. Famous and influential specialists from Russia and abroad pub- lish their article on the pages of the Railway Equip- ment magazine. Besides materials about technical, economic and legal aspects of railway industry development, the magazine includes unique statistics covering the re- cent industry state. Based on official data of Russian Federal executive authorities, Russian Railways JSC and rolling stock producers, actual statistical figures are published on the quarter basis and will be interesting to the all industry enterprises. Pub- lished data includes macroeconomic figures, rolling stock production levels divided by the producers, quarter financial results of industry activities. You have in your hands the third special English- language issue of the Railway Equipment maga- zine plotted for InnoTrans 2012 International Fair. Inside you will find the information about the latest Russian railway industry and UIRE activities, the translated most interesting materials from Rus- sian-language magazine issues published after previous InnoTrans, industry activities figures of 2010-2012.

Institute of Natural Monopolies Research (IPEM)

IPEM

Union of Industries of Railway Equipment Covers of the previous Railway Equipment (UIRE) special issues WELCOMING SPEECH

Dear friends!

From the pages of the Railway Equipment maga- Russian railway industry innovative and techno- zine special issue I welcome you at the InnoTrans logical potential is made by the Union of Industries 2012 International Trade Fair of innovative trans- of Railway Equipment – UIRE, which has been port technologies. This event has traditionally been working for five years already. symbolic for all the participants of transportation In two years since the InnoTrans 2010 exhibition, process all over the world: railway companies, the level of cooperation between the Russian and manufacturers of railway equipment, carriers, ship- foreign manufacturers of railway industry has con- pers and passengers. The Russian participants lay siderably increased. The signing of the special hopes on the InnoTrans exhibition as well. (Swallow) electric trains supply contract and the The geographical position of Russia places a presentation of the first Russian EP20 double-cur- strategic challenge before its railways to implement rent electric locomotive of the fifth generation were the potential of the world economy growth. As a the marquee events of the last year. These projects transport link between Europe and Asia, the Rus- are the result of cooperation between the Russian sian railways are obliged to ensure high efficiency and foreign manufacturers and are bright indicators and reliability of traffic between the two continents. of its potential. And the development of railway industry plays an The current economic conditions and the entry of important role in this process. Russia into the World Trade Organization open new Throughout the whole global history of the rail- opportunities to the manufacturers of railway equip- way communication, Russia has been and remains ment and accessories to deepen their cooperation the advanced country in the sphere of railway and exchange of technologies. The Russian Rail- transport including creation of railway equipment ways JSC is sincerely interested in development of and accessories. Having gone through a difficult cooperation between Russian and global railway period of economic transformation, Russian trans- industry manufacturers, which will contribute to the port industry managed to maintain its scientific realisation of the global scientific and technologi- and technological potential. The innovative prod- cal capacity and solution of the problem to provide ucts presented by the Russian manufacturers at Europe-Russia-Asia traffic. today's exhibition are a symbol of Russian poten- tial and they give a chance to look into the future. Vladimir Yakunin, A great contribution to the implementation of the President of the Russian Railways JSC

special issue may 2012 5 PARTNERSHIP EVENTS

UIRE : 5 YEARS ALONG THE WAY OF INTEGRATION PARTNERSHIP EVENTS

Nikolay Lysenko, Vice President, Executive Director Union of Industries of Railway Equipment (UIRE)

In June 2007, the Russian Railways JSC, the and to determine the ideology of joint actions. Transmashholding CJSC, Machinery & Industrial The consolidation of the railway equipment and Group N.V. and Russian Corporation of Transport infrastructure components manufacturers efforts Manchinery JSC (RCTM) established the non- for the creation of the new rolling stock genera- commercial partnership "Union of Industries of tion, which has competitive advantages, high Railway Equipment" (UIRE). The necessity of its quality, safety and power efficiency were speci- establishment was caused by the following rea- fied as the Partnership mission. sons: To date, the Partnership includes 124 enter- Ŷ implementation of large-scale structural chang- prises from 34 regions of the Russian Federation, es in the Russian Railways JSC, which altered which manufacture 87% of all country rail produc- substantially the terms of interaction between the tion, and their turnover amounts to more than 5.5 producers and consumers of railway equipment; billion euros. Ŷ low investment opportunities of the separated The creation of a new rolling stock line became a proprietors and shareholders of the machinery serious technological breakthrough. One of the first complex that did not allow to satisfy even the achievements is the creation of the fundamentally minimum needs for new types of the rolling stock new locomotive, operating on liquefied gas – the and infrastructure components; GT-1 gas turbine locomotive. This locomotive is Ŷ serious obstacle to the development of railway developed for driving of heavy freight trains. It has industry enterprises because of outdated production already set a world record, which is included in the facilities, a basic assets renewals slowdown and in- Guiness World Records. Last autumn, within the troduction of new technologies that required to search framework of the international EXPO 1520 railway actively for the solution for the incipient problems. show, the gas turbine locomotive drove the long- Therefore, the necessity to create the organiza- est (2,053 m) and the heaviest (16,000 tons) freight tion that would unite the interests of the manufac- train in the world. In addition, the largest holdings turers ripened. More than 50 domestic machinery of the Partnership – Transmashholding CJSC and enterprises, scientific, engineering and innovative Sinara Group CJSC with the support of such for- organisations expressed their willingness to inte- eign partners as Alstom and Siemens have created grate. Literally from the first months of its existence, new types of railway rolling stock–electric locomo- the Partnership has shown the ability to respond tives EP20, 2ES5 and 2ES10, which have signifi- quickly to the emerging problems of the industry cant competitive advantages.

6 railway equipment PARTNERSHIP EVENTS

Fig. 1 Gas turbine locomotive GT-1

At the end of January 2012, a new plant was "During five years of its work, the UIRE has signed opened in Tikhvin to produce freight cars on the several agreements on cooperation. The new models basis of the Barber bogie, which could well be- of railway vehicles have been created. Now, the goal come one of the leaders of the domestic wagon to achieve 80% localization of foreign novelty produc- building. At the plants of the Promtractor-Vagon tion in Russia has been set. This paves the way not CJSC, Tver Carriage Works JSC, Tikhiv Assem- only for the development of railways, but also for the bling Plant "Titran-Express" CJSC (TSZ), the fam- creation of new enterprises, and, thus, new jobs for ily of the manufactured rail carriages was updat- the population of the regions of our country. ed. The manufacturing facilities were upgraded Take that competition among the chief designers substantially at the other enterprises of the UIRE of the member enterprises of the UIRE, for exam- members. This provided a good groundwork for ple. Just that very competition gave a powerful im- significant improvement in product quality, in- petus to the development of new domestic models crease of its safety and competitiveness. of the railway industry." Vladimir Yakunin, President of the Russian Railways JSC

Fig. 2 Prime-Minister Vladimir Putin at the opening of Tikhvin car-building plant

special issue september 2012 7 PARTNERSHIP EVENTS

It is worth mentioning that the Partnership reacted following projects were recognised as the most no- to the well-known crisis events of 2008 by its 80 table innovations: the GT-1 gas turbine locomotive enterprises signing of the Charter of fundamental (VNIKTI JSC), a specialised open top wagon with principles of responsible business in the field of an axial load of 27 tonne-force for transportation railway industry. According to the leading experts, of coal (VNIKTI JSC), all-purpose covered freight the actions of the Charter participants became an wagon with 25 ton-force axial load and sliding sides example for the whole national economy. One of (Freight One JSC), a vehicle for local track align- the main objectives of the Partnership is generating ment (Kirovsky mashzavod 1 Maya JSC) and sev- a system of technical regulation in the field of rail- eral other projects. way industry, creating a new regulatory framework Since 2008, the Railway Equipment magazine (a system of technical regulations and standards in has been published quarterly with the support of the this sphere), and a system of voluntary certification. UIRE. It summarises the experience of the Partner- Now, 32 UIRE standards have been already devel- ship enterprises on their way of technological reno- oped and adopted in the Partnership and 18 testing vation of manufacturing facilities and innovative centres and laboratories in the system of voluntary development. certification have been accredited. The Partnership cooperates actively with the Rus- The UIRE cooperates actively with similar inter- sian Engineering Union, in which the Committee on national organisations (UNIFE - The Association of railway mechanical engineering works. A significant European Railway Industries, AAR - Association of part in the activities of the UIRE is given to coopera- American Railroads, RST - the Institute for US sup- tion with the Federal authorities as for the formation pliers of railway equipment). Long-term agreements of the new legislative framework. The Committees on cooperation have been concluded with these or- held the public hearings and discussions of such ganisations. Federal Laws as ‘On standardisation’, ‘On accredi- One of the priority international activities of the tation of conformity assessment’, ‘On energy sav- Partnership is to implement the International Rail- ing and energy efficiency improvements’, and the way Industry Standard (IRIS) at the domestic en- amendments to the Law ‘On technical regulation’. terprises of railway mechanical engineering. UIRE The Partnership suggestions that provide for the has established strong relationships with both the acceleration of scientific and technological pro- management of the IRIS Management Centre and gress, the increase of the motivation of the manu- UNIFE. Also UIRE have already held four interna- facturers to innovative development, energy sav- tional conferences to implement IRIS at the domes- ing, improvement of quality and enhancement of tic enterprises, prepared more than 100 profession- responsibility for the technical level of the products, als (with the help of foreign teachers) and more are sent to the Government of the Russian Federa- than 1,900 ones (with the help of Russian teachers) tion, the State Duma and the Ministry of Transport. who can work with this standard. On its platform, the Partnership together with the As a result of this work, the first Russian com- Russian Engineering Union and the Russian Union pany that received the certificate of conformity to of Industrialists and Entrepreneurs carried out the the International Railway Industry Standard in April public hearings and updating of the following three 2010, was the Izhevskiy Radiozavod JSC. In 2011, technical regulations approved today: ‘On safety of the MTZ Transmash JSC was certified. the railway rolling stock infrastructure’, ‘On safety Today, more than 50 enterprises and organisa- of the railway rolling stock’ and ‘On safety of the in- tions that are planning to undergo the certification frastructure and railway rolling stock of high-speed procedures in 2012 and 2013 are involved actively railway transport’, which form the basis for further in this work. All this allows the Partnership to inte- activities not only on the territory of the Russian grate the work of the Russian enterprises into the Federation but throughout the Customs Union: Ka- European transport system effectively. zakhstan, Russia and the Republic of . In the UIRE 12 specialised committees work The implementation of proposals to amend the actively, including the committees on locomotive Tax Code of the Russian Federation as for the and wagon building, on quality and innovation, the recognition of the charges of enterprises for the Council of the Chief Designers, the Committee on development of national standards as reasonable technical regulation and others. Since that time, expenses that should be included into the cost of over 170 meetings of the committees were held, production of goods and services is a significant both separate and joint ones, which handled the achievement of 2011 which allows to increase con- problem of creating new types of the railway rolling siderably the industry participation in the work on stock, staffing issues, the questions of innovative standardisation. development, enhancement of the role of designers With the direct participation of the Partnership, of the enterprises in upgrading the model line-up of Federal Law ‘On technical regulation’ was amended high-performance machinery, development of the and, as a result, the government funding for the de- system of technical regulations both domestically velopment of regional and international standards and throughout the territory of the Customs Union. was allowed, besides, the need to create a unified For the first time in 2011, the Partnership held a national system of accreditation based on inter- competition of the best innovations in the railway national and European principles and approaches industry. To encourage the winners of the competi- was legislatively determined. tion, more than 4.5 million roubles were spent. The In line with UIRE proposals, supported by the

8 railway equipment PARTNERSHIP EVENTS

Russian Union of Industrialists and Entrepreneurs, the creation of new rolling stock components types, the amendments to the Code of the Russian Feder- and innovative technologies. ation on Administrative Violations were made, and In the future, UIRE will continue to develop the for the first time since the beginning of the reforms standards and, among other things, to support the of technical regulations, the responsibility for failure approved technical regulations of the Customs Un- to comply with the requirements of technical regula- ion in the field of railway transport; besides, it is go- tions and unfair certification has been established. ing to participate actively in the formation of the uni- Since the moment of its establishment, the Part- fied national system of accreditation. nership has also carried out an active regional poli- Today, the Partnership has already created a sol- cy. Launched in 2012, our integration Regions pro- id foundation for the innovative development of the ject received strong support among the enterprises. enterprises of the railway mechanical engineering Four regional conferences were prepared and industry and component suppliers. Coordination of conducted, the Agreement on the interaction was their activities to create the new models of railway concluded with the regional authorities of Tatarstan, vehicles, which are not inferior in their characteris- the Chuvash Republic, St. Petersburg, Rostov and tics to the best world analogues, will be the essence regions. UIRE uses the regions potential in of our work for the future.Ŷ

special issue september 2012 9 PARTNERSHIP EVENTS

GERMAN EXPERIENCE FOR RUSSIAN RAILWAY ENGINEERS

The collaborative UIRE and Siemens-Manufakturing workshop “The organization of effective pro- duction system, employment modern quality management tools and lean production technologies” took place in German city of Krefeld on 21-22 of June 2012. The aim of the meeting was the discus- sion of partnership perspectives between the German Railway Industry Association (VDB) and UIRE. Totally 63 people participated in the workshop: 56 (represented 31 enterprises) – from Russian side, 7 – from German.

The workshop program included theoretical and This facility allows to provide trials for rolling practical sections. The practical one was divided stock of any dimensions and currents with axial in two days: first day included the demonstra- pin burden up to 25 tons and running speed up tion of shop floor, which is specialized on rolling to 160 km/h. The delegation members also made stock production excluding lining and tinting. The the introductory tour on one of the trains. education welding area with approbation practice The theoretical session included the reports facilities and the final assembly shop floor were of workshop participants. It was also divided in also visited by Russian specialists. two days. First report called "Rational production On the second day of workshop its participants – Siemens production systems (SPS)" was pre- visited the Wegberg-Wildenrath Test and Valida- sented by Dr. Axel Hausmann. According to the tioncenter based in North Rhine-Westfalia Land. report, the aim of Siemens is the global employ-

Test ring T1 Length 6,082 m

V max 160 km/h

Test ring T2 Length 2,485 m

V max 100 km/h

Test ring T3 Length 1,400 m

V max 80 km/h

Test ring T4 Length 553 m Radii 50/25/15 km/h

Test ring T5 Length 410 m Gradients 40/70‰

Connecting line to DB AG railway system

Fig. 1 The scheme of the Wegberg-Wildenrath Test- and Validationcenter

10 railway equipment PARTNERSHIP EVENTS ment of SPS, which represent the structured way dustry Association – structure, goals and challeng- for “harmonious” production principles implemen- es”, which described the history, major activities tation. The offered idea means the obtaining of and events of similar to UIRE organization. VDB such working philosophy, activities spheres and (der Verband der Bahnindustrie in Deutschland) methods, which require proper personnel quali- is the main German industrial union of all railway fication, overarching 5S methodology employ- equipment producers and components suppliers: at ment, extensive production reorganization into the present day 161 enterprises are the VDB mem- impurity production system, production employ- bers. The Association was founded in 1991 by the ment of production area management and visu- merging of the German locomotive industry (VDL) alization technologies. and wagon industry (VdW) unions. However it has Dr. Ronald Perner, Director General of VDB, pre- roots dating back to 1877, the year of the German sented very interesting report “German Railway In- locomotive fabrics Union foundation.

Member companies in the German Reilway Industry Association (VDB)

General assembly Votes for: Presiding board Know-how appoints Know-how transfer transfer Management coordinates:

Topical groups Working groups

Command and control, Acustics communications and information Freight transportation systems technology Innovation and technology Electrical and airconditioning Communications components Small and medium-sized enterprises Infrastructure Surface technology Locomotives Quality and project management Passenger vehicles RAMS/LCC Service Lega; issues Environmental issues Standarts and regulations- Track switch signalling technology Certification- rolling stock technology

Fig. 2 Organization chart of VDB

Next reports were presented: “National, regional VDB and Siemens took place and it was preliminary and global DQS certification services”, “International decided to provide collaborative conference for Rus- IRIS Standard”, “MF-KRF Quality management sys- sian and German specialists in following October or tem”, “Siemens Krefeld factory projects for Russian November. The conference is planned to be dedicat- railways”. ed to actual topics of railway industry development On the workshop basis, discussion between UIRE, and Russia–Germany cooperation.

special issue september 2012 11 Heading to success together Trade representative of JSC “Russian Railways” on international markets.

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39C1 Nizhnyaya Krasnoselskaya, 105066, Moscow Telephone: +7 (495) 663-12-50 Fax: +7 (495) 663-12-51 E-mail: [email protected] www.tdrzd.com RZD TRADING COMPANY - YOUR RELIABLE PARTNER IN RUSSIA!

Contacts 39C1 Nizhnyaya Krasnoselskaya, 105066, Moscow Ph: +7 (495) 663-12-50 Fax: +7 (495) 663-12-51 E-mail: [email protected] www.tdrzd.com

Joint Stock Company “RZD Trading Company” (JSC “RZD Trade”) is specialized in international economic activities and acts as a trade representative of Joint Stock Company “Russian Railways” (JSC “RZD”) on international markets. The company supplies subsidiaries of JSC “RZD” with rolling stock, as well as with other material and technical resources. The company’s activities are certified in compliance with ISO 9001:2008. JSC “RZD Trade” has been operating in the railway industry for more than 15 years. As a result the company has obtained the reputation of a reliable and responsible partner that can offer its clients the most advantageous mechanism of cooperation and can guarantee stable and timely deliveries, as well as reliable execution of contractual obligations. JSC “RZD Trade” is the largest supplier of rolling stock for JSC “RZD”. The company provides JSC “RZD” and its subsidiaries with locomotives, multiple unit rolling stock (including electric trains, diesel trains, rail buses), passenger and freight rail cars. At present time JSC “RZD Trade” implements long- term contracts to supply modern electric multiple-unit trains Desiro Rus, freight locomotives 2ES5, 2ES10 “Granit” and passenger locomotives EP20. On the centralized basis JSC “RZD Trade” provides subsidiary companies of JSC “RZD” with more than ten thousand nomenclature positions produced both in Russia and abroad. Supplied product groups are spare parts for rolling stock, track materials, metal products and goods of machine-building industry. The partners of JSC “RZD Trade” are rolling stock repair companies, railway machine-building and transport construction enterprises, manufacturers of track materials, railway freight operators and many others. Being an authorized trade representative of enterprises forming Russian railways group JSC “RZD Trade” is actively engaged in international economic activity. The Company operates in , , Be- lorussia, Mongolia, Baltic States as well as in the countries of the Western and Eastern Europe, in China, in Guinea, in Cuba and in a number of other countries. Strategic partners of JSC “RZD Trade” are CIS national railways, large transport and manufacturing companies providing deliveries, operation, repair and maintenance of railway equipment and infrastructure. In order to promote Russian railway products and services on the markets of the Central and Middle Asia JSC “RZD Trade” has set up a subsidiary in Kazakhstan, “RZD Trading Company” Ltd. With the aim to supply wagon-repairing works, subsidiaries of JSC “RZD”, as well as other machine- building enterprises of railway industry with necessary components in 2011 there were carried out con- siderable contracts for importing freight wagons’ castings (bolsters, solebars) from China to Russia and importing track materials from Germany to Russia. Together with JSC “RZD” the Company implements large railway infrastructure projects, such as re- construction of railway infrastructure in the Republic of , development of railways in , Mongolia and in a number of other countries. Today Joint Stock Company “RZD Trading Company” is well-known for high competence, efficient business processes and reliable relations with producers and consumers of railway products in Russia and abroad. DIRECT SPEECH

INNOVATIVE DEVELOPMENT OF RUSSIAN RAILWAYS

Valentin Gapanovich Senior Vice President, Russian Railways JSC, President, Union of Industries of Railway Equipment (UIRE)

Globalization processes and changes in the traditional world economic ties make Russian Federation to face a problem of rational use of its unique geographic location and rich transit potential. In the present-day economic conditions, creation and implementation of innovative technologies offer a huge resource for improving efficiency of the railroad business, and enhancing the importance and competitive advantages of the railways. The innovative activities of the Russian Railways, which cover almost all operational fields and promote expanding of the market potential of the Russian Railways, are integrated into the company’s business development strategy. Changes in the scientific, technical and technological development of Russian Railways JSC, the country’s machine-building complex, and the results from realization of innovative development have motivated the need for elaboration of the company’s innovative development strategy by 2015, as well as for development and approval of the Program for the company’s innovative development by 2015 by its Board of Directors. The program envisages realization of 12 main lines of activity and contains a set of measures aimed at the development and implementation of new technologies, world- class innovative products and services, and measures to encourage innovative development in key industries of the Russian Federation.

SECURITY MEASURES functional systems for train operation control and supervision, based on microprocessor software Due to one of the key lines of the “System for and hardware complexes meeting high safety control and ensuring safety of train operation” the standards, including relevant international stand- transition to intellectual railway transport is real- ards. Top management of Russian Railways JSC ized, with preserving integrity of control in every has set a goal to improve substantially the qual- link of the traffic process and for ensuring the ity control functions, as regards performance of necessary degree of safety in train movement. technological processes at all of the three lev- Speaking of a complex for dispatch train move- els of dispatch control and increase information ment control at Russian Railways JSC, we should integrity through abandoning the practice of its note that its further development is connected manual input and formation. The set of goals also with elaboration and implementation of multi- includes development of integrated diagnostics

14 railway equipment DIRECT SPEECH systems that combine means of detecting and We cannot fail to mention the program for de- forecasting the status of technical infrastructure velopment of line dispatch transportation control and rolling stock. systems (Fig. 1), which are entrusted with the Today particular attention is paid to the devel- task of coordinating car traffic volumes, a task opment of the third stage of control technologies of incredible difficulty when one has to deal with which can be referred to as intellectual to the full- rolling stocks, which are all private now. A spec- est extent because of decision support systems tacular example of that are transport control cent- that cannot be implemented without emergence ers in Oktiabrskaya, Yuzhno-Uralskaya and Sev- of a new generation of information and controlling ernaya Railways which are equal to their foreign systems. counterparts in terms of functionality.

St.Petersburg 2016

Yaroslavl (North) Moscow 2016 2013 (Sverdlovskaya) 2014 Samara (Kuibyshevskaya) (Western Siberian) Irkutsk Cheliabinsk 2013 2015 (Eastern Siberian) Khabarovsk 2012 2015

AVERAGE SPEED OF CARGO DELIVERY -+16,8% against the 2010 figure SHARE OF CONSIGMENTS DELIVERED WITHIN SET TIME LIMIT +5 pp by 2010 REDUCED SPECIFIC ENERGY CONSUMPTION FOR TRACTION: Rostov-on-Don For electric traction - by 3,1% (North Caucasian) For diesel traction - by 6,5% 2015 AVERAGE DAILY PERFORMANCE OF ALOCOMOTIVE IN FREIGHT SERVICE MUST EXCEED 2,000 ton-kilometer gross/day.

Fig. 1 Development of line dispatch transportation control systems by 2015

Satellite technologies have become an impor- ian complex. The system will allow dispatchers tant component of systems for control and safety. to control more than two thousand objects at the Nowadays, our company changed from applica- same time, with more than one hundred of them tion of their particular elements to end-to-end in- being mobile objects. novative technologies for the enterprises of the One of the most important tasks of the inte- railway transportation industry. In Russian Rail- grated system is ensuring functional security ways JSC they are considered not only as one of with account of a set of possible conflicting situ- the elements in the structure of intelligent trans- ations. The logic of computer intelligence allows port, but also as a national goal of creating an its memory to keep thousands of data fragments, assured and stable market of domestic consum- including routes of all trains on a particular day ers for the GLONASS system. More than 12,000 and peculiarities of their admission to railways GLONASS/GPS satellite navigation devices have with account of infrastructural limitations. Along been installed on locomotives and railway rolling with traffic safety, transportation and information stock. Based on these technologies, now we con- safety must be ensured as well. trol more than 450 passenger trains, track test cars, all fire-fighting trains and wrecking trains, IMPROVING THE SYSTEM OF rail-grinding machines and other equipment for DIRECTING TRAINS track repairs. We have also created a new product – the “Au- The task of optimizing train operation is performed todispatcher”, an automatic dispatching system in combination with one of the most effective ways for traffic control, designed to ensure high reli- of energy-saving – the transfer of passenger trains ability and safety in passenger transportation. to optimal schedules. By results of this year’s work, The system is integrated with GSM-R digital 1,200 passenger trains have been shifted to opti- communications lines, GLONASS satellite navi- mal schedules in all major areas of Сentral Russia gation system and the ITARUS-ATC Russian-Ital- and to Novosibirsk. Just by the first half of 2011

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8.9 million kWh were saved due to energy-saving One of the key lines of activity of train move- measures with automatic driving systems and en- ment control improvement is represented by deci- ergy-saving schedules implementation. The task sions to implement energy-effective schedules of for the next year is to shift main diesel-operated freight trains (Fig. 2). Experiments conducted in train movement to Vladivostok and from Vologda the spring of 2011 in the Yuzhno-Uralskaya Rail- to Vorkuta to similar schedules. More than 2,100 way have unambiguously confirmed the effective- locomotives have been equipped with universal ness of this technology. automatic driving systems to enable such energy- saving schedules.

ACS “POLYGON”

ELBRUS SYSTEM PLANNER AND AUTOMATIC DISPATCHER ACS “STATION” (ITAUR) SOFTWARE AND HARDWARE COMPLEX Making up a daily Planning the work of a station energy-efficient schedule Shift and daily planning Dispatch control Dispatch control

Daily Daily plan The planned volume Automated building of transportation energy- SIGNAL-L of work efficient with trains of a schedule chart schedule at a station SIGNAL-BRIG Making up a schedule Automated control of station activities IOMM (ZON)

Planned limitations (breaks, repairs) ACS-T Building GIRS

Daily Adjustments Performance Adjustments GIRS Adjustments schedule by results of by results factual by results figures of analysis daily/shift plan of analysis data of analysis

KASAT Analysis of work in a specific line

(Kolchedan) Petropavlosk Isilkul Vkhodnaya (W-Sib)

Kurgan Fig. 2 The system for planning and controlling train traffic volume in polygons of the railway network, based on energy-efficient schedule for freight train movement.

The next stage of development for control of sched- ing; the policy ensures reduction of transport costs ule-based train movement should be the ACS “Poly- and fund-raising for development purposes, includ- gon” system, which is currently under development. It ing development of other industries of the national is based on the daily energy-saving train movement economy. It does not only allow the state, enterpris- schedule, for which allocation of hauling resources es of the industry, and investors to feel the financial and works of technical stations are planned. impact, but also helps to accelerate the social and economic development of Russia. INNOVATIVE PROJECTS The company has approved the Program for in- novative development based on further strengthen- Creation and implementation of innovative technol- ing of scientific and technical cooperation with insti- ogies is a tremendous resource for improving busi- tutions of higher education, the Russian Academy ness efficiency, importance, and competitiveness of of Sciences, research organizations, state corpora- railways. Due to the Russian Railways’ policy of in- tions, and leading domestic and international man- novative development, the productive, technical, and ufacturers. Much attention is paid to such lines of economic efficiency of railway transport is increas- activity as forming and ensuring continuous educa-

16 railway equipment DIRECT SPEECH tion process to train railway personnel and educate trains through the same railroad segments with the the younger generation. weight exceeding by 150% the train tonnage stand- In 2011, R&D funding volume have increased by ards established for the existing three-section VL11 21% as compared with the previous year’s figure electric locomotives. In addition, the life-cycle cost of (up to 5.7 billion rubles), which makes 0.46% from 2ES10 locomotive is 21% lower than that of VL11. the planned revenues. In the long view, it is planned Operation of 2ES10 locomotives by multiple-unit to raise this figure up to 1% by 2015. system allows excluding chances for the "fracture" of The need for optimization of the transportation tonnage freight in their passing the Urals mountain economy along with stricter technical and mainte- ridge, and accelerating movement of heavy trains in nance requirements to the rolling stock determine one of the most cargo-intensive lines, Kuznetsk Ba- the trend of further development for this economic sin–Northwest. Certification trials currently underway sector. For example, transition of autonomous trac- confirm excellent engineering performance of new tion to gas-based technologies is promoted by the electric locomotives. first world’s line-haul freight gas turbine locomotive We also continue our cooperation with Siemens GT1 with a capacity of 8,300 kW. This locomotive’s LLC in development and supply of 38 Lastochka life-cycle cost is almost 20% lower than that of a electric locomotives based on the Desiro platform. main-line diesel locomotive. Meanwhile, noxious The peculiarity of this dual-system locomotive is emissions of the gas turbine are more than 5 times safe operation in the alpine mode with ruling gradi- lower than regulatory requirements for diesels ents up to 40%, which far exceeds the requirements specified in the corresponding EC directive, and the implemented in European countries. ambient noise level complies with requirements of We have signed an agreement to create an engi- state standards. In 2010, the gas turbine locomo- neering center for development of multiple-unit roll- tive took an operational run of 5,000 km with trains ing stock; the main task of this center is ensuring ranging in weight from 7,000 to 9,500 tons, and in successful transfer of technologies. 2011 it was sent to the to continue We have created a number of engineering cent- in-service testing. ers for freight wagon construction. Such companies Another example of implementing innovative as Tatravagonka JSC (Slovakia) and Knorr-Bremse technologies in cargo traffic is the organization of AG (Germany) participate in our joint projects in movement of 6,000-ton freight trains over the test- creating new freight rolling stock. ing ground from the Kuznetsk Basin to Vanino port With participation of Russian Railways JSC and with the use of Vityaz diesel locomotive with asyn- Tikhvin Car-Building Plant, and in cooperation with chronous motor. The use of these locomotives will our American partners, new models of freight wag- ensure operation of heavy trains along the whole ons have been developed. length of the Baikal-Amur Mainline. Together with Siemens LLC we are working to It should be acknowledged that by the number create an engineering center to develop modern of lines, modern foreign-made railway equipment systems for railway yard control automation, and is considerably superior to their Russian counter- we are working on modern automation and teleme- parts. To overcome this technological gap, much chanics systems in cooperation with Bombardier. attention is paid to transferring newest foreign tech- Today, we continue implementation of innovative nologies. Co-development projects of Russian Rail- technologies and technical solutions for infrastruc- ways JSC, foreign and domestic companies allow ture. The most crucial infrastructural object is the to create new models of rolling stock with world- railway track. Implementation of new technologies class performance ratings. in railway track system allows prolonging the oper- For example, in cooperation with Transmashhold- ating life of superstructure and road foundation, and ing CJSC and Alstom Transport we have developed reduce life-cycle cost while improving safety. a dual-voltage fast electric passenger locomotive of Emergence of new technological tasks in the work a new generation – the EP20, with the maximum of railway transport, shifting freight train movement range increased by 250% in comparison with ex- to firmly established schedules, including in large isting models. In December 2010, a production grounds, and creating a transportation system for or- prototype of the locomotive was manufactured; it ganization and holding of the Olympic Games in is currently undergoing check-out testing. It is ex- required a new innovative approach to development pected that the production of 200 locomotives will of systems for control and ensuring traffic safety. be organized until the end of 2020. In the first place, it is the automated system Besides that, electric locomotive 2ES10 “Granite” for high-speed traffic control implemented in the created in cooperation with Siemens LLC at the fa- St.Petersburg–Moscow line. Another novelty, cilities of Ural Locomotives LLC in the town of Verkh- which is already in operation is the automatic setup niaya Pyshma, Sverdlovsk Region is a new step in of routes and transmission of data for the automatic domestic freight locomotive construction. The use of driving system over the radio. asynchronous traction and a number of other inno- Satellite technologies are more and more widely vations allowed us to create a locomotive with brand used in the railway network. Even now, they allow new performance characteristics. For example, the to organize the work with the rolling stock, receive, experimental run with a train of 9,000 tons in Sverd- and supervise repairs of railroads. Today all new lovsk Railway showed that the experimental three- locomotives are equipped with diagnostics sys- section electric locomotive 2ES10 can take freight tems that allow controlling the work of locomotives

special issue september 2012 17 DIRECT SPEECH

throughout the entire network with a variety of pa- high-speed railway traffic. In addition to existing rameters. fast and high-speed lines, it is planned to upgrade Another new trend is the creation of a single spa- a number of existing regular lines to allow increas- tial model of railway infrastructure. This direction ing train speed to 160-200 km/h, and also update acquires a particular relevance in connection with lines to organize faster movement of trains with development of fast and high-speed traffic. average speed of 70-90 km/h. It is also planned According to expert estimates, the economic ef- to organize passenger transportation between air- fect after implementation of this in the main lines of ports and cities hosting events of the 2018 World the country’s railway network can exceed 5 billion Cup. Within the framework of the Concept, we rubles a year. have determined the required rolling stock to en- sure such transportation. INNOVATIONS IN THE FIELD OF FAST One of the key elements of innovative develop- AND HIGH-SPEED OPERATION ment is a corporate system of vocational guidance, scientific and technical information, and exhibition Innovative development of Russian railways is activities. A fundamentally new line of activity in impossible without implementing the Program for this area is the creation of a mobile exhibition and development of fast and high-speed transportation lecture complex (MELC) of Russian Railways JSC, areas, the main result of which for the present day designed to display achievements of the company’s is putting high-speed “” trains into commer- innovative development both throughout the railway cial operation. Opening high-speed passenger ser- network of Russia and abroad (onwards in the is- vice on the St. Petersburg–Helsinki line on Decem- sue you can find particular article dedicated to the ber 12, 2010 determined a new level of international MELC). The MELC demonstrates not only railway passenger service between Russia and Finland. innovations or innovations that are directly related In the course of realization of the innovation pro- to transportation, but it also displays universally ac- gram, the primary railway ground and strategic knowledged achievements of progressive mankind. guidelines for development of high-speed traffic in The complex completed its first tour from August to Russia have been determined. October 2011. The primary railway ground for high-speed traf- The models exhibited in the train demonstrate fic is a dedicated railway line in the Moscow– the evolution of railway equipment – from the St. Petersburg Railway. In the future, it is planned to Cherepanov brothers’ engine to modern locomo- develop high-speed railway network in the strategic tives. The train’s exposition also features full-scale direction East–West through Moscow, with speed specimens including a solar cell battery, a number of running set at 350 – 400 km/h. of LED-based devices, and products made with the By the order of the Government of the Russian use of nanotechnologies. Federation we have developed a Concept of mod- Finally, we would like to point out that technologi- ernization and development of railway infrastruc- cal modernization and innovative development of ture with account of construction of dedicated railway transport, including realization of programs high-speed railways to organize passenger trans- for energy and resource saving, is seen as a rel- portation during the World Football Championship, evant national task for today, and solving it requires which has been reviewed and approved at the a complex approach and suggests private and state meeting of the scientific and technical council of partnership to give the country’s economy an inno- Russian Railways JSC on June 15, 2011. In ac- vative boost. Joint action by state companies, pri- cordance with this Concept, we have made cor- vate business, federal, and regional authorities will rections to the plan for development of fast and allow us to cope with this task successfully.

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III INTERNATIONAL RAIL SALON EXPO 1520 AND IV INTERNATIONAL CONFERENCE "RAILWAY INDUSTRY. PROSPECTS, TECHNOLOGIES, PRIORITIES"

The III International Rail Salon EXPO 1520 took last two years, and this is the equipment that can place in Moscow Region in Shcherbinka on 7-10 become the future of railway transport", President September, 2011. It has become traditional inter- of Russian Railways JSC Vladimir Yakunin reported national venue for demonstration of brand-new rail to the guests of the Salon and the conference in his equipment. The Salon has rightly gained the high congratulation. evaluation among participants and visitors of exhi- The Chairman of the Transport Committee of bition that numbered up to 14.5 thousand people in State Duma Sergey Shishkarev, the Governor of 2011. 417 sectoral companies from 25 countries of Sverdlovsk Region Aleksandr Misharin and other the world took part in the Salon, 68 units of operat- representatives of state authorities, transport engi- ing equipment were presented. The main purposes neering enterprises and scientific communities also of the Salon were the rapprochement of the manu- participated in the event opening. facturers and consumers of equipment, creating of conditions for closer cooperation of engineering MAIN SUBJECT – RAILWAY TRANSPORT enterprises in the sphere of quality improvement DEVELOPMENT and competitiveness on the world market as well as demonstration of latest achievements of the branch. The work of the Salon started from plenary discus- The IV International Conference "Railway Indus- sion "The railway transport development in context try. Prospects, Technologies, Priorities" took place of Russian economy modernization", where Presi- under the Salon program for two days, within which dent of Russian Railways JSC, Vladimir Yakunin, 891 delegates and 60 speakers took part. The main subject of the conference was discussion of the role of railway engineering in the development of Rus- sian economy. Under this subject, there were con- sidered the issues of stimulating of modern rolling stock manufacturing, ensuring of development of Russian regions by means of railway engineering, prospects of new rolling stock improvement, issues of saving manufacture implementation, increasing of energy efficiency and technological regulation on railway transport. "Over 50 units of new railway rolling stock were shown to the participants and guests. This is the re- sult of what was made by Russian engineers for the

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President and Chief Executive Officer of Siemens kinds of locomotives and rolling stock are already AG, Peter Löscher, Chairman of the Transport created, it is necessary to construct new separate Committee of State Duma of the Federal Assem- lines. bly of the Russian Federation, Sergey Shishkarev, The President of Sinara Group CJSC, Dmitry President of Alstom Transport, Henri Poupart La- Pumpyansky, in his turn notified that due to upgrad- farge, Governor of Sverdlovsk Region, Aleksandr ing of the rolling stock by Russian Railways JSC Misharin, Deputy Minister of Industry and Trade of and development of domestic transport engineer- the Russian Federation, Vladimir Salamatov, Dep- ing in general the equipment manufacturers have uty Minister of Transport of the Russian Federation, possibility to plan creation of new locomotives using Nikolay Asaul, President of Sinara Group CJSC, best foreign technologies. Dmitry Pumpyansky, participated. In the end of the plenary discussion President of The President of Russian Railways JSC Vladimir Russian Railways JSC, Vladimir Yakunin, President Yakunin notified in his report that an advanced de- of Sinara Group CJSC, Dmitry Pumpyansky, and velopment of infrastructure is required in present Chairman of the Board of Directors of Siemens AG, economic conditions to resolve the tasks of inno- Peter Löscher, entered into the contract on delivery vative development of transport and economy in of Lastochka electric trains. The document provides general. As he said, the responsibility for resolving for the execution of the delivery of 1,200 Lastochka of this task should be extended not only over the electric trains (Desiro RUS type) for RZD from 2015 companies with state participation, but over all par- to 2020. There has been also defined the formula ticipants of transport market as well. of prices indexation since 2012. General contract He also declared that geo-political position of cost amounts to more than 2 billion euros. During Russia allows it to claim the important role in world 2015, "Ural Locomotives LLC" LLC shall produce economy and that is why there is a necessity of 30 five-vehicle electric trains. They assume that first more active use of this potential. However, one of the localization depth shall amount to 35%, and ac- the problems of the industry is aging of the signifi- cording to contract execution the level of localiza- cant part of technical means of the infrastructure tion shall be brought to the amount of 80%. In coop- and rolling stock. Vladimir Yakunin also notified that erative deliveries of components the participation of for the last years Russian Railways JSC managed 80 enterprises of Russian industry is planned. to reduce the tendency of production facilities wear There was also decided to establish a training by means of upgrading and development of railway centre on the basis of the largest higher educational transport at the assignment and with the support of establishments of the Ural region to prepare engi- state administration. neers for transport engineering. "With reference to "The share of Russian Railways JSC in basic the plans of localization of components production assets of the country is 7.3%, the maintenance of the number of employees involved in engineering which requires respective investments. In 2009– cluster of Sverdlovsk Region can be increased 2011 the contribution of Russian Railways JSC in by 10 thousand of highly qualified specialists", – GDP of Russia will amount to 1.9%. At these cir- D.Pumpyansky notified. Moreover the Sinara Group cumstances, the company ensures 3.4% of the and the company Siemens AG agreed to long-term whole volume of investments in Russian industry", training of 500 Russian specialists in Germany the head of Russian Railways JSC underlined. within four years that would renew domestic engi- Vladimir Yakunin considers that in the first place neering school. there is the need in cooperation of state, industrial In addition, UralVagonZavod JSC scientific in- enterprises and transport business to ensure the dustrial corporation" and Freight JSC two achieved stable development of railways infrastructure and preliminary agreements for delivery of 40 thousand production resources of regions. He said that Rus- units of rolling stock in the amount of 126 billion rou- sian Railways JSC is interested in development of bles. In September the companies plan to enter into regional industrial centres as carriers and largest a contract on annual delivery within four years of 10 consumers of domestic products, including prod- thousand units of rolling stock. ucts of world transport industry world located in Russia. The Governor of Sverdlovsk Region Aleksandr PROCEEDINGS OF THE CONFERENCE Misharin declared in the process of the meeting that a cluster of railway engineering would be created in Further conference proceedings consisted of Sverdlovsk Region. It involves 40 enterprises with discussion arrangements the centre of which were over 70 thousand personnel. "The production of 13 panel discussions "The Role of Railway industry in new kinds of cars has already been launched", the Russian Regions Development" and "Production of Governor notified. New Rolling Stock: Prospects of Development". The Chairman of the Transport Committee of the Under the chairmanship of Vice-President of State Duma Sergey Shishkarev notified that the re- Russian Railways JSC Valentin Gapanovich in the pression of economy development and decrease of panel discussion "The Role of Machine Building in safety level at different transportations occurs due Russian Regions Development", Director General to aging of capital stock. As at the moment the new of Institute of Natural Monopolies Research (IPEM),

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Yury Saakyan, CEO of Mobility Division, Vice Presi- dent, Siemens AG, Hans-Jörg Grundmann, Presi- dent of Alstom Transport, Henri Poupart-Lafarge, first deputy Governor of Rostov Region Aleksandr Nosov, and Director General of UralVagonZavod industrial corporation JSC”, Oleg Sienko, took part. The key subjects of discussion were the role of rail- way industry in ensuring of industrial growth and stable economic development of Russian regions, issues of railway equipment manufacturing. There were discussed the issues of creating new models of rolling stock with improved technical and operative characteristics, prospective approaches to upgrading of the rolling stock by means of mod- ernization and localization of manufactures, im- plementation of advanced technologies with the purpose of satisfaction of present transport market demands during the panel discussion "Production of New Rolling Stock: prospects of development" Olympic Games in Sochi. Such electric locomo- under the chairmanship of Deputy Head of the tech- tives are more powerful on the one hand and on the nical policy department of Russian Railways JSC, other hand are less expansive as for their technical David Kirzhner, and Technical Director of Trans- maintenance and scheduled repairs. mashholding CJSC, Vladimir Shneidmuller. At the Those were followed by legends and innova- panel discussion they also spoke about necessity tions of Russian locomotives construction – recon- to upgrade and to modernize the construction of structed steam locomotives, modified and newly passenger carriages and possibility of equipment developed electric and diesel locomotives. Special of all locomotives with brand-new navigation sys- attention was paid to veterans of railways – the tems. In discussion proceeding Director General steam locomotives, they were of no less interest of Institute of Natural Monopolies Research, Yury to the visitors that new developments. They in- Saakyan, the chairman of the Board of directors of clude the freight steam locomotive of EU series Tatravagonka JSC, Aleksey Belyaev, Managing Di- (had been built from 1912 to 1957), 11,000 units rector for CIS of Alstom Russia, Bernard Gonnet, Managing Director of RUSNANO JSC, Konstantin Demetriu, Deputy General Director of technical development of JSC Freight One, Sergey Kaletin, Vice-President of Siemens AG, Dietrich Möller, Chairman of the Board of Directors of Tikhvin Car- Building Plant JSC, Igor Tsyplakov, and Deputy General Director of UralVagonZavod JSC, Andrey Shlensky.

RAILWAY EQUIPMENT PARADE

Railway equipment parade is a unique format of demonstration shows of rolling stock: locomotives of domestic and joint venture manufacturing could show their technical capabilities. The parade was opened by first show of electric locomotive EP-20 produced by Novocherkassk Electric Locomotive Plant LLC (NEVZ) in coopera- tion with French company Alstom Transport. Pres- entation of first in Russia dual-engine electrical lo- comotive of EP-20 generation, operational speed of which is up to 200 km/h, made great impression on the Salon visitors. The supply agreement for 200 electric locomotives EP-20 was signed by JRussian Railways JSC and Transmashholding CJSC in May of 2010. First passenger electric locomotives of the first series will be received by railways already in 2012. Certainly, in the first place the deliveries of such locomotive are interesting for serving the

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km/h. Also there were presented the freight elec- tric locomotive of 2ES10, passenger diesel loco- motive of TEP70B series, freight electric locomo- tive of 2ES4К series, freight diesel locomotive of 2TE25А series. The show was accomplished by gas turbine locomotive GT-1: the first in the world gas tur- bine locomotive that operates on liquefied gas. The participants and guests of EXPO 1520 were shown the longest and the heaviest train with unit draft in the world, driven by GT-1. The length of record long train is 2,053 meters; the weight is 16 thousand tons. With this indication GT-1 is al- ready registered by the Guinness World Records. The first section of gas turbine locomotive is a reservoir with the fuel; the second is the turbine and power plant. Such locomotive allows reach- ing the unbelievable capacity (8.3 MW) and to drive a train of 18 thousand tons, which is the world record for single locomotive. The Salon visitors could see how much is that with their own eyes – GT-1 drew 180-car train around the circle, the running of which took about seven minutes. A new world record was established in front of the Salon participants. Among other first shows it is noteworthy to mention the presentation of experimental model of shunting diesel locomotive TEM-TMH, pro- duced by engineering plant CJSC BMZ (a part of Transmashholding CJSC). It com- prises a range of technical innovations used not of which were produced, freight locomotive of L only in Russia, but also in Europe. In particular, series (had been built from 1945 to 1955) in line they applied the composition modularity that al- of 4,199 unites, and passenger steam locomo- lowed installing the tower drivers’ cabin and low tive P36, one of 251 units built from 1950 to 1956. nose compartment. The shunting diesel locomo- However, if the railwaymen cannot be surprised by tive TEM-TMH is equipped by electric transmis- steam locomotives of E and L series, P36 which sion of alternating and direct current, electronic arrived from Zlatoust was met with storm of ad- control system, synchronous traction Siemens miration, because that is the legendary steam lo- Drasov and engine Caterpillar 3512B DITA (or comotive, the most perfect and recent model of 3508 B DITA) with the capacity of 1455 kW (or domestic steam locomotives construction. The 970 kW). Locomotive is developed in coopera- very steam locomotives ran with Red Arrow up to tion with Czech company CZ LOKO is meant for the year 1957, having made the schedule faster, heavy export and shunting works at the 1520 from 11 hours to present 9, driving at speed of 120 mm territory with the speed of 100 km/h.

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COOPERATION WITH THE INTERNATIONAL UNION OF RAILWAYS

The International Union of Railways (UIC) is one Expansion of access on the market of the in- of the leading international nongovernmental or- ternational passenger and cargo communications. ganizations, created in 1922 and having headquar-  Developing interoperability of the infrastruc- ters in Paris. ture and rolling-stock between railways of different The Russian Railways JSC ranked among found- standards. ers of the UIC. However, in connection with the Developing high-speed rail. World War II and the subsequent division of Europe Improving traffic safety and security. on two blocks, participation of the Russian Railways Decreasing environmental contamination. JSC in the UIC has been stopped. The most progressive international standards in- At the beginning of the twenty first century, the troduction in the field of quality (first of all, the IRIS output of the Russian Railways JSC on new mar- standard) in cooperation with UNIFE. kets, participation in large international investment The Russian Railways JSC realizes consistently projects, as well as an indispensability of progress the coordinating role which is directed on level- of relationships with other railroad companies of the ling of balance of interests of the European and world have demanded restoration of a full member- non-european members of the Organization. So, ship of the Russian Railways JSC in the UIC. on July, 9th of current year, the president of the At the 68th session of General Assembly of the Russian Railways JSC Vladimir Yakunin has been UIC passed on June, 12th, 2006 in Montreal (Can- nominated to the UIC chairman for next 2 years by ada), all members of the UIC unanimously had ap- the decision of the 80th session of the UIC General proved the entry of the Russian Railways JSC into Assembly. the Organization as the full member. UIRE sincerely congratulate Vladimir Yakunin on this nomination and consider, that his activity in the UIC will raise the railways competitiveness. The official nomination of VladimirYakunin for the UIC chairman will take place on the 81st session of General Assembly (on the 12th of December, 2012, in Paris).

Fig. 1 Vladimir Yakunin and Jean-Pierre Loubinoux are greeting each other at the XII International Rail Business Forum "1520 Strategic Partnership" At present time, the Russian Railways JSC is a member of three key directing bodies of the UIC – Executive Council, Asian and European Regional Assemblies. Being the founder of non-commercial partnership “Union of industries of railway equipment” (UIRE), the Russian Railways JSC together with the indus- try aspires to realize, within the limits of participa- tion in the UIC, following objectives: Acceleration of technical progress and techno- logical rise of the railway transport.  Assistance to introduction of high technolo- gies and the best practice on the Russian railways.  Realization of strategic priorities of the Rus- Fig. 2 Valentin Gapanovich and Henri Poupart-Lafarge at the XII sian Railways JSC international activity. International Rail Business Forum "1520 Strategic Partnership"

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Vladimir Yakunin, President of Russian Railways JSC SCIENTIFIC-PRACTICAL CONFERENCE "RAILWAY INDUSTRY: ENGINEERING SOLUTIONS AND DEVELOPMENT"

On April 25th, 2012, in the Renaissance Moscow Hotel, the scientific-practical conference devoted to the state and development prospects of Russian railway industry was held. The event was organised by the non-commercial partnership Union of Industries of Railway Equipment (UIRE) with the support of the Institute of Natural Monopolies Research (IPEM).

The conference was attended by about 300 industries provide development and functioning people: managers, leading technical specialists of the Russian railways," - said Vladimir Yakunin. of the enterprises that manufacture railway rolling He also stated that the Russian Railways JSC has stock and its components, representatives of the to be engaged in uncharacteristic for its activity, State authorities and expert and scientific com- namely in carrying out in-depth diagnostics of the munity. supplied products, including new ones. In his opin- The aim of the conference was to exchange the ion, it is the manufacturer who should be respon- views among the industry experts, form the bench- sible for the quality and safety of the product and marks in the sphere of development and implemen- its components, and this principle should be built tation of new engineering developments, and iden- into the price that determines the operating costs tify the key trends in technological development for throughout the entire life cycle. "We have already the medium-term prospects. agreed that the manufacturing companies will take In his welcoming speech, Vladimir Yakunin, the locomotives on after-sales service," - he added. President of the Russian Railways JSC, made spe- The head of the Russian Railways JSC also em- cial mention of the UIRE work aimed at improv- phasised that currently the main task of the Russian ing the quality of railway equipment and infrastruc- railway industry is the creation of modern competi- ture and underlined that "rail transport is of great tive rail industry. First of all it concerns power roll- importance to the economy of Russia." "Nineteen ing stock.

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Valentin Gapanovich, Senior Vice President of Russian Railways JSC, President of UIRE

Then, the floor was taken by Valentin Ga- Ŷ increase of rehandling in the main marshalling panovich, Senior Vice President of the Russian yards; Railways JSC, President of UIRE. In his presenta- Ŷ increase of average speed of traffic of expe- tion, he highlighted the main directions of intensi- dited freight trains and passenger trains. fication of the use of railway infrastructure up to He also drew attention to the necessity of exist- 2020, which consists in: ence of the power rolling stock in accordance with Ŷ introduction of heavy-tonnage and long freight the general scheme of the network development for train traffic; the period up to 2020.

Number of locomotives Name 2015 2020 Electric freight locomotives 7,253 7,660 direct voltage 3,336 3,447 alternating voltage 3,917 4,213 Diesel freight locomotives 2,959 3,193 Electric passenger locomotives 2,180 2,276 direct voltage 898 902 alternating voltage 1,132 1,186 double voltage 150 188 Diesel passenger locomotives 593 612 Diesel shunters 5,550 5,757 Purchase in 2011 – 453 units Required purchase – at least 700 units per year (from 2015) Investments in 2011 – 37.0 billion roubles Required investments – 93.0 billion roubles per year * Total – 754.0 billion roubles, including: 2012-2015 – 289.0 billion roubles, 2016-2020 – 465.0 billion roubles

* in prices of 2011. From the presentation of V.A. Gapanovich, Senior Vice President of the Russian Railways JSC (Editor's Note)

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Vladimir Salamatov, Deputy Minister of Industry The "Passenger rail carriage building and city and Trade of the Russian Federation, spoke about rail transport" Section the importance of work on harmonisation of the Russian system of certification and standardisation Discussion topics: with the international and European normative doc- Ŷ perspective requirements for passenger rail carriag- uments. This work is particularly important for the es of locomotive traction and for railcar rolling stock ; development of trade relations within the Customs Ŷ what kinds of rail carriages will be necessary Union and WTO. for the passengers (reserved seats, compart- On the expiration of the plenary meeting, the dis- ments, first-class sleepers); cussion continued at four separate profile sections, Ŷ methods of power supply and heating of pas- where the Conference participants discussed in senger rail carriages; more detail the problems and prospects of devel- Ŷ technical solutions to improve the comfort of opment of locomotive engineering, passenger rail passenger rail carriages; carriage building and urban rail transport, wagon Ŷ expediency of creation of rail carriages of dif- building, production of track machinery and infra- ferent classes of comfort for electric trains; structure components. Ŷ trends in the tube carriage and tram develop- The conference adopted the final resolution ment. containing recommendations to the bodies of the state power to improve the conditions of devel- The "Freight wagon building" Section opment of the railway industry and recommenda- tions as for the directions of further work of UIRE Discussion topics: in the area of supporting the development and Ŷ freight wagon bogie unification; implementation of the new engineering develop- Ŷ development of innovative freight rolling stock ments. and its components; Ŷ development prospects for the market of repair The "Locomotive engineering" Section of freight wagons; Ŷ modern technologies in the manufacture and Discussion topics: repair of freight rolling stock. Ŷ perspective requirements for the locomotives on the Russian railways; The "Production of components for infrastruc- Ŷ main directions of improving the efficiency of ture and maintenance vehicles" Section the locomotives; Ŷ methods of shortening the term of "running-in" Discussion topics: of the new model of the locomotive to diagnose Ŷ perspective requirements for the components structural imperfections; of railway industry and equipment; Ŷ strategy of development of locomotive ser- Ŷ implementation of quality management system vices; at the enterprises producing the components; Ŷ road-transferable locomotives and machines; Ŷ measures stimulating the creation of the com- Ŷ shunting locomotives for industrial enterprises. ponents of new generation.

26 railway equipment JSC “KIROVSKY MASHZAVOD 1 MAYA”, RUSSIA

JSC “Kirovsky Mashzavod 1 Maya” is rich in tradi- tions rising from the century before last. The plant was founded in 1899 and has successfully passed its way from repair of wagons and steam locomotives to manufacturing of the state-of-the-art hi-tech railway equipment. At present, JSC “Kirovsky Mashzavod 1 Maya” is the only company in the territory of Russia, CIS and the Baltic states designing and producing diesel-electric and hydraulic rail-mounted cranes and one of the largest manufacturers of track machines for construction, repair and maintenance of railway tracks. The products manufactured by the JSC “Kirovsky Mashzavod 1 Maya” is in demand not only in Russia, but in many other countries within the former and beyond. Cranes and track machines are supplied to Kazakhstan, Belarus, Ukraine, Tajikistan, Armenia, the Baltic states, Turkmenistan, Uzbekistan, Iran, Libya, Cuba, Mongolia, etc. In 2012, for the sec- ond year in a row, the JSC “Kirovsky Mashzavod 1 Maya” was announced the winner of the competition General Director “Best Russian Exporter” in the branch of railway trans- Sergey Golofaev port means, held by the Ministry of Industry and Trade various climatic conditions ranging from the far North of Russia. to the tropics and hot deserts. One of the main directions of activities of JSC “Ki- The second major area of activities of the company rovsky Mashzavod 1 Maya” is crane-building. The is manufacture of track machines capable of high per- company carries out serial production of a wide range formance fulfillment of a set of works in construction, of rail-mounted cranes: diesel-electric cranes with lift- repair and maintenance of mainline railroads and ap- ing capacity 16, 25 and 32 tons and hydraulic cranes proach lines of industrial enterprises. with lifting capacity 80, 125 and 150 tons, capable of You can obtain the detailed information of the range performing a set of handling, construction and instal- of products manufactured by the company and its tech- lation, emergency recovery works at the railroad. The nical data of the products on the website of the JSC cranes manufactured by the plant can be operated in “Kirovsky Mashzavod 1 Maya”: www.crane-kirov.ru INNOVATIVE DEVELOPMENT

THE RUSSIAN RAILWAYS JSC MOBILE EXHIBITION AND LECTURE COMPLEX AS AN INNOVATIVE PRODUCT OF THE COMPANY

Since August 2011 an unusual train – mobile ex- formation, the support of innovative developments, hibition and lecture complex (MELC) of the Russian holding of the specialized exhibitions, conferences Railways JSC – runs in the Russian railroads net- and seminars, organization of mobile platforms for work. It represents a specialized train, which has experience exchange and for further collaboration railcars with issue-related expositions that reflect of the representatives of different branches and the history of establishing and development of na- business structures, federal and regional govern- tional railways and demonstrating modern innova- ment executive authorities, scientific community. tive projects and technologies implemented on the There are 12 railcars with an original interior de- railroads of the country. They represent the models sign: 9 exhibitional and 3 service-householding in of the rolling equipment and maintenance vehicles, the train. The MELC personnel accounts for 20 em- rail infrastructure, energy-conserving systems, op- ployees. The qualified specialists-guides introduce erating simulators. One of the railcars is designed to the visitors the presented exposition. During the for conference and lecture holding, including the trips even conductors became the experienced usage of 3D videos demonstration devices. State guides and successfully learned a second profes- Atomic Energy Corporation Rosatom, State Corpo- sion. ration RUSNANO JSC, foreign firms, that took part in a project, present their production in the train to- THE RAILCAR "INNOVATIVE DEVELOP- gether with the Russian Railways JSC. MENT OF RUSSIAN RAILWAYS JSC" While seeing the innovative train off, the Presi- dent of the Russian Railways JSC Vladimir Yakunin In this railcar you may get acquainted with the his- noticed, that it is impossible to count on the mod- tory of development of the railway vehicles of Rus- ernization of the national economy without a strong sia since 1837 till nowadays, see the reproductions development of the research and development of the retrographies, the historical notes, the copies complex. The Russian Railways are creating the of the archive documents, the model of the famous conditions of the innovative development not only model steam locomotive P36, that was in the head for railway vehicles, but also for many of related in- of the common known "Red Arrow" and "Russia" dustries, consolidating the efforts of the fundamen- trains. The exposition reflects the main directions tal and applied sciences, the manufacturing enter- of the innovative development of the company, that prises and investors. The project of creation of the were provided by the White book of the Russian mobile exhibition-lecture complex, realized by the Railways JSC. The special focus is put on the de- company, is appealed to stimulate the interest, first velopment of the speed and high-speed running in of all of the youth, to acquire the technological and Russia. There are the models of the double-voltage natural sciences, directed knowledge in order to in- high-speed electric train "Sapsan" ("Velaro Rus"), spire for scientific and technological creative work. that runs the line St. Petersburg–Moscow–Nizhny The complex is aligned to increase the efficiency Novgorod, the "" ("Pendolino SM6"), that is of the usage of the scientific and technological in- exploited in the international traffic St. Petersburg– Helsinki, the double-voltage speed electric train "Lastochka" ("Desiro Rus"), that will provide a ser- vice to the participants and guests of the XX Winter Olympics in Sochi, and then work in regional com- munications. The models give visitors the opportu- nity to appraise the interior design and comfort. THE RAILCAR "THE ROLLING STOCK AT RUSSIAN RAILWAYS"

The exposition of the railcar contains the massive models of modern locomotives, railcars, trackway and other railway technics. Among them there is the gas turbine locomotive GT1, created by the Rus-

28 railway equipment INNOVATIVE DEVELOPMENT

sian specialists, with 8,300 kW capacity, that runs ro for intermodal transport (to the airports) and the on liquefied natural gas. As a part of the dynamic rail bus RA2. exposition of the III International railway fair EXPO The exposition also represents the model of spe- 1520 in September 2011 the gas turbine locomo- cial open car with the 27 tons axial load designed tive drove a train consisting of 170 loaded cars with for coal transportation, the hopper car to trans- a gross weight of 16 thousand tons. In the nearest port mineral fertilizers, the multiple-unit platform years the serial production of these unique locomo- for large-tonnage container transportation created tives will be organized. in the collaboration with the Tatravagonka JSC. Freight locomotives are also represented by two- Also the track crane with increased lift capacity UK section eight-axle direct-voltage mainline electric 25/25, the streamlined semitrailer KAMAZ 65116 locomotive 2ES10 "Granite" with an asynchronous to work as a multiple unit with truckbeds, high-pro- engine with the maximum capacity of 8,800 kW ductive ballast cleaning machine SchOM-1200 and and direct-current mainline electric locomotive with other technics are demonstrated. collector railway motors 2ES6 produced by Ural locomotives LCC of Sinara Group CJSC. In 2011 THE RAILCAR "RAILWAY INFRASTRUC- "Granite", consisting of 3 sections working in multi- TURE" ple-unit system, ran a train from the Yekaterinburg- Sortirovochny station through the Ural Mountains to The exposition of the current car consists of the the Balezino station with a record for this section functional panorama-models, which demonstrate weight of 9 thousand tones. Bryansk Engineering the design of the stations, the rail crossings, the Plant CJSC (BMZ) demonstrates the diesel freight railway sub-station and other infrastructure objects. locomotive with an asynchronous engine 2TE25A The track facilities are represented by construc- "Vityaz" with 2x2500 kW capacity and the shunt- tions of ballast and ballastless railway track, the lu- ing diesel locomotive TEM18DM. Three-section bricating device for railings, the models of modern "Vityaz" ran the train set of cars of 6 thousand tons heavy-duty track machines for repair and mainte- from Taksimo station to the Vanino coal terminal, nance of the railway, the new diagnostic facilities showing the capability to run the train sets of uni- of the state of track superstructure and other. Here versal weight through all the north lateral way. The you can also get acquainted with the model of rail- unusual exhibit item – two-axial shunting diesel lo- way complex on the Baikonur spaceport, that dem- comotive TEM31 with a panoramic view cabin, built onstrates the delivery of the rocket to the launch- in Yaroslavl electric locomotive repair plant (YERZ) ing platform with booster lift, the Military Railroad by the design of VNIKTI JSC with a usage of many Missile Complex (ICBM, SS-24 «Scalpel» Mod 3 innovative solutions. (PL-4)), the reduced copy of the terminal ‘Airport’ Among the passenger electric locomotives the of the railway airport Adler–Sochi and others. Also one that captures attention is the innovative speed the model of the shifting mechanism, that demon- dual-current locomotive EP20 with an asynchro- strates the change of the distance between wheels nous engine, designed at Novocherkassk Electric on the axis during the change of the gauge (Talgo Locomotive Plant (NEVZ). On its platform the entire company), that provides the automatic switch of the line of electric locomotives, designed for different rolling equipment from the track gage of one size to kinds of field operations, will be created. Another the track gage with another, is represented. newly-designed and already well-known on West- ern-Siberian and Oktyabrskaya roads passenger THE RAILCAR "ENERGY SAVING, ENER- electric locomotive EP2K produced by the Kolo- GY EFFICIENCY AND ENVIRONMENTAL mensky zavod JSC is designed to substitute elec- SECURITY" tric locomotives of ChS2 and ChS2T series. The establishment of the commuter passenger equip- To demonstrate a wide range of the exhibit items ment is reflected by the electric train ED4MKM-Ae- the exhibition area is divided to several zones with different working directions. These are the system of automatic maintenance and registration of the parameters of the traction equipment, the stationary railway lubricator with the solar module for battery recharging, three positioned traffic light with light- optical systems on LEDs. In the zone, devoted to the environmental safety, the models of the mobile ecological laboratory, thermal devastation (incin- eration) of wooden railway sleepers, sewage treat- ment plants on the station, different types of acoustic multifunctional measuring instruments "Ecophysics", and also the interactive 3D modeling program complex of railway infrastructure (Record- Model of the Russian Railways JSC) are represent-

spesial issue september 2012 29 INNOVATIVE DEVELOPMENT

ed. A huge place in the exposition is devoted to the is filled with the production made by the range of lighting facilities, that are produced by Russian en- companies of RUSNANO JSC. A huge attention is terprises and the company. As the exhibition items paid to the effective and economic lighting equip- the samples of the energy efficient production for ment, to composite and noise deceptive materials. different variants of usage are represented (street There are a new generation of the cutting tools, an lighting, industrial lighting, trade lighting, office light- air-cleaning and disinfection system, an accumula- ing, lighting for household use). tor battery using graphene technologies for electro- mobiles, energy-saving glasses and others repre- THE RAILCAR "AUTOMATION, TELEME- sented. The electronic school manual with a flexible CHANICS AND COMMUNICATIONS. circuit in a shatterproof case is demonstrated. The TRAIN MANAGEMENT" visitor, who is exploring the exposition with a spe- cial interactive guide-pad, sees an automatically Here you can get acquainted with the micro- displayed presentation about the exhibition units processor autoblocking with tonal rail circuits and while he/she is moving inside the railcar. centralized allocation of the facilities, the automa- tion-equipped working place of the traffic control- THE RAILCAR "CONFERENCES AND LEC- ler (automation-equipped working place of the train TURES" division operator of the centralized traffic control of railway points and signals "Setun") and duty at- The railcar is used for holding conferences and tendant of the gravity hump (automation-equipped lectures. Special equipment gives an opportunity working place of the operator put by the duty atten- to show 3D videos, presentations, thematic films dant of the gravity hump), the working space of the on the screen. There is the interactive model "The station duty officer. The model of the working space starry sky" made using LEDs with low power con- of the operating and dispatching personnel of the sumption on the ceiling of the car. gravity hump is equipped by the complex system of automated control of the sorting process. The THE RAILCAR "YOUTH AND PERSONNEL models clearly demonstrate how the dispatchers’ POLICIES OF RUSSIAN RAILWAYS JSC. train communication (train conference circuit cir- TRAINING FACILITIES" cle), radio train communication (radio train commu- nication circle) and public technological connection The videos and presentation materials that are in the board of immediate technological connection demonstrated on the railcar’s monitors get you ac- of traffic controller is realized. The fragment of the quainted with the Strategy of development of the multiple-access panel gives us an opportunity to personnel potential of the Russian Railways JSC imagine, how the operating control center of Ok- till 2015, with the program "The youth of the Rus- tyabrskaya railway is functioning. sian Railways JSC" being provided in the Compa- ny, with the system of professional orientation and THE RAILCAR "THE ENERGY OF THE FU- personnel training, with the development of student TURE GENERATIONS. STATE ATOMIC EN- construction gang movement, with the work of chil- ERGY CORPORATION ROSATOM" dren’s railways. There are some simulators that are really popular among the visitors, installed in The exposition of the current car is prepared by the railcar, including the educational simulator for the State Atomic Energy Corporation Rosatom and the electric locomotive operator EP1M. On the ba- demonstrates the innovative achievements in the sis of modern methods of mathematical modeling sphere of nuclear power technologies. The models this simulator reproduces the work of all main sys- provide guidance on the configuration and type of tems of the electric locomotive in real infrastruc- the nuclear reactors, the tight area structure, the ture. The chair of the locomotive driver is installed performance of security systems with the demon- on a dynamic platform. The feelings, adequate to stration of work of protection cores of nuclear re- actor and isolator of nuclear fusion, it is also told about the uranium extraction and enrichment. Each visitor would have an opportunity not only to work with the interactive plasma information panel, but also to measure a personal radiation level using a general-purpose radiometer. THE RAILCAR "NANOTECHNOLOGIES. STATE CORPORATION RUSNANO"

The concept of the exposition is the demonstra- tion of the exhibition items of nanotechnology pro- duction. The exhibition zone of the current railcar

30 railway equipment INNOVATIVE DEVELOPMENT

the real ones, are gained using the aviasimulator collective. He emphasized, that the train succeed- of an aircraft ATR-42, that simulates the airplane’s ed, it’s mission was successfully accomplished, it instrumentation system, the atmosphere behind stimulated, as it was intended, the interest of the the cabin, hums, system breakdowns, and also the youth for scientific and technical progress, engi- multimedia laser shooting saloon. neering and technical creativity. Employer's cars provide comfortable living and At the end of 2011 – at the beginning of 2012 working conditions for the train service personnel, the train successfully made a range of voyages storage of expository luggage, work of the train’s through the European part of the country, to the facilities in the conditions of centralized energy sup- North-West and South of Russia. At the beginning ply unavailability, etc. of January MELC received it’s 100-thousand visitor Even the first tour of the Mobile exhibition and lec- in the Baltic railway station of the country. It’s sym- ture unit, during which it ran through 15 railways, bolical, that it appeared to be a student of the 4th following the route from Moscow to Far East and course of the train management faculty of the Tech- back, confirmed the demand for the project. On nical college of railroad transport of St.Petersburg. each of the 50 stops in the major cities and mic- Till that moment the train had already passed more ropolitans of Russian Federation the train was met than 34 thousand kilometers, had made stops in with a sincere delight. The honorary guests of the more than 80 cities. train were governors, mayors of the cities and other The Russian Railways JSC has supported the bodies of legislative and executive power, heads of proposals of railway administrations of the neigh- railways. Altogether about 50 thousand of residents boring countries and beyond to send the innovative of our country, including workers and veterans train to the railroads of those countries to propagan- of steel trunks, students, pupils, pupils of orphan dize and spread scientific knowledge in the modern homes and boarding-schools, pensioners and oth- and understandable form, to assist in implementa- ers. Many of the young visitors of MELC after ex- tion of innovative developments to the everyday ploring the exposition made decisions to become practice. railroaders, to study in technical, and especially, to The Mobile exhibition-lecture complex of the Rus- transport universities. The high estimate of a pro- sian Railways JCS that has already become well ject after the first voyage was given by the president known, popular and expected, is going to have of the Russian Railways JSC Vladimir Yakunin dur- many interesting trips with a noble educating mis- ing the meeting with the train staff and the lecturers’ sion in future.

spesial issue september 2012 31 TRENDS

RESULTS OF THE INDUSTRIAL PRODUCTION CONDITION MONITORING BASED ON THE INDEXES OF THE INSTITUTE OF NATURAL MONOPOLIES RESEARCH (IPEM)

Evgeniy Rudakov Head of economic and mathematical modeling department Institute of Natural Monopolies Research

ABOUT IPEM INDEXES

In the times of the economical crisis the the long manufacturing cycle: its accounting in IPI promptness, confidence and completeness of takes place in the month of the finishing, although information about the current tendencies play the the production is being carried out during a couple decisive role for government authorities and business of months. In the period of a steady economic for efficient managerial anti-crisis decision-making. growth the results of the calculation distort only There are two principal methodological approaches a little bit, but in the case of economic instability to get the basic macroeconomic indicators, such this gives overdue signals about the real trends. as industrial production index (IPI): classic – by After all the method of aggregation of the aggregating the primary statistical information primary data doesn’t allow promptly taking into (‘bottom-up’); and alternative – by correct analytical account the shadow economy, which dynamics calculation on the basis of the basic integral reliable is very dependent not only on the stability of the data (‘top-down’). economic situation, but also, for example, on the The Federal State Statistics Service (Rosstat) state taxation policy. is in charge of calculation of IPI on the basis The alternative analytical calculation of the of aggregation of the primary statistics. We dynamics of industrial production is possible have numerously pointed in our publications at due to the fact that the national economy is the disadvantages of IPI calculation using this an interdependent system and the steady method. The main disadvantages are concerned correlation dependences exist between the basic with hard and labor-intensive processes of macroeconomical indicators. The correct finding of information collection and its further processing. these interdependencies allows getting up-to-date The resource-intensiveness of the process doesn’t and reliable indicators of the industrial development. allow preserving the necessary promptness, and The indexes of the Institute of Natural Monopolies the selection for the calculation contains the data Research are based on the collateral integral only from big and medium enterprises. It often indicators – power consumption (IPEM-production) happens that adjusted indexes that operate all and loading of freight on the railway transport the data integrity differ from the operational ones (IPEM-demand). These data is monitored on real- in many times, especially on concrete categories time basis, they are of a high certainty and efficiency of type of economic activity. It’s necessary to and they allow avoiding many disadvantages of a admit the specific features of the production with classic method of IPI calculation.

32 railway equipment TRENDS

IPEM-PRODUCTION INDEX (unincluding the pipeline transport), that is why the characteristics of railroad transport’s work The basis of the calculation of industrial exactly reflects the aggregate demand parameter production index (IPEM-production) is the fact that for industrial goods in economy. The justification any production process uses electricity as one of of the calculation is the steady correlation product factors. dependences of dynamics of production of The model of the index is based on the fact that different industrial goods with loading of current in short time line the dynamics of electric energy goods categories to the rail transport. consumption depends only on three parameters: The model of calculation of IPEM-demand index industrial production, weather and seasonal factor repeats the model of calculation of IPI of Rosstat, – all of these data are available, up-to-date and when the index is calculated by aggregation of reliable. the data about change of the production in the branch in physical indicators with weight structure according to the share in industrial production in IPEM-DEMAND INDEX added value. In the model of IPEM-demand index calculation instead of data about the production In the basis of calculation of demand index more operational data of loading are used. of industrial products lies the assumption: the time of consumption of industrial products THE AFTER CRISIS DEVELOPMENT corresponds to the moment of its transportation. IPEM-demand index is calculated basically on the Extremely high dynamics of IPEM indexes in base of operational data of loading of industrial 2010 is explained by the character of industrial products on the rail transport. The data about the growth: after an abrupt slump in industrial loading on the Russian stations are cleansed from production capacity in 2008-2009, a prompt the influence of transit and import cargo, but they take export into account. The railroad transport recovering growth is noticed (Table 1, Figure 1). of Russia carries up to 80% of industrial goods

Table 1. Results of IPEM index calculation 2010-2011 2010 2011 IPEM-production 8.2% 2.5% IPEM-demand 8.9% 3.4% IPI (for reference) 8.2% 4.7%

13

12

11

10

9 *-*-̖̍̚Additional ̸̱̖̯̌ ̡̣̏̌̔̌ day in 8 ̨̨̨̨̛̪̣̦̯̖̣̦̔̽̐ February is ̦̔́not ̏ ̴̖̬̣̖̏̌ 7 ̨̡̨̨̨̛̭̭̦̏̐included ̨̐̔̌ in calculation

6

5

4

3

2

Against the respective month of the last year the of month the respective Against 1

%, %, 0

-1

/11 /11 Apr /12 Feb /12 Mar /12 Aug /11 June/10 July /10 Jan /11 June/11 Oct /11 Apr /10 Aug /10 July /11 Sept Jan /12 Oct /10 Apr /11 May /11 Mar /10 Nov /10 Dec /10 Mar /11 Nov Sept /10 Feb /11 Feb /10 May /10 Dec /11 ИПЕМIPEM --productionпроизводство ИПЕМIPEM--demandспрос IPI

Fig. 1 Dynamics of IPEM indexes in 2010-2011 (against the respective month of the last year)

special issue september 2012 33 TRENDS

The character and the structure of recovery environment. growth in industry is principally different from the In the period of post crisis recovery growth the structure of steady growth. biggest influence on the dynamics of industrial In case of steady economic growth the indexes was made by those sectors that had the dynamics of industrial indexes will be determined maximum depth of product decrease in crisis. by the fast developing sectors. So, in the period So, the locomotive of the growth in 2010 and at till 2008, the main contribution to the dynamics the beginning of 2011 were the high-technology of industrial production was formed by extractive industries, which production levels to the precrisis and middletechnological industries due to the fast period reached 50 and more percent (Figure 2). growing export supplies and successful pricing

130 130 +0.1%* 120 120

110 110

100 100

90 90

80 80 -0,28%* 70 70 *- trend growth in April 2012 to the 60 previous month 60 100= average monthly 2008 100= average monthly 2008

50 50

40 40 Production Trend Middle-technology Trend 30 30 January 2008 January 2009 January 2010 January 2011 January 2012 January 2008 January 2009 January 2010 January 2011 January 2012 130 130

120 120

110 110

100 100

90 90

80 80 -1,14%* 70 70

60 60 100= average monthly 2008 100= average monthly 2008 50 50 -1,43%* 40 40 Low- technology Trend High- technology Trend 30 30 January 2008 January 2009 January 2010 January 2011 January 2012 January 2008 January 2009 January 2010 January 2011 January2012

Fig. 2 Dynamics if IPEM-demand index by the industry branches, grouped according to the produceability of production process in 2008-2012 (trend with seasonality correspondence)

The influence of a high-technology sector growth +70.4%). to the main industrial index was additionally The current situation and the main limitations of enhanced by the actions of the anticrisis support industrial growth of the industry taken by the Government. The The influence of the governmental actions to high-technological industries exactly became support the industry started to fade by the middle their main beneficiaries. And when in 2009 the of 2011, that is when the program of ‘clunker’ realization of governmental actions let only to utilization finished. The dynamics of growth avoid the even deeper fall, in 2010 these actions started to fade inevitably, and even the record let to significantly accelerate the pace of the harvests of 2011 that contributed to increase reproduction. For example, the actions taken to of production growth in food industry and in all support the demand of the automotive industry low-technology segments, could not significantly allowed to compensate significantly about 10 influence the industry-wide indexes. percentage points of additional downward change Starting from December 2011, the trend with in index in the branch in 2009 (resulting index seasonality correspondence fixes the stable but growth -55.5%). In 2010 the set of the measures different-directed movement of production and taken to support the demand and the resources demand indexes. Such a situation was noticed in allocated for them were increased and provided the upcoming of 2008 crisis, when the demand 50 percentage points of the index growth in for the industrial products began to decrease, automotive industry in addition (resulting index and industrial companies worked on the former

34 railway equipment TRENDS level of capacity utilization, accumulating the massive – cement, timber cargo). Growth of the stock balance (Figure 3). final cost of the freight railway transportation and The stock balance is on a high level even the deficit of railcars for loading forced many of now, but the current situation has also another the consignors to use the alternative modes of sources. One of the main is the decrease of transportation, mainly auto, but it’s resources are the transportation index of the significant list of not endless also, and limited, mainly, by the state industrial goods (almost all non-massive freight, of infrastructure of the automobile roads.

110 The production continued growing The growth of 105 production continues

100 2008

95

90

100=monthly average 100=monthly 85

80 CRISIS IPEM-production Trend 75 110 The growth of demand stopped 105

100 2008 While the demand was decreasing 95

90

100=monthly average 100=monthly 85

80 IPEM-demand Trend CRISIS

75

January 2008 January 2009 January 2010 January 2011 January 2012

Fig. 3 IPEM index dynamics in 2008-2012 (trend with seasonality correspondence)

The rail transport may even become one of the The traffic volumes of railway transport main limiters of economic and industrial growth grow much slower than the fleet of cars. The in the nearest future, and the withdrawal even of efficiency of cars usage decreases. The volume the massive freights from the rail transport is the of produced, but not transported freights grows first signal of mounting limits. (Figure 4).

special issue september 2012 35 TRENDS

115

110

105

100

95

90

85

80 Daily average loading 100=2008 monthly average Trend 75

70

65 January 2008 January 2009 January 2010 January 2011 January 2012

22.4 mt 20.0 19.1 18.3 mt mt mt

2008 2009 2010 2011 Fig. 4 Dynamics of daily average loading on the railroad transport (trend with seasonality correspondence) and average annual level of freight surplus at consignors depots

According to the assessments of the Russian PERSPECTIVES OF FURTHER GROWTH Railways JSC the maximum growth of freight base that the railways transport is able to Stead and stall the perspectives of growth facilitate in 2012 – about 2%. The growth of the in industry are connected with the activity of freight base cannot significantly be behind from the investment process. Last year in Russia the production growth, that is why to achieve the was under the aegis of government and quasi- planned level of industrial production (3.4%) it public investments. The main contribution to the is necessary to facilitate a comparable growth growth of investments was provided by transport of the freight base. Otherwise the rail transport and fuel and energy complex – by the industries will act as a real limiter for the industrial and where the role of the government is determining economic growth. (Table 2). More importantly, even at the height To provide quick pace of industrial production of the economic crisis in 2009 these two sectors growth the problem solving of the development of of economy demonstrated a positive dynamics railway transport has to become a primary concern. of investments.

36 railway equipment TRENDS

Table 2. Structure of investments in fixed capital, 2008-2011

Fixed investments, % 2008 2009 2010 2011 Which includes (percentage points): 9.9 -15.7 6 8.3 Agriculture -0.1 -1.5 -0.3 0.4 Forestry 0.2 -0.4 0.1 0.2 Metalls production 0.5 -0.9 -0.3 0.2 Chemical industry 0.02 -0.4 -0.01 0.3 Machinery 0.3 -0.5 0.1 0.2 Fuel and energy 1.9 0.1 2.1 2.7 Transport (including pipeline) 3.5 1.5 0.2 4.4 Construction 1.5 -1.9 0.4 -0.4 Other sectors 1.7 -6.4 4.8 -1.3

The inflow of private investments is limited by indistinct perspectives from possible changes in the significant quantity of uncertainty factors that Civil Code have been added. All of that forms do not allow planning of investment process. To cautious attitude to the investments into the the questions of entering WTO and still unsettled Russian economy from the side of private questions of tariff regulation of natural monopolies investors, but even some considered steps of (changes in RAB, repeal of benefits on taxes), new Government, oriented to raise the investment sequent changes in the rules of electric energy attractiveness of Russia, could rapidly change retail market, uncertainties in tax regulation and the situation for the better.

special issue september 2012 37 ANALYTICS

1520 – 1435: PROSPECTS FOR COOPERATION

GAUGE USED WORLDWIDE

There was no standard gauge at the beginning P.P. Melnikov and N.O. Kraft proposed to use of railways construction in XVII-XIX centuries: the this gauge after they visited America before administration of each new railway had her own construction of Nikolaev railway (at that time such idea of what gauge should be. As a result there gauge was popular in southern states of the USA). could have been several railways of different This size was not chosen by accident: it ensures gauge in one country. Later, as the railway network good stability and efficiency, allows to drive speed developed, the roads of different companies began faster than Stephenson one. Moreover, 1524 mm to join and the necessity to reload goods from cars is equal to 5 feet exactly, that was convenient for of one gauge to cars of another gauge occurred calculations. Important role in such decision played (and passengers from car to car passing), it often the considerations of defence: it was assumed in was more expensive than the transportation itself. such way to prevent the potential enemy from using The essential necessity to find the “golden mean” the Russian railways. appeared. But there were several “golden means”. It is interesting to notify that Tsarskoye Selo The world most widespread gauge is the so-called Railway, the first railrway in Russia, had even wider "Stephenson" one ("European", "standard" gauge) gauge of 1829 mm. - 1435 mm (4 feet and 8.5 inches). The railways of As opposed to Europe, in Russia the unified North America, China and many European countries standard on gauge was adopted at once and since have such gauge. This very gauge was adopted 1851 the “wide” gauge became unified size at by George Stephenson for construction of the first construction of all railways in Russia and then in passenger railway line Liverpool – Manchester in the Soviet Union. 1826. The English Parliament adopted this gauge Since May 1970 to early 1990s the railways of as a standard after 20 years, and this very gauge the USSR were transferred to gauge of 1520 mm. It should have been used at the construction of new was done with the purpose to increase the stability railways. Subsequently, the gauge of 1435 mm was of the way at exploitation of freight trains, to raise applied by most part of Europe and at last became their speed without modernization of the rolling de-facto a standard in Europe and North America. stock. After fall of the USSR this is the standard Today, the general mileage of "Stephenson" gauge gauge for all countries formed at its place. The lines is about 720 000 km. railways of Finland are still using previous standard It is noteworthy to mention that one of the first of 1524 mm. British railway companies, Great Western Railway, The so-called "cape" gauge of 1067 mm or 3,5 used a gauge of 2140 mm. In 1866 the mileage of feet is inferior to "standard" and "wide" by popularity. the railroads on wide gauge of this company was About 112 thousand km of "cape" lines are used in 959 km. There were so-called Gauge Wars for scores of countries, mainly in Japan, South Africa standard of gauge in 1844-1846 in England, but and Australia. In 1945, as a result of Japan defeat, later these lines were reconstructed into standard the railway network of Southern Sakhalin of 1067 gauge. mm wide and of 1000 km of mileage was included The world second gauge by mileage (227 into the Soviet Union, now – Russia. thousand km) is the one of 1520 mm, which is The fourth world spread gauge is the "metre" one usually called “wide” or “Russian”. In Russia the of 1000 mm. It is the most popular in Brazil, India, gauge of 1524 mm was first used at construction countries of South-East Asia and Africa. of Nikolaev railway that was put into operation Except for the listed gauges, various gauges of in 1851. Eventually, that the Russian engineers different width – from 305 mm (Ruislip Lido Railway

38 railway equipment ANALYTICS in the north of London) to 9 m (in Russia for vessels Kaliningrad (Russia) to Braniewo station (Poland). transportation) – are used all over the world. The Often, due to territorial peculiarities and specific most widespread among them are Indian (1676 passenger flow and freight traffic, the railway mm), Iberian (1668 mm) and Irish (1600 mm), lines of the "foreign" gauge are not only entering general mileage of which is less than 70,000 km the border station, but also run for a significant – less than mileage of railways with metre gauge. distance. Thus, the European gauge, running from The tracks with dual gauge, equipped with 3-4 Slovakia to Ukrainian Chop goes further through rows of rails (to ensure the movement of rolling Batevo, Korolevo, Dyakovo to Romania, so that all stock meant for different width of gauge) are usually European trains could go through Ukraine without used on the border territories, in particular, from replacement of wheels set.

Table 1. Mileage of different railway gauges Gauge Name Mileage Countries 1676 Indian over 42,300 km India (42,000 km), Pakistan, , Chile.

1668 Iberian 14,300 km Portugal, Spain.

1600 Irish 9,800 km Ireland, Australia (4,017 km), Brazil (4,057 km).

1524 7,000 km Finland, Estonia. Wide 1520 220,000 km Russia and CIS, Latvia, Lithuania, Estonia, Mongolia. Central and Western Europe, the USA, Canada, China, Korea, Australia, 1435 Standard 720,000 km Middle East, North Africa, Mexico, Cuba, Panama, Venezuela, Peru, Uruguay. South and Central Africa, Indonesia, Japan, Taiwan, the Philippines, New 1067 Cape 112,000 km Zealand, Australia, Russia (Sakhalin railway). South-East Asia, India (17,000 km), Brazil (23,489 km), Bolivia, north of Chile, 1000 Metre 95,000 km Kenya, Uganda.

dova. The project development on construction of the gauge of 1520 mm Russia – Ukraine – Slovakia – Austria is in the process. We should not forget of Iberian gauge of 1668 mm in Europe – in Spain and Portugal. All of that roused questions of interoperability as the primary task for the European Union, i.e. the ability of the railway transport to ensure safe and uninter- rupted freights and passengers transportation by the railways of unified Eurasian transport space that con- forms to maintenance requirements of such roads. Decisions-making in the sphere of technical regula- tion in the EU is ensured at the Parliament and Coun- cil of the European Union level and made up in the form of Directives, Regulations or other documents, in particular, technical specifications of interoperability Fig. 1 Dual gauge (1520/1435), Dzerzhinskaya-Novaya station, (TSI) – execution of which is mandatory for all mem- Kaliningrad. Source: http://parovoz.com bers of the EU. ISSUES OF INTEROPERABILITY AND Preparation of these decisions drafts concerning TECHNICAL REGULATION the technical part as well as concerning the develop- ment of technical documentation including TSI that Reality makes the railway transport to look dif- have direct references to European standards and ferently at the problems and disagreements both define the level on technical harmonization and inter- between systems of 1435 mm and 1520/1524 mm operability of the European railways, is executed by gauges and inside of each system. the European Railway Agency. Today there are three states in the EU – Latvia, European Railway Agency (ERA) was estab- Lithuania and Estonia – that have gauge of 1520 lished in April 2004 by Directive 2004/881/EC to co- mm, Finland – has gauge of 1524, Poland and Slo- ordinate the technical conditions on technical and ex- vakia have separate gauges of 1520 mm and also ploitation interoperability and safety of transportation, there are some sections in Hungary and Romania. to create the competitive European railway system, to On land passes the EU borders on four states, which increase the international interoperability of national are not members of the EU and have the gauge of systems ensuring the required level of safety. 1520 mm: Russia, Belorussia, Ukraine and Mol- The main purpose of the agency is to assist the

special issue september 2012 39 ANALYTICS

European Committee in implementation of Euro- or suitability for system elements use; pean legislation provisions, focused on the rein- Ŷ instructions on the specification implementa- forcement of the railways competitive positions by tion, in particular special cases of technical solu- means of technical and exploitation interoperability tions; of different railway systems reinforcement and uni- Ŷ instructions on revision and amendment of the fied approach to safety as part of all-European rail- specification. way network "without borders" development. ERA Requirements concerning achievement of op- achieves this purpose by means of common techni- erational interoperability of trans-European railway cal standards (including TSI) development, working system refer to design, construction, commission- in close cooperation with national state authorities, ing, modernization, upgrading, operation and main- European institutions, railway administrations, rail- tenance of the system components, as well as to way industry. personnel professional training and qualification. In some areas there is a progress as opposed to In the EU putting into operation means receiving other areas. It should be acknowledged that in the of permission for subsystem or its components - nearest future the ensuring of complete technical tained by the national railway safety authority. The and exploitation interoperability is not achievable safety authority will not agree for operation, when due to significant differences in construction and the authorized certification body does not conduct equipment of technical means operated in different estimation of the subsystem or its components con- countries. formance with receiving the positive results in ac- For example, it would be perfect to have a loco- cordance with requirements of TSI. motive fully complying to TSI and suitable for op- The final task means that all elements of railway eration on the network of any European country. system must be defined in respective TSI and intro- But at present it is not possible, the major attention duced into legal framework of the EU. is paid to ensuring of rolling stock circulation with Legal bases of the EU railway system activity are no delays on borders that is considered to be an defined by a range of documents below: important step on the way to complete operation Ŷ Legal instruments of the highest level – Resolu- interoperability. tions of the European Committee, supplements to Directives on operation interoperability of rail- which are the TSI. ways have defined the tasks of TSI development Ŷ Before introduction of respective TSI on sepa- for subsystems of railway transport, requirements rate technical issues – the legal instruments of the for their execution and development of certification EU countries in form of current technical prescrip- methods (conformity assessment) of railway sys- tions and standards lists approved by the European tem elements to the specification requirements. Committee. These instruments must be published TSI directly resembles main parameters, i.e. any and be accessible for public. regulation, technical and exploitation conditions Ŷ Other legal instruments common for the EU, important from the point of view of interoperability. compliance with which is the condition of equip- At that, any main parameter must be connected at ment release to operation. least with one of the essential requirements below: Ŷ Railway system safe operation legislation – Ŷ safety; Directive of the European Parliament and Council Ŷ reliability and availability; 2004/49/ЕС dated April 29, 2004 on safety on rail- Ŷ health protection; ways of the Commonwealth and etc. Ŷ environmental protection; Beyond the European Union, the Railway Agen- Ŷ technical interoperability. cy is involved in exchange with similar authorized TSI define minimum and maximum level of tech- agencies of other regions of the world, for example, nical harmonization for all subsystems of railway with the Administration of railways safety of Austral- transport. ia. As a part of the assignment given to the Euro- TSI structure allows to define and to describe: pean Railway Agency on development of technical Ŷ essential requirements for each subsystem and and operational interoperability of gauge network limits of cooperation with other subsystems; of 1435 mm and 1520 mm, the regular exchange of Ŷ subsystem characteristics (functional and tech- information with the Organization for Cooperation nical specifications, operation rules, maintenance of Railways (OSJD) is performed. rules, personnel qualification, requirements to safety and labour protection and etc.); WORK OF THE CONTACT GROUP OSJD/ Ŷ components of operational interoperability (list, ERA admissible characteristics and specifications of components); Organization for Cooperation of Railways is inter- Ŷ estimation of components and subsystems in- national organization established on June 28, 1956 teroperability, estimation procedures of conformity in Sofia (Republic of ) on the meeting of the ministers in charge of railway transport. Members

40 railway equipment ANALYTICS of OSJD are the transport ministries and central kia where the line was constructed in 1960s for en- state authorities in charge of railway transport of 27 suring the work of metallurgical combine in Kodžice. countries of Europe and Asia. In 1966 the broad gauge line was put into operation According to the Provision on OSJD, other in Poland to ensure large metallurgic enterprise in forms of participation on OSJD are also possible, Katowice. And in 1976 the line between settlements namely as an inspector for ministries and railway Hrubieszów and Slavkov was put into operation to administrations (there are 6 of them at present) increase the carrying capacity. There are also small and as joint venture – for firms and organizations enclaves in Hungary (26 km) and Romania (60 directly connected with railways activity (their km), the development of project construction of line quantity is over 30 at the moment). There are with broad gauge of 1520 mm from Russia through Freight One JSC, Neftekhimtrans JSC, Transte- Ukraine and Slovakia to Austria is proceeded. The lekom JSC etc. among Russian companies joint gauge in Finland is 1524 mm that requires techni- to OSJD. cal reconstruction of rolling stock used on gauge of The governing body is the Conference of Gener- 1520 mm. On railways of this country both the gen- al Directors (responsible representatives) of OSJD eral standards applied to other railways of the coun- railways. The Conference makes decisions on is- tries - EU members and private ones for gauge of sues referring to trends of OSJD activity as a part 1524 mm are operated for a long time. of railways and railway enterprises competence. Carriers and companies governing the infrastruc- The Conference Meeting is conducted once a year ture of these countries directly cooperate with rail- as a rule. ways of Russia, Belorussia and Ukraine on issues The governing authority of OSJD is the Ministers of ensuring of freight and passenger transit towards Meeting that is conducted once a year and adopts the EU, Baltic ports and Kaliningrad. At the same decisions on governmental level on all issues re- time they purchase both separate components and ferring to trends of activity of OSJD taking into ac- ready-made equipment from Russia and the CIS in count the offers of the Conference of General Di- the process of railway equipment and infrastructure rector of OSJD railways. modernization. The main trends of OSJD activity are: In 2006 the Contact group OSJD/ERA (hereinaf- Ŷ the development and improvement of interna- ter the Contact Group) was established on the initi- tional railway transportations, mainly in service be- ative of the EU and Baltic states. During the general tween Europe and Asia including combined trans- meetings they decided to make an agreement on portation; conduction of works on analysis of cooperation and Ŷ the formation of the consistent transportation interoperability of railway systems of 1520/1524 mm policy in international railway transportations, de- gauge, which are included and not included into the velopment of railway transport activity strategy and EU, and to consider the question of interoperability OSJD activity strategy; between themselves and the system of 1435 mm, Ŷ the improvement of International transport law, as part of this work. proceedings on the Agreement of international pas- The OSJD members Belorussia, Latvia, Lithu- senger service, Agreement on international railway ania, Poland, Slovakia, Ukraine and Estonia – sup- freight service and other legal instruments referring port this activity; their representatives entered the to international railway transportations; Contact Group. Ŷ the collaboration on solving problems connect- The main tasks of Contact Group are: ed with economic, international, scientific-technical Ŷ the analysis of technical requirements for tech- and environmental aspects of railway transport; nical and exploitation interoperability of railway sys- Ŷ the development of actions on increasing of tem of 1520 mm; railway transport competitiveness with regard to Ŷ the comparison of these requirements with the other types of transport; main parameters of railway system 1435 mm; Ŷ the collaboration on railways operation and Ŷ the preparation of technical information needed technical issues connected with further develop- for resemblance of main parameters of railway sys- ment of international railway transportations; tem of 1520 mm in TSI; Ŷ the collaboration with international organiza- Ŷ the definition of actions for preservation and tions involved in issues of railway transport includ- improvement of existing technical and exploitation ing combined transportation. interoperability on borders of the CIS–the EU. Introduction of new technical specifications on The analysis is limited by technical and exploita- interoperability for railways of 1520 mm gauge on tion aspects of railway system. the territory of the EU countries being members of The basis of Contact Group work is the Memo- OSJD and having common border the CIS–the EU randum of Understanding that provides for the es- with transfer points 1520–1435 mm and 1520–1520 tablishment of nine general instruments, namely: mm has become the reality now. The enclaves with 1. Set of seven documents on analysis of param- gauge of 1520 mm have already appeared in Slova- eters for technical and operational interoperability

special issue september 2012 41 ANALYTICS

of different subsystems of 1520 mm gauge: producers for system of 1520 mm gauge located Ŷ Infrastructure. Track and track facilities (INF). beyond the EU. Ŷ Power supply (ENE). The Contact Group stated that the main param- Ŷ Signalling system, centralization, block system eters of the system of 1520 mm gauge on interop- and communication (CCS). erability can be set forth according to the structure Ŷ Freight cars (WAG). applied in TSI. This is a background for continua- Ŷ Passenger cars (PAS). tion of OSJD and ERA collaboration, and the more Ŷ Locomotives and multiple-unit rolling stock precisely will the system of 1520 mm gauge be de- (LOC). scribed in TSI, the more effective its interests will Ŷ Operational activity (OPE). be protected. 2. Set of two instruments on actions of technical Thus, main parameters of "1520 space" railway and operational interoperability on the border the transport will be taken into account at the TSI devel- EU – the CIS maintenance and improvement: opment for 1520 mm gauge and will be considered Ŷ Border 1520/1520 (M 1520/1520). at implementation of the procedure of conformity Ŷ Border 1435/1520 (M 1435/1520). assessment of the railway products (certification). Presently, the work on instruments for subsys- In prospect, "1520 space" transport will already tems "Infrastructure. Track and track facilities" and have normative instruments of the EU, which are "Power supply" is completed. valid in legal framework of Europe. Results of work on comparative analysis of sys- Inclusion of the 1520 mm system into TSI is im- tems of 1520 mm and 1435 mm gauges technical portant for countries not included into the EU (for parameters made by the Contact Group in 2007- Russia primarily) both from the point of view of 2009 allowed ERA to recommend for the European planning and implementation of the development Committee to include the railway system of 1520 and construction of new lines of 1520 mm gauge mm gauge into TSI, developed together with the projects, in particular the line Kodžice–Bratislava– system of 1435 mm gauge. Following these rec- Vienna, which will be laid on the territories of the ommendations published on the web-site of ERA EU (Slovakia and Austria) supporting the fifth trans- (www.era.europa.eu), the 1520 mm system includ- port corridor passing on the territories of the CIS ing into TSI is planned as part of work program for (Russia and Ukraine). According to the EU legisla- the up-coming years. tion the similar projects will mandatory conform to It proves that the European Union acknowledged the requirements of TSI. Ŷ the necessity of the system of 1520 mm gauge in- cluding into the legislation of the EU that has been one of the purposes of the Contact Group OSJD/ "The Railway Equipment" editorial expresses ERA. thanks to the Technical Policy Department of the Whereby the activity of the Contact Group favours Russian Railways JSC for assistance in selection the consideration on the part of ERA of railways of of materials for this article. 1520 mm gauge interests both included into the EU In preparation of this article the official materials and beyond it. and interviews of the Heads of the Ministry of Participation of countries – members of OSJD Transport of Russia, Russian Railways JSC, specialists – in the process of the system of 1520 European Railway Agency, Railway Administration mm description already allowed to avoid mistakes of the countries – members of OSJD, materials of and misunderstandings and actually influenced the publications in "World Railways", "RZD partner", process of the system of 1520 mm gauge enter- " New", Railway Gazette International, ing into TSI that in the end is to allow protecting Railway Transport of Ukraine, "OSJD Bulletin", the interests of railway enterprises and component "Railroader of Belarus" were used.

42 railway equipment ANALYTICS

RUSSIAN MACHINERY: STATE SUPPORT IN CRISIS AND POST-CRISIS PERIODS

Yuri Saakyan Natalia Porokhova Dr., Director General, Dr., Head of Fuel and Energy Complex Research Institute of Natural Monopolies Research (IPEM) Department, Institute of Natural Monopolies Research (IPEM)

There have been many publications on the inef- was not a WTO member (so had no restrictions on fectiveness of Russian anti-crisis policy in 2008- subsidies and other prefernces to domestic pro- 2010. The policy is criticized for the fact that the ducers). These facts gave the possibility to directly bulk of funds (42% of the anti-crisis package) was support the industries most affected by the crisis – directed towards the banking sector. However, car and aircraft production, shipbuilding and other there was no proper state control over the use sectors of raiway industry (Table 1). of these funds. As a result, banks made profit on Despite the large state support, the desired re- foreign deposits instead of lending the allocated sult was not always achieved. The reason was not money to the real economy sector. By 2009 the always in the inefficient implementation of these banking sector showed one of the best results measures, often it was in the non-competitiveness among the economic sectors - only 0.8% fall as of the target industry as such. Naturally, this led to compared to 2008. low efficiency of measures, adopted to stimulate The worst results for the same period were demand, since the manufactured production was shown by the processing industry (-15.1%) and first not demanded by consumers. Directly allocated of all by the engineering sector (-35%). As of June funds were spent to cover the operating expenses 2011, the output of the Russian industry was 1.4% rather than for investment and modernization. In below the pre-crisis level (as compared to August strategic terms, the situation did not improve, in 2008, adjusting for seasonality), and the level of such cases it was just preserved due to the nu- machinery and equipment production – by 29.3%, merous financial aids from public funds. electrical, electronic and optical equipment – by 18.4%, transport vehicles – by 4.9%. BRIEF INFORMATION ABOUT THE The raiway industry also received the state sup- STUDY METHODOLOGY port, although to a much lesser extent than the banking sector. Is such a strong drop of industrial The model to estimate the measures of anti- indexes an indication of state support ineffective- crisis support was jointly developed by the IPEM ness or lack of funding? What lessons should be and the Ministry of Industry and Trade of Russian learned from this experience in order to make the Federation and is based on the assessment of industrial policy in the post-crisis period? three types of effects: The anti-crisis policy of industry support 2009- Ŷ direct; 2010 in Russia included a wide range of tools: Ŷ indirect; from stimulating the demand for domestic prod- Ŷ inverse (negative). ucts to the direct financial support to enterprises. Direct effect is the target result, which was the Comparing it with the industry support policy in aim of the taken measure. For measures to sup- other countries, it can be claimed that the Russian port the supply (financial support of enterprises) government used the most diverse set of tools and the direct effect is reflected in financial results, embraced a wide range of industries. It became and in our model it is reflected in supported per- possible because of the financial saving made centage points of the industry profitability, and for in the pre-crisis years and to the fact that Russia

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Table 1. Anti-crisis measures of industry support in Russia, 2009-2010. Type of measure General measures Sectoral measures Income tax reduction Change of tax payment schedule ( car industry)

Subsidies to exporters Subsidies for the purchase of raw materials (light industry, wood products) Reducing the growth rates of Subsidies for technical re-equipment (aircraft manufacturing, car industry, machinery and Supply support natural monopolies tariffs shipbuilding, agricultural machinery, light industry, wood products) (impact on costs) of Direct funding (aircraft manufacturing, car industry, shipbuilding, defense equipment) ventures Easier access to credit Reduction of import duties on raw materials and components (aircraft manufacturing, car resources (state guarantees) industry, light, wood products, metal industries, rubber and plastic products) Reduction of export duties (metal industries, oil refining, construction materials manufacturing, chemicals) Subsidies to consumers for loans and leasing (aircraft manufacturing, car industry, shipbuilding, transportation industry) Demand support State procurement, including direct subsidies to state companies (car industry, agricultural and transportation engineering) Raising duties (car industry, agricultural machinery, metal industries, chemicals)

Tax incentives for innovations Development of pilot plants, industrial parks Reconstruction of one-company Creation of sectoral strategies (aircraft manufacturing, car industry, defense equipment, Modernization towns pharmaceuticals) Creation of export insurance agencies Improvement of technical control

measures to support the demand – in supported the demand by providing preferences to domestic percentage points of the index of processing in- producers distorts the competition in the market dustry (Table 2, and 3). For modernization meas- and could lead to unjustified price increases and ures, aimed at long-term effects, assessment of increased costs for consumers. The probability of the impact on the development of the industry was occurrence of adverse effects is higher in cases carried out. Direct effect on the industry may be of direct stimulation of demand - the introduction compensatory, when the measure only levels the of protective duties, government procurement. effects of the crisis, in terms of deteriorating the Stimulating consumers to buy domestic goods financial situation of the company or a recession less frequently has adverse effects. Finally, crea- in demand for products, or stimulant that is, favor- tion of "greenhouse conditions" at the expense of ing structural changes. Most measures, taken in protection does not encourage businesses to qual- 2008-2010 were of a compensatory nature. Com- ity development. pensatory measures provide only short-term effect Assessment of the effectiveness of anti-crisis and do not stimulate the company to overcome measures was based on calculating the "value of the crisis and to continue its further development. state support" (the ratio of money spent related Stimulating measures include all measures to re- to the results obtained), a qualitative analysis to structure and modernize the economy, part of the find out whether the taken measures meet the real measures to stimulate the demand, if there is stim- problems of industry, as well as by comparison of ulation of innovative demand, part of the measures the anti-crisis policy in Russia with international to facilitate access to credit, if the funds are spent practice. for investment. Indirect effect is a positive multiplicative effect TAXATION on related industries in terms of taken measure. The more technological the industry is and the Before the crisis, the level of the tax burden in lower the percentage of imported components is, Russia was one of the lowest among major econo- the multiplier is higher. For example, the car in- mies. During the financial crisis, the measure to dustry has one of the highest multipliers to other reduce the tax burden on businesses (profit tax sectors, but due to the extremely low level of lo- was reduced from 24% to 20%) was one of the first calization of assembly plants, the full effect made to be implemented. At the same time, during the on the industry by encouraging the demand was crisis, almost all the countries on the contrary in- relatively low, and the allocated funds supported creased taxes, due to the reduction of state budget not only the domestic auto industry, but foreign revenues. Russia, however, managed not to raise companies as well. but even to lower taxes, at the expense of accrued The reverse (negative) effects are the negative financial resources in previous periods (Fig. 1). consequences of the taken measures. Stimulating

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Table 2. Direct effects calculation results of industry state support in 2009

2009 Manufacturing (D) Light industry (DB+DC) (DD+DE) products Wood Product of Petrolium and (DF) Coal (DG) Chemicals Pharmacy(DG 24.4) plastic and Rubber (DH) products Other non-metal products (DI) Metal industries (DJ) Machinery and equipment (DK-29,3) engineering Agricultural (DK 29.3) and Electrotechnics (DL) electronics Car industry (DM 34) Shipbuilding (DM 35.1) Railway Equipment 35.2)(DM Aircraft industry (DM 35.3)

Direct effects Impact on business 2.18 0.70 0.72 1.69 1.76 1.18 0.45 0.87 1.29 0.51 0.78 0.47 12.16 8.46 3.47 26.91 expences Direct subsidy, 1.95 0.63 0.38 0.88 1.25 1.09 0.42 0.35 0.87 0.40 0.69 0.39 12.02 8.43 3.38 26.81 including: Adjustment of 0.50 0.25 0.27 0.87 0.44 1.05 0.29 0.35 0.57 0.35 0.40 0.33 0.00 0.32 0.15 0.33 income tax Adjustment of 0.01 0.19 taxpaying schedule Adjustment of import 0.04 0.02 0.00 0.13 0.0001 0.13 1.19 duties Adjustment of export 0.11 0.005 0.78 0.27 duties Subsidies to 0.07 0.01 0.04 0.01 0.04 0.04 0.00004 0.02 0.05 0.29 0.02 0.08 0.51 0.003 1.99 exporters Subsidies for raw 0.01 0.28 0.07 materials purchase Subsidies for technical 0.01 0.08 0.002 0.002 0.01 0.19 0.09 rearmament credits

Direct funding 1.21 0.04 11.61 7.60 3.04 23.20

Implied subsidy, 0.23 0.07 0.35 0.80 0.51 0.09 0.03 0.52 0.40 0.11 0.10 0.08 0.14 0.02 0.08 0.08 including: Adjustment of tariff increasement 0.23 0.07 0.35 0.80 0.51 0.09 0.03 0.52 0.40 0.11 0.10 0.08 0.14 0.02 0.08 0.08 schedule for natural monopolies

State guarantees 0.004 0.0001 0.003 0.00 0.02 0.01 0.00 0.01 0.03

Demand support 2.52 0.00 0.00 0.00 0.03 0.00 0.64 0.00 0.96 0.00 35.30 0.00 10.49 0.78 2.64 4.21

Consumer boosting 0.55 1.69 0.78 1.17 4.21

Public procurement 1.21 33.24 5.09 1.47

Curtain duties 0.76 0.03 0.28 2.06 3.71

Boosting of related 0.00 0.64 0.68 industries

Source: IPEM calculations, the Ministry of Industry and Trade of Russian Federation and the Federal State Statistics Service

The measure on reducing income tax in Russia generation, mining and manufacturing industries was one of the most inefficient in the crisis. The (Figure 2). effect of the measures was higher, the more profitable the industry was in the crisis year. CUSTOMS AND RATE MANAGEMENT However, most of the companies in the raiway industry showed a negative financial result in 2009. Many of the decisions to change the rates of As a result, budget losses from the reduction of customs duties were made during the crisis. income tax in the industry totaled 115 billion rubles And some of them were temporary (usually nine and almost all the positive effect was in the power months), and some – constant. As part of the

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Table 3. Results of direct effects calculation of industry state support in 2010

2010 Manufacturing (D) Light industry (DB+DC) (DD+DE) products Wood Product of Petrolium and (DF) Coal (DG) Chemicals Pharmacy(DG 24.4) plastic and Rubber (DH) products Other non-metal products (DI) Metal industries (DJ) Machinery and equipment (DK-29,3) engineering Agricultural (DK 29.3) and Electrotechnics (DL) electronics Car industry (DM 34) Shipbuilding (DM 35.1) Railway Equipment 35.2)(DM Aircraft industry (DM 35.3)

Direct effects

Impact on business 1.20 0.95 0.94 1.03 2.10 1.30 0.64 0.74 1.26 0.51 0.48 0.64 2.24 0.51 6.47 5.71 expences

Direct subsidy, 0.96 0.74 0.62 0.95 1.67 1.22 0.47 0.33 0.83 0.37 0.34 0.50 2.01 0.31 6.29 5.28 including:

Adjustment of 0.59 0.32 0.34 0.91 0.90 1.20 0.31 0.32 0.82 0.34 0.09 0.43 0.10 -0.07 0.31 0.38 income tax

Adjustment of 0.03 0.62 taxpaying schedule

Adjustment of import 0.01 0.08 0.04 0.10 0.0001 0.01 duties

Adjustment of export 0.05 0.001 0.75 duties

Subsidies to 0.06 0.07 0.20 0.03 0.01 0.02 0.06 0.01 0.01 0.03 0.24 0.03 0.01 0.27 0.45 1.14 exporters

Subsidies for raw 0.003 0.19 0.04 materials purchase Subsidies for technical 0.004 0.07 0.008 0.01 0.20 0.03 rearmament credits

Direct funding 0.22 0.007 0.03 1.3 0.12 5.3 3.72

Implied subsidy, 0.21 0.20 0.32 0.08 0.40 0.07 0.17 0.41 0.39 0.13 0.10 0.14 0.12 0.17 0.13 0.14 including: Adjustment of tariff increasement 0.21 0.20 0.32 0.08 0.40 0.07 0.17 0.41 0.39 0.13 0.10 0.14 0.12 0.17 0.13 0.14 schedule for natural monopolies

State guarantees 0.02 0.001 0.03 0.01 0.04 0.01 0.04 0.11 0.035 0.05 0.30

Demand support 3.7 0.0 0.0 0.0 0.0 0.0 1.6 0.0 2.5 0.0 2.1 0.0 53.0 0.1 0.0 3.4

Consumer boosting 1.7 31.6 0.1 3.4

Public procurement 0.3 5.3

Curtain duties 1.7 1.2 2.1 16.0

Boosting of related 1.58 0.01 1.25 industries

Source: IPEM calculations, the Ministry of Industry and Trade of Russian Federationand the Federal State Statistics Service

measures to reduce the expenses of industrial objectives and stimulate the demand for domestic enterprises during the crisis, import duties for products by closing the domestic market, duties importers of raw materials and components (air, in the car, agricultural industry, metal industries, car, light industry, forestry, metallurgy, manufacture chemical industry were increased (Table 1). of rubber and plastic products) and export duties Change of customs duties is one of the simplest for exporters (metallurgy, oil refining, construction tools that provide almost instant results both in materials, chemistry) were reduced. To achieve the terms of ease of the financial burden on the costs

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Tax rates before the crisis Changes in tax rates during the crisis

2008, 2009, % pp VAT or sales tax VAT or sales tax VAT Income tax (corp) Income tax (corp) Social tax employer/employee Social tax employer/employee Income tax (for the richest) (pers) Income tax (for the richest) (pers) Income tax (for

FRANCE 34.4 51 45/15 19.6 FRANCE +1.1

44.5/ +4.5/ CHINA 25 45 20.5 17 CHINA +2.5

13.6/ +0.1/ JAPAN 41 50 12.8 5 JAPAN +0.1

BRAZIL 34 27.5 28.8/11 25 BRAZIL

GERMANY 15.8 47.5 12/12 19 GERMANY

REPUBLIC OF KOREA 27.5 34 14/7.2 10 REPUBLIC OF KOREA +3.3 +2.3

+12/ INDIA 42 34 0/1 12.5 INDIA +12 -0.1

USA 35 35 7.7/7.7 14 USA

RUSSIA 24 13 26/0 18 RUSSIA -4

Tax rates higher than in Russia are highlighted Tax increase is red, decrease is blue in red, those lower are in blue

Fig. 1 Tax burden in major economies of the world before the crisis and its change during the crisis Source: Forbes, IPEM calculations of enterprises, as well as of the closure of markets temporary measure and the export duties on against imported products (Fig. 3). nickel and copper cathodes were returned to their As part of demand support by reducing the duties, previous level at the end of 2009. significant effect (relative to the industry) was Protective duties, by contrast, usually do not obtained in the aircraft industry – 1.2 percentage cause additional losses to the budget (except for points of 8.4% of the industry's profitability full market closing). Increase in duties coupled (reduced duties on imported components by with other mechanisms provided the greatest 5-20%), chemicals – 0.8 percentage points of effects in the car, agricultural and metals (pipes) 10.9% (reset from 6.5% export duty on nitrogenous industries (Fig. 3). and combined fertilizers), and metallurgy – 0.3 Thus, the duties on new vehicles were increased percentage points of 14.9% (5% reset export by 5%, on used – by 60-80% (up to the level of duties on nickel and copper cathode) and others protective). As a result, the volume of imports of (Fig. 3). new cars fell only slightly more than the overall Reduction of import and export duties (demand market decline and the share of new imported cars support) for the state budget is actually equivalent in the market remained virtually the same (46% in to a direct subsidy, since by reducing the fees, 2009 instead of 53% in 2008). While imports of budget revenues fall, by our estimates this is about used cars decreased by 96%. "Fresh" used cars 17.7 billion rubles, moreover, 5.4 billion rubles virtually disappeared from the market: their share of the total come from the reduction of export in 2010 was 1% instead of 12% in 2009 duties on nickel. That is the sole beneficiary of Protec tive duties are one of the easiest in terms of the measure was Norilsk Nickel JSC. It was a obtaining results and "cheap" mechanisms for the

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% % 1 0 Mining % 2% 0 1 Food industry % 0 Light industry

% 2 3 Wood processing complex 9 % Production of coke and oil products

% Chemicals industry

1 1 2011 Metal industries Electrical engineering and electronics 4 % Car industry Shipbuilding 1 9% Aircraft industry 1% 1 Railway industry Electrical power industry

1% 0% Fig. 2 Effect of reducing the tax on profits for industry (C, D, E of the All-Russian Classifier of Economic Activity Types), 2009 Source: IPEM calculations

SUPPLY SUPPORT DEMAND SUPPORT

Reduction of import duties on raw materials Increasing import duty and components of export duties

Percentage points of profitability Percentage points of production index 1.0 0.5 01234

Industry Processing industries Chemistry Rubber and plastic production Metallurgy Agricultural industry Car industry Aircraft industry

BUDGET LOSSES

17.7 billion including 12.8 reduction of In general, industry revenues into the budget increased as a result export duties (copper, nickel, fertilizers) of tariff increase for imports, above mentioned lost revenue from reduced imports (in the automobile industry additional losses of 6.4 billion rubles of the budget, revenues - 16.7 billion rubles)

Fig. 3 Effect of reducing the customs duties for industry, 2009 Source: IPEM calculations

state budget. However, this measure has obvious for the "protected" products. A striking example is negative effects for consumers, which breaks the price of cars, the rising cost of which for the competition in the market and which most often year amounted to more than 8%, while the price of are expressed by the unjustified growth of prices almost all components fell (Fig. 4).

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115

110

105

100

95

90

85

Growth towards December 2008, % 80 January February March April May June July August September October November December

Light cars Car engines as components Flat steel Fig. 4 Comparison of prices for cars and some of their parts in 2009, as compared to December 2008 Source: Statistics Office of Russia Customs tariff, weighted The Russian government had the possibility to by import structure, % freely use customs and tariff regulations as an an- ti-crisis instrument due to non-membership in the 5 10 WTO. For this reason, the average customs tariff in Russia exceeds the world average, and in par- ticular, is higher than in other BRIC countries, the World EU, the USA, and Canada (Fig. 5). These countries did not raise their customs tariffs during the crisis, except for Canada. China's tariff rates in 2009, rela- tive to 2008, were even reduced. Russia I Тav g = ∑ = 1 T × I

China Тavg = ∑ = 1 T × P where I – average tariff, weighted by the Brazil Тav g structure of import,

Тavg = – average tariff, weighted by the structure of production, USA T – customs rate for goods i, I – share of goods i in the structure of the country's imports, EU P – share of goods i in the structure of the country’s production.

Canada For example, in China the average customs rates are relatively low, judging by the fact that the coun- try imports about 4.1%. However, if we weight the rates according to what the country produces, the 2008 2009 customs barrier will be much higher – 10.7%. The significant excess of the average customs tariff, weighted for the production, over the weighted im- Fig. 5 The average customs tariff in the major economies of the port is evidence of the effectiveness of customs and world in 2008-2009 (weighted by the structure of imports) tariff policy, since goods that are not manufactured Source: World Bank, IPEM calculations in China prevail in the imports structure.

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India China South Korea Brazil Russia 2008 Russia 2009 Japan Canada USA Italy Germany France

035 10 15 20 25 0

Import Production

Fig. 6 Average tariffs weighted by imports and production, 2008 Source: World Bank, Rosstat, Federal Customs Service of Russia, IPEM calculations But it is quite the opposite when we speak about Directly the real sector was allocated much less. Russia: the average customs tariff, weighted by There are three areas where public funds were imports 1.5 times exceeds the tariff, weighted by directed in nearly all the developed countries – production (10.7% and 6.0% in 2008, 12.0% and automotive industry, construction and innovation. 8.0% in 2009). It turns out that, despite one of the This is not surprising. Car industry and construction world's highest level of protective duties, this tool are among the highest inter-industry multipliers, is used very inefficiently. A simple example with and innovation became cheaper during crisis. cars: fees are high – 30%, but still insufficient to Car industry was directly funded by virtually all the give up foreign cars in favor of the domestic cars. countries where there is a large-scale production of Protective duties are a very dangerous instrument cars. This is due to many factors: the vulnerability of state policy as it violates competition in the of the industry, aimed at final demand in times of domestic market, leading to higher prices and does crisis, high territorial concentration engaged in the not encourage entrepreneurs towards innovation industry, a large number of related industries. In and efficiency. It can be used only temporarily – for 2009, only the lazy ones did not scold the government a period of a specific policy on import substitution. for the 65 billion rubles, which directly subsidized The obtained results of calculations of the ratio of the automotive industry, to be exact the AvtoVAZ. rates, weighted by production and imports, says In fact, if we compare the specific parameters of there is need for improving the efficiency of customs direct financing of the sector in developed countries and tariff decisions, raising the rates for the goods per employed person, the amount of financing in for which there are prospects for import substitution Russia was relatively modest, even given the low and reducing those, where there is not any. productivity of labor – 4 thousand dollars per worker in Russia, compared to 80 thousand dollars in the GOVERNMENT SPENDING USA (Fig. 7). In all the countries support of car industry was Increased government spending in the anti- comprehensive and included both measures of crisis program was observed in all the economies financial support and stimulating the demand. The of the world. The major recipient of government most popular measure to stimulate the demand was spending, just like in Russia, was the banking the program of car recycling. The WTO prohibits sector, improvement of which was to promote the the granting of preferences to domestic producers, improvement of the rest of the economy. that is why in the U.S. and EU any car (including

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stimulation of demand (by consumers) are more 100 effective than direct public procurement and protective duties, and they do not distort competition in the domestic market.

INNOVATION 50 State participation in the implementation of innovative projects has become an important component of the anti-crisis policy of many developed countries. It has a strategic reason: during the crisis a global redistribution of markets takes place, changing ways of life can happen, leader-

Thousand dollars per 1 employed Thousand countries can be changed. In order to overcome the USA Italy crisis as a "winner", it is necessary to strengthen the Spain Russia France technological advantage. Comparing programs to Germany stimulate innovation in developed countries, it can be

Great Britain Great concluded that the main directions of state support are energy (search for new energy sources, energy Republic of Korea efficiency) and transport (electric vehicles, new types Fig. 7 Volume of direct financing of the automobile industry in of transport). 2009 (on returnable and non-repayable basis) Within the framework of the analysis of the Source: IPEM calculations domestic industry structural problems [1], it became clear that Russia’s risks to get over the crisis as a foreign-made) could be purchased with recycling "loser" and being a lagging behind country are very certificates. However, the WTO rules were violated high. Before the crisis, in conditions of shortage of by almost all the countries, and for this reason, no supply in many markets, the technological challenges country made claims against each other. of uncompetitive domestic industries, especially There was no other industry similar to the car engineering, were not so obvious. Amid falling of industry in the scale of state support and complexity global demand, competition was increasing; in which of anti-crisis measures, taken by all other branches Russian manufacturers often lose out to foreigners, in foreign countries. In Russia, in addition to car mainly due to qualitative criteria. Therefore, according industry, sufficient support was provided to aviation to the IPEM, there is an acute need for a change and shipbuilding, agricultural and transport industry, from compensatory measures, which have a leveling the most capacious and at the same time challenging character, smoothing the negative manifestations of machine-building industries (Tables 2, 3). the crisis in terms of deterioration of the financial Due to the limitations of the WTO on the condition of companies and falling demand for direct support of industries, both developed and products, to the modernization measures. developing countries, during the crisis, adopted All the countries, which implemented mo- programs to support the construction sector dernization, first faced the challenge of finding (housing and infrastructure projects). Building funding and usually solved it with the help of foreign roads in the crisis came up during the Great investors. However, Russia does not face such a Depression; it is cheaper and helps to engage a problem, since domestic business has sufficient lot of people. Construction has one of the highest funds for investment. Why then is the process of multipliers, and implementation of projects with modernization so sluggish? the focus on the supply of domestic equipment is Let us refer to the ratio of direct and indirect strong enough to help stimulate domestic demand, stimulation of innovation on the part of the state (Fig. particularly in India and China. In India, large scale 8). Russia ranks first in the world by the state’s share employment problems were solved with the help of in funding research and development. And the reason construction support, often at the expense of road is not in huge amounts of public funding: Russia’s construction with a low level of mechanization. share in R&D in GDP terms is a little over 1% while it The active promotion of construction in India even is 3-5% in the developed countries; this is because of led to a shortage of the steel products. In Russia, the reluctance of businesses to invest into innovation. unfortunately, construction was actually not used There are two reasons for lack of interest of Russian as a tool to stimulate the demand, although there business in innovations – the imperfection of the was a particularly high potential to support metal system to stimulate the development of innovation industries, machinery, manufacturers of building and lack of competitiveness of innovations in the materials, etc. In this case, measures of indirect economy.

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2008 2009 2007

Russia 60 Brazil 31 5 The share of R&D in the GDP 50 Lack of interest Turkey Aggressive government in research and development policy to encourage innovation of Russian business - ease at a relatively low level of obtaining resource rents, 45 of innovativeness of the economy the lack of tax incentives

Strong Norway Spain

40 Developed countries France with the ability to extract natural rent, which conduct active policy to stimulate innovation 35 Australia The highest share of government in the funding R&D.

Canada United Kingdom 30 Tax subsidies for R&D unit -0,05 0 0,05 0,10 0,15 0,20 0,25 0,30 0,35 0,40 0,45

USA

Direct stimulation of innovation Germany 25

China Japan Israel The model of innovative development with a dominant role of business 20 in the organization of innovation

Weak The innovation process is carried out with no significant incentives from the state, as technological superiority is the main Japan competitive advantage for businesses Indirect stimulation of innovation Weak Strong

Fig. 8 Direct and indirect stimulation of innovation in the largest economies of the world

Ŷ natural resource rent in the energy industry, Tax subsidies for an R&D unit are calculated based on the OECD methodology as follows: metallurgy, etc.; Ŷ corruption schemes in the procurement of state and enterprises, which use resource rents. 1-tax benefits In order to develop innovative industries, and 1- 1-income tax engineering is one of the main consumers of innovation, business itself has to be interested Source: IPEM calculations in it, as the share of state in financing of R&D is already unacceptably high. Business will become interested only in potential profitability of investment, First – the imperfection of the system that comparable to the business, built on the extraction stimulates the innovation development. Prior to of natural resource rents. It is necessary not only to the crisis, indirect mechanisms were practically not strengthen and expand the list of tax mechanisms used in the Russian tax system. A positive step was to stimulate innovation, but also to increase the the adoption in 2009 of measures for tax incentives taxation of branches of first redistribution, in order for innovation; in particular, it was possible to to reduce their profitability and stimulate capital attribute the cost of R&D expenses by a factor of flowing into new branches of engineering. 1.5. However, the incentives for innovation funding remain very low. There is no need to invent anything INDUSTRIAL POLICY IN THE POST-CRISIS new here, as international practice allows you to PERIOD choose from a huge number of already proven mechanisms, those of tax benefits, tax vacations, Russian industry began to recover from etc. mid-2009, first due to restoration of external Second – lack of innovation competitiveness in demand, since 2010 at the expense of domestic the economy. According to the economic theory, demand, stimulated by anti-crisis measures of the entrepreneur seeks to invest in innovation, as in the government, inclusively. Since late 2009, the the future he will be given a competitive advantage dynamics of the indices was attenuated, despite and, consequently, greater profitability. However the fact that the level of production in industry has investing in innovation in the Russian context is not yet reached the pre-crisis level. On the one not so interesting, as there are simpler and more hand, the potential of another "driver" - recovery of profitable ways of making profit: investment activity is not fully exhausted, and on

52 railway equipment ANALYTICS the other hand, it is obvious that the problem is not the not so distant prospects of joining the WTO. So in the full restoration of certain "drivers", but in the far, the only competitive sectors in the industry are fact that domestic industry, particularly the machine those of mineral extraction and primary processing building industry, are emerging from the crisis even (metallurgy, chemistry and low-tech chemistry, more attenuated. etc.). Focusing only the low-tech industries on Before the crisis, the problem of non- competitiveness is the destiny of developing competitiveness of virtually all technological sectors economies. The competitiveness of low-tech were not so noticeable, due to the rapid growth of industries is determined by the costs, and increase the economy and the deficit of manufactured goods of internal costs is an inevitable component of that emerged in many markets. Now, the pre- improving the socio-economic development of the crisis situation is being repeated in the transport country. Thus, the projected growth in energy prices industry, the high demand for carriages, is due to to world levels will lead to the fact that there will the exceptional market conditions of freight traffic. be just one article of costs, slightly lagging behind During the crisis, during the recession in demand, the level of developed countries - the cost of labor. competition increased, and we began to observe However, by this indicator we are not competitive the loss of the domestic market, even in those with developing countries. Displacement of our segments in which the competitiveness of domestic country from markets of low-tech sectors by producers was not doubtful (e.g., power machine developing countries is an irreversible process and building). During the crisis, even carriage producers the need for structural changes in the industry is the were inferior to the Ukrainian producers with most acute problem of socio-economic development comparable quality but significantly lower prices. of Russia. Today the dominant paradigm in Russia Internal demand for domestic manufactured goods is that there is no need for industrial policy, we on the basis of 2010 rose by 9.8% (estimation based need general principles of tax, credit, competition, on the IPEM data on transport loading), import - by customs and tariff policy. However, according to the 36.8%, i.e. by reducing the potential demand in IPEM, in the 20 years of market economy, the given the domestic market, foreign manufacturers have paradigm proved to be ineffective, since it results in used more than domestic products. In fact, during a gradual loss of technological capacity of domestic this crisis, import substitution was observed only in engineering. the automotive industry, coupled with aggressive protectionist policies and specific statistics, due to References: the localization of production of foreign companies in Russia. 1. Y.Z. Saakyan, A.V. Grigoryev, Map of The need for major structural changes in the industries: the way to economic growth / / Railway industry is extremely acute, even if we forget about Equipment - 2010. – No. 3. P. 22-32.

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COMPETITIVE ABILITY OF RUSSIAN RAILWAYS, ITS CONNECTION WITH DYNAMIC PROPERTIES OF FREIGHT CAR RUNNING GEAR AND THE WAYS OF THEIR IMPROVEMENT

Ilham GALIEV, Dr., Prof., Omsk State Transport University Viktor NEKHAEV, Dr., Prof., Omsk State Transport University Viktor NIKOLAEV, Dr., Prof., Omsk State Transport University

INTRODUCTION INTO THE PROBLEM STATE. DISADVANTAGES OF THE FREIGHT CAR THREE-PIECE BOGIE AND REASONS OF IT

In the modern conditions of the severe market- impact to a bogie frame and to a rail, and accu- based economy, competitive ability and efficien- mulation of rail dilapidations; cy of Russian railways activity depends upon Ŷ intensive wear of the "wedge - friction plate" actual traffic and carrying capacity of railways. It system resulting in the instability and uncon- is known that the freight traffic makes the main formity for the spring suspension dissipative pa- share into profit. Today Russian railways bear rameters of empty and loaded car; the considerable expenses caused by numer- Ŷ insignificant designed gap and friction force ous speed limitations affecting the efficiency of between the truck bolster units and the bogie high-speed trains as well as due to car derailing, solebar in transverse direction causes an impact their detachments due to different failures and interaction of their elements as well as interac- other after-effects. Due to the above reasons tion of the solebar with axle box elements. It and some other factors, the level of container also causes failure of roller end faces, end face transportation via the East-West transportation mounting, axle box heating that, in turn, results corridor remains still insignificant (only 1%) as in significant cases of car uncoupling by the con- compared with the global movement of goods. firmed heating; At the extended management board meeting of Ŷ intensive wear of the support surfaces of the the Russian Railways JSC held on December 22, mating elements for a bogie and a centre plate 2010, Vladimir Yakunin, President of the Rus- arrangement; sian Railways JSC, stated the need to increase Ŷ increased, as compared with a Barber bo- the competitive ability of the railroad transport gie, longitudinal and transverse gaps between in the container transportation. He also empha- journal boxes and solebars resulting in the bogie sized the urgent need to increase transporta- parallelogram shaping at the rail curved sections tion safety, particularly, at the expense of the and, as a result, in the increasing of travel resist- prevention of solebar fracture [1]. According to ance at the sections, flange worn sharp and cut statistics, 2,336 cracks were revealed in freight- as well as in the increased wear of the side edge car bogies during inspections at check stations of the outer rail head; of the in 2010; it was by Ŷ insufficient, due to the above factors, time 73% higher as compared with 2009 [2]. between repairs, which do not exceed 160 thou- It is known that the bogie model 18-100 is the sand km; basis of an undercarriage for freight cars of Rus- Ŷ insignificant reliability of solebars and bugie sian railways. As Professor M. Verigo mentioned bolsters caused by casting defects resulting in in due time [3], it is a worsened analogue of the solder fracture during operation with severe American Barber bogie, which was patented in after-effects. 1928 – about 100 years ago! Due to the above-mentioned structural short- Being simple in design and maintenance ages resulting in low dynamic properties of 18- three-piece bogies have the following number of 100 bogie and its modifications, the number of typical shortages: car uncoupling increased in 2010 as compared Ŷ significant unsprung weight and high fre- with 2009 due to the failure of wheel sets and bo- quency of free oscillations in the vertical sym- gies despite the measures, which were taken to metry plane resulting in the considerable force update bogies and to equip them with the wheels

54 railway equipment ANALYTICS with increased hardness. Thus, the number of area, significant wear of side edges in the heads axle box failures was 62,971 (61,169 in 2009 of releasing and receiving rail. All these changes [4]); the number of failures caused by the flange indicate the complicated type of the interaction wear exceeded 150 thousand even at lubrication between a rail and a wheel within the joint area extensive use. Despite the fact that more than as well as the interaction intensity of a wheel 5 million wheels with increased hardness were with a rail. Such high forces cause numerous delivered last year to Russian railways, the num- rail defects and decrease their operation life. Ac- ber of fails of the wheel tread surface exceeded cording to the data published by Statistical De- 180 thousand cases last year. Increased content partment of the Main Computer Centre of Rus- of carbon and manganese in new wheels which sian Railways JSC, the number of defective rails promotes increase of their wear resistance withdrawn is more than 50 thousand despite the causes at the same time the problems of pos- measures taken [5]. Defect No 17 – metal chip- sible chip formation, difficulties and appreciation ping from rail head – dominates and is caused of the wheel processing. Significant amount of by the interaction impact forces between the el- fails in freight cars due to forced stops of freight ements in the system "rail-wheel". At the cost trains has resulted in numerous delays of pas- of one rail more than 28 thousand rubles (§700 senger and suburban trains. Thus, in 2010 "more euros), their exchange costs about 1.5 billion than 3 thousand freight trains and almost 400 (§37.5 million euros) rubles taking into account passenger trains fell behind schedule through the "gaps" in schedule and other expenses. It is the fault of coach-building workers" [2]. Delays also ought to note that 14 million rubles should of passenger and suburban trains significantly be spent for the reconstruction of 1 km railroad decrease the attractiveness of the passenger in the Siberian region caused by the defect ac- transportation performed by Russian Railways cumulation in its upper structure. JSC and negatively influence the positive image and the competitive ability of the company. Such main shortages, as big unsprung weight, "CAR-RAIL" DYNAMIC SYSTEM AND spring set significant rigidity, insignificant dis- SOME ITS PROPERTIES sipative forces of the spring suspension dur- ing the empty car motion and excessive ones Many above-mentioned shortages and prob- in the loaded motion, various imperfections of lems are caused by low dynamic properties of the wheel sets in combination with the increased rail bogie model 18-100. As an operation experience elasticity modulus, are the reasons causing ac- shows, its undisturbed motion is not stable due cumulation of failures in the car undercarriage to its design features resulting in more intensive and defects of the rail upper structure resulting oscillating processes in the "car-rail" system, in decrease of their operation life. which threaten the train traffic safety and lead Typical defects are metal chipping from rail to the above-mentioned after-effects. We would ends (Fig. 1), fatigue cracks, etc. like to note that up to the end of the 60th friction Let us note metal chipping in the head of re- bearings installed in axle boxes have the side ceiving rail, chips, wear hammering of the tread play 15 mm relatively an axle neck, thus almost excluding interaction of the wheel flange with the rail head side edge. The wear of the wheel tread surface was the main type of the wheel wear. As a result, the above-mentioned side play, in combination with damping properties of the fric- tion bearing, facilitates the decrease of the body swaying and hunting and, as a result, decreases the interaction forces between wheels and rails in transversal horizontal plane. During the empty motion of a freight car upon track irregularities, there is an insufficient damp- ing of almost all oscillation forms of a freight car due to the insufficient static deflection, which usually does not exceed 8-10 mm, as well as due to the unavoidable wear in a spring suspension of the elements within the friction pair "wedge – friction plate". It is also reasonable to note the effect of mutual effect of frictional forces perpen- Fig. 1 Metal chipping in the receiving rail within the joint area at dicular to each other, which was discovered by one of Transsib track sections (passed tonnage is 420.2 million Acad. V. Goryachkin [6]: frictional force, which tons)

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is perpendicular to the preset movement direc- ing assumptions. First of all, let us assume (in tion (vertical interaction force between a friction order not to shade the qualitative aspect of the plate and a friction wedge) results in the friction phenomenon) that the vehicle does not make coefficient decrease and, hence, in the decrease swaying oscillations. Secondly, let us take the of the transversal relative track centreline for the pathway of the left and the right wheel as an ex- horizontal frictional force between a truck bolster citation that allows to decrease the number of and a solebar in the contact between a wedge degrees of freedom. and a friction plate. Let us assume that a vehicle body displaced In combination with the existing transversal by the value and made a turn by ij angle rela-

and longitudinal gaps in solebar junctions with tively О1 point (Fig. 2). axle boxes as well as between the body and At the exact considering the higher-order bogie bearers, these factors are the reason of terms of vanishing in expanding of the expres- all intensive car oscillations, which decrease its sions for kinetic and potential energy, and tak- stability against the wheel rolling in a rail head. ing corresponding derivatives, we would obtain Since a car is a complicated mechanical sys- differential equations for bouncing oscillations of tem, re-distribution of oscillating energy may ap- the vehicle gravity centre (z coordinate) and its pear in it at certain conditions, which are related side oscillation (ij coordinate): to the different symmetry planes [7]. Let us con- Mz – Mh(φφ+φ2 )+2rz=rz +rz ; sider one of the most important reasons, which L n {(I + Mh2)φ+(2rb2 – Mgh – Mzh)φ= - rbz +rbz affects the car dynamic properties and which x L n significantly impacts the traffic safety, especially Here М and I* are the body weight and its iner- for empty freight cars. tia moment relatively the longitudinal track axis In the most cases, the motion of mechanical correspondingly; 2b is the distance between the system is linearized assuming low oscillations. left and the right elements of the spring suspen-

It is known, that it is possible to consider sepa- sion with rigidity r; zL and zn is vertical displace- rately progressive and angular motion at certain ment of the contact points between the left and symmetry conditions. Usually it is done while the right wheel with rails correspondingly. studying dynamic properties of railroad vehicles Analysis of equations shows the following. [8,9,10,11]. First of all, these equations are interconnected. However, the car body may behave as a pendu- We would like to emphasise that the component lum on a moving support since its gravity centre Mh(φφ+φ2 ) features a non-linear response ac- is located higher than supporting points. In these tion of the vehicle and reflects the influence of conditions non-linear links may exist between a side roll on bouncing oscillations and their in- the generalized coordinates of the mechanical crease with the gravity centre height increase. system. As a result, the car body motion may Secondly, it is ought to note that the second become unstable at certain motion speed. To il- equation has both positive and negative solu- lustrate this statement, let us make the follow- tions. This implies an important fact: strong in- teraction of constraining forces is possible in vertical and horizontal symmetry planes of the Z vehicle at certain correlation between the system structural parameters, which define its frequency of bouncing and side oscillations, and the track amplitude. This interaction may result in reso- nance phenomena and, correspondingly, in the considerable oscillations of the interaction force C between a wheel and a rail, which decrease re- φ sistance against the wheel flange rolling over the rail head. This interaction of constraining forces Mg h in vertical and horizontal planes may have an especially strong impact on dynamic properties of the vehicles with a high gravity centre, first of O1 all, for tank cars and open-box cars. As prac- tice shows, the number of empty car derailments 0 Y caused first of all by the lack of dissipation en- ergy in the car spring suspension exceeds ten times the similar parameter for loaded railcars. Valid speed limitation for empty trains up to 60 km/h at the curved sections with low radius is a Fig. 2 Computational model of bouncing oscillations and side oscillation of the railcar coercive measure that negatively influences the

56 railway equipment ANALYTICS railway tonnage capacity. 1,2.105 Let us state one more significant instant. N Side oscillations of the railcar body cause cor- responding wheel pressure oscillations on rails 8.104 and, hence, oscillations of the wheel traction Fx 6.104 with rail. In turn, decrease of the traction force p moment during the train breaking increases the 4.104 possibility that the friction force moment would 2.104 exceed the above-mentioned one, especially in severe winter operation in Ural and and 0 0,2 0,4 0,6 0,8 1 sec 1,6 at insignificant air drying in the brake line. It is t the reason that causes formation of numerous slid flats at the wheel tread area. Such slid flats Fig. 3 Oscillograph record of the longitudinal force in the in the wheels with increased hardness which contact of a journal box and a solebar during braking the loaded car on a hump become a more and more widespread result in considerable operation costs during their ma- chining (machining time increases as well as components (frictional forces of wheel flange consumption of excessive material and electric on a rail) make an additional harm work of the power). Material costs for the roundhouse ser- motion resistance (apart from specific travelling vicing of open-box cars in the Kuzbass Region resistance forces stated in the Rules for grade of the West Siberian Railway is about 70 – 100 computations) causing the increased power con- (§1,750-2,500 euros) thousand rubles that sig- sumption. Decrease of the rail gauge from 1524 nificantly exceeds the cost of the freight car life up to 1520 mm like a pious hope, which is con- time. ceived to limit the hunting amplitude for freight During the body swaying oscillations, inertia cars. However, usage of domestic three-piece force of the body and truck bolster make the bogies, which do not correspond to modern re- work, which should be neutralized by the ener- quirements, results in increasing the frequency gy emitted at the expense of the friction of the of contacts between wheel flanges and rails with wedge vertical surfaces with the solebar friction all above-mentioned after-effects. plates. It is known [12] that the force dispersion, Significant gaps (15 mm and more) between a which appears during the bridging of kinematical journal-box and a bogie frame with further bridg- links, i.e. during selection of the gap between ing kinematical links cause the impacts in the the truck bolster elements (end surfaces of fric- contact of a journal box and a solebar during a tion wedges located in splayed apertures of the gravity classification yard and adjusting breaking truck bolster) and stop members of the solebar, in the train. Analysis of the mathematical model is in inverse quadratic dependence upon equiva- used to describe this process (Fig. 3) shows that lent decay coefficient as well as upon the free longitudinal impact forces, which affect the verti- travel of the vibration-protective system (this cal wall of the bogie side frame aperture of the gap value). The lack of dissipative forces, which first car, are about 115 kN while speed adjusting is caused by the above-mentioned reasons, as for the coupled three cars. well as the existing insignificant transverse (rel- This predefines the highest concentration of atively the track) free travel of a truck bolster crack formation in the area of the solebar jour- result in the following consequence. Open-box nal-box aperture. It is interesting to note that the cars which have deviations in the undercar- riage design parameters from the rated ones 60 make intensive hunting oscillations during their movement at the speed about 70 km/h; and kN these oscillations are accompanied by impacts 2 of truck bolsters over solebars. These impacts 40 Fx are transferred to the end surfaces of axle boxes p 1 causing "herringbone"-like defects, loosening of 30 end fastening and other defects resulting in the further roller jamming and increased heating of axle boxes. Significant normal components of 30 40 50 km/h 70 V rail reactions, which appear at this time in com- 0 bination with high rigidity of a spring set, are the reasons of the intensive lateral oscillations of Fig. 4 Dependence of maximum impact load for the railcar journal aperture, which is located in the last third part of the the car body, which decrease the stability mar- train, upon initial speed during pneumatic breaking (gaps: 1 – gin against a wheel rolling on a rail. Tangential 12 mm; 2 – 16 mm)

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a) 4 б) track as compared with wooden sleepers, large 1540% 6 6 16% 7 10 32% 5% 0,53% 0,24% 9% unsprung weight as well as significant hardness 9 4% of volumetrically-quenched rails and wheels will 0,16% 4 result in an increase of dynamic forces during 4% 5% 2 3 8 0,5% 3,5% the rail contact with a wheel. It was found [14] 2 15% 3 that the unevenness on a tread surface 250 mm long and 1 mm deep results in an increase of the 1 14,5% 0,57% 5 wheel pressure on a rail up to 215.6 kN for con- crete sleepers and up to 192.1 kN for wooden Fig.5 Crack distribution in the bogie 18-100 ones at 70 km/h and the static wheel load 100.45 kN. Just due to these reasons, it was found two plot shape within 0.35-0.9 sec illustrates the ef- times more cracks in wheel sets at West Sibe- fect of vibrating linearization of dry friction non- rian railway in 2010 as compared with 2009 [2]. linear force, which appears in the contact of a solebar support surface with a journal box. TREND IN DESIGNING MODERN Using the method of movement separation into BOGIES fast and slow components, which is based on Acad. A. Tikhonov's theorem, the dependences The acute need to increase traffic safety, traf- are obtained for maximum impact load of the fic and carrying capacity at the expense of the railcar journal aperture, which is located in the increased permitted axial loads, increase the last third part of a train, upon initial speed dur- time between repairs raises the problem to in- ing pneumatic breaking. They are shown on the crease operation parameters of the freight car Fig. 4. bogie. Many research groups are involved in The obtained data show the significant impact solving of this problem. of the longitudinal gap in journal apertures on One should note that three-part bogies, which dynamic load of the solebar end parts (1.5 times have sufficiently simple design, are used in the on the speed 70 km/h). Such load predefines the USA, South Africa and in FSU countries in con- appearance of cracks in them that makes a threat trast to the basic modified Y 25 bogie, which are to train safety. The influence of railcar speed on used in most countries of Western Europe, and the braking efficiency by composite brake blocks some other models (LTF25), where the differ- is also demonstrated – certain decrease of the ence in the automatic coupling height is absent. sliding friction coefficient takes place at the train For example, there is ZK6 bogie (with cross con- speed increase. nections to prevent the bogie skew in a plane Fig. 5 shows the distribution of cracks in the - China), 18-100 bogie and its modifications (18- units of the bogie 18-100 described in [13], 194, 18-578, Russia) and 18-755, 18-781, 18- which corresponds to the current condition al- 1711 (Ukraine) etc. most completely. Most of the designers dealing with freight car According to the data of Carriage Facility De- bogies for Russian railways update 18-100 bo- partment of JSC Russian Rail-ways, 48 fractures gies (as an example, 18-9771 bogie may be in solebars occurred in the freight car bogies mentioned, which was designed in Promtraktor- during the last 10 years at Russian railways. The Vagon CJSC), or create the bogies based on biggest amount of fractures – 12 cases – took the modified Barber bogie. The general trend place in 2009. This negative trend maintained in of such bogies comprises a certain increase of 2011– the number of solebar fractures was 20 in static deflection of a spring suspension, use of the first quarter. There are following reasons for the modern wear proof changeable elements fracture appearance in solebars: the above-men- and updating the bearer design. tioned spatial impact loads, which are caused This plant manufactures 18-9836 bogie (de- by the imperfection of dynamic processes in the signed by «ASF-Keystone» (USA)) as an under- system "car-track", significant unsprung weight carriage for open-box cars with new design. This as well as insufficient casting quality while man- bogie fea-tures an increased rigidity in a plane ufacturing frames and truck bolsters for bogies. as well as a decreased wear of friction couples, There are following main reasons of fatigue adapters in frame joints with journal boxes hav- cracks on the disk inner side near the wheel ing cassette-type bearings. tread: combination of high thermal and me- Petersburg State Transport University, Mos- chanical loads appeared during braking at often cow State University of Railway Engineering, imperfections of composite brake blocks, inter- VNIKTI, Ural State University of Railway Trans- action forces within the system "wheel – rail" port and other scientific bodies deal with bogie especially during the car motion along the track designing in close cooperation with Uralvagon- with concrete sleepers. Increased rigidity of such

58 railway equipment ANALYTICS zavod. Thus, Tikhvin Freight Car Building Plant limitation is virtually the main reason of many CJSC has designed the innovative bogie of 18- existing problems of railway operation (insignifi- 9810 model, which is based on «BARBER S- cant traffic and carrying capacity of track sec- 2-R» bogie developed by Standard Car Truck. It tions, which do not correspond to the modern does not have non-metallic elements that would traffic safety requirements, considerable op- keep its resistance to low temperatures. As it eration cost for hauling operation and carrying was announced, the overhaul life of the bogie is equipment overhaul, insufficient operation life of 500 thousand kilometres, and the static deflec- freight cars). tion under empty railcar is 25 mm; it is 3.5 times In these conditions, increase of traffic and higher as compared with the bogie of 18-100 carrying capacity of Russian railways due to model and two times higher than 18-578 bogie. increase axle load and traffic speed of freight The Strategy for Development of the Russian trains, which undercarriage is an off-market Railway in the Russian Federation till 2030, three-part design of the bogie and its modifica- which was approved by Russian Government, tions, is palliative in our opinion; it could not dra- foresees a fundamental modernization of the matically solve the problems of Russian railways railway infrastructure and increase of container due to the fundamental disadvantages of such transportation. As a maximum, it is necessary bogies. to update almost 24 thousand locomotives and about 1 million freight cars. It means virtually COMPENSATION OF EXTERNAL complete renovation of the Russian railways DISTURBANCES IS A WAY TO INCREASE stock. Taking into account the modern require- THE RAILCAR DYNAMIC QUALITIES ments to carrying equipment, the problem of de- signing a freight car bogie, which provides high As it is known, one should decrease vibration dynamic properties, required speed and traffic of a disturbance source and improve dynamic safety, is especially topical today. properties of the springing system of railway ve- The need to decrease a railcar impact on a hicles in order to achieve their smoothness of truck needs the decrease of the bogie un- movement. This first direction is implemented sprung weight. For this purpose, Uralvagonza- as a continuous welded rail, which is made as vod designed the bogies with hollow axles and heavy rails put on concrete sleepers and a sta- the spring suspension at axle stage in the 60s. bilized broken stone underlayer; elimination of a However, that experience was unsuccessful due wheel set imperfections (their eccentricity, ravel- to high rigidity of the typical (traditional) spring ling, slid flats, etc.) and the tread surface of rail suspension and considerable dynamic loads heads. The second direction is connected with caused by it. Today, Izhorskie Zavody JSC an increase of vibration-protective properties has designed the bogie of Р25.120 model with of a spring suspension both in the vertical and rubber and metallic springing elements at axle horizontal plane via optimal rigidity and damping stage of a springing. Due to the strict limitation parameters for elastic suspension. Increase of for the height difference of the railcar automatic relative travel of a truck bolster up to 40-50 mm coupling, the flexibility of the spring suspen- will serve as an expedient measure in a horizon- sion for these bogies was insignificant and did tal plane with formation of non-linear (better as not provide the necessary dynamic properties a tangent curve) spring and corresponding dis- of railcars resulting in the increased stress and sipative characteristics. It is necessary to take strain state of a bogie frame. measures to prevent skews in bogie units in a It is also necessary to note the important fact plane by installing using diagonal rods, which ef- of the difference between the weather conditions ficiency was proven by H. Sheffel [15] and con- in the USA and South Africa, where Barber bo- firmed by the field experience of the railroads of gies are used successfully enough, and in Sibe- China and South Africa. ria, Ural and the northern part of Russia, which The problem of an efficiency increase for are featured by low temperature of railroads six dynamic qualities of a spring suspension and months and more. Track rigidity significantly in- freight car as a whole may be solved using creases at a low temperature; besides, a frost the principle of external disturbance compen- heave causes track irregularities. It is very im- sation in the axle stage of the bogie springing portant to note that an increase of the spring [16], which is equivalent (in dynamics) to the suspension flexibility is strictly governed by the decrease several times of the springing system above-mentioned limitation for the height dif- rigidity of the object being protected. In turn, it ference of automatic car coupling. It could not facilitates a smoother travel of a vehicle, stabi- be increased to the necessary value using typi- lization of the interaction between a wheel and cal spring suspension, which includes a set of a rail; decrease on an impact on a rail and de- springing element and a shock absorber. This crease the possibility of flat slid formation. The

special issue september 2012 59 ANALYTICS

a) b) Fig. 6. Oscillograph records of the vertical acceleration for the wheel (below) and body of an empty railcar: а – with typical spring suspension; b – with compensating device

essence of the principle is the parallel connec- attain 0.256 m at typical spring suspension in or- tion of spring element, which has a negative ri- der to achieve its natural frequency of chattering gidity within the range of operation deflections, oscillation 2.5 Hz in a loaded condition. It could into the usual scheme of a spring suspender. not be implemented due to the strict limitation This element forms the force directed opposite for the height difference of a car automatic cou- to the dynamic reaction of the main spring mem- pling. We would like also to note that the natural ber. Alternate designs of the spring suspension, frequency of chattering oscillations for a freight which use the proposed vibration protection, are open-box car is 5.5 Hz in an empty condition developed based on the theory of analytical de- and 3.2 Hz in a loaded condition for a freight signing, which takes into account dimensional, open-box car equipped with 18-100 bogie. strength and functional limitations imposed on Fig. 6 illustrates oscillograph records for verti- the springing system parameters. Their novelty cal vibrating acceleration of the elements "car – is protected by a number of patents. track" at the motion speed 80 km/h (amplification Physical model of quasi-invariant spring sus- coefficients for the devices are the same in both pension of a freight car was developed to es- cases). Thus, due to the new spring suspension, timate validity of theoretical studies based on considerable increase of dynamic properties will similarity criteria. Disturbance action is the com- be able to provide: bination of track irregularities by N. Kudryavtsev Ŷ decrease of the force dispersion in the con- and maximum operation wheel eccentricity 2 tact of a wheel with a rail, i.e. an increase of the mm. Additionally, the disturbance corresponding resistance against the rolling a wheel flange on to the rail defect No 14 was added. Maximum joint a rail head and, hence, increase of the traffic unevenness was 8 mm. CONAN hardware and safety level; software unit was used to analyze experimental Ŷ decrease of unsprung weight using the axle results. Functional possibilities of the complex stage of springing with decreased dynamic rigid- allow performing post-experimental data analy- ity and, hence, decrease of the impact on rail, sis, visualization of signals and experimental re- decrease of repair costs; sults. It was found that the vertical acceleration Ŷ decrease of the probability for slid flat forma- of the car body with proposed springing system tion. Slid flats would de-crease the service life is less by 60-80 % as compared with a car hav- of wheel sets; increase an impact in track and ing typical bogie. This efficiency is almost im- rail structure dilapidation and increase of the possible to attain for the railcars using the bo- machining costs for the wheels with increased gies with traditional spring suspension (Barber hardness; bogie, ZK6 etc.) due to the strict limitation per Ŷ wear decrease of the contact surfaces for the height difference of an automatic coupling. damping device in the proposed spring suspen- It was found as a result of experimental study sion since the corresponding level of dissipative that the maximum acceleration of a track body forces will be lower at the flexible springing as equipped with a compensating device appears compared with the spring suspension of the typi- at lower frequencies as compared with the rail- cal bogie; cars with typical spring sus-pension. Maximum Ŷ decrease of dynamic loads on railcar units acceleration achieves for the railcar with com- and decrease of overhaul costs; pensating device at the disturbing frequency 3 Ŷ increase of movement smoothness and Hz in an empty condition, at the disturbing fre- preservation of the cargoes being transported; quency 2.5 Hz in a loaded state. We would like increase of train speed and efficiency of the rail- to note that static deflection of a railcar should way transport as a whole.

60 railway equipment ANALYTICS

oscillations. - Moscow: Nauka, 1976.– 432 p. CONCLUSION 8. V.A. Lazaryan Railcar dynamics. Motion stability and oscillations.– Moscow: Transzhel- The presented paper confirm the relevance of dorizdat, 1964. – 255 p. the problem connected with increase of the com- 9. A.A. Lvov, L.O. Gracheva. Modern research petitive ability and operational efficiency of Rus- techniques of the railcar dynamics: Proc. of the sian railways; describe the disadvantages of the Railway Research Institute, Moscow, 1972. Is- existing three-part freight car bogies and their sue 1957. – 160 p. development trend; show high dynamic qualities 10. Mechanical portion of traction equipment of the spring suspension based on compensa- // Ed. I.V. Biryukov. – Moscow: Transport, 1992. tion of external disturbances. – 420 p. 11. A.M. Orlova. Effect of the bogie structural References: layout and parameters on stability, running qual- ity and load capacity of freight cars. Author's 1. Report of V. Yakunin, President of Russian abstract for the thesis Dr. Eng, St.-Petersburg, Railways JSC, at the extended management 2008. – 32 p. board meeting of Russian Railways JSC held on 12. V.B. Larin. Statistical tasks of vibration December 22, 2010 // Railway Transport. 2011, protection. Kiev: Naukova Dumka, 1974. – 127 issue 1. P. 6 – 20. p. 2. D. Kiselnikov. Rolling stock on the upgrade 13. Extension of the service life for cast parts of // Transsib newspaper, issue 7, 2011. P. 4. bogies / I.S. Bychek, V.I. Senko, I.F. Pastukhov // 3. M.F. Verigo. Analysis of the mathematical Railway transport. 2001. Issue 3. P. 39 – 42. model approach to the dynamic processes dur- 14. S.N. Sharapov. Problems during establish- ing the study of the side wear intensity for rails ment of rail track with low maintenance // Railway and wheel flanges // Vestnik of the Railway Re- transport, 2001, issue 3. P. 25 – 32. search Institute, 1997, issue 6. P. 24. 15. G. Sheffel. Stability during the hunting with 4. D.N. Losev. Summarizing the year results // lateral motion and ability of carrying equipment to Cars and carriage facilities, 2010, issued 1. P. 2. curve in // World railroads, 1984, issue 6. 5. P.S. Ivanov et al. Analysis of rail defects // 16. I.I. Galiev, V.A. Nechaev, V.A. Nikolaev. Railway transport, 2010, issued 10. P. 58-60. Techniques and means for vibration protection 6. V.P. Goryachkin. Agricultural mechanics - of railroad vehicles: Monograph. – Moscow: Re- Moscow: Selkhozgiz, 1937. – 258 p. source Center per Education at Railroad Trans- 7. R.F. Ganiev, V.O. Kononenko. Solid body port, 2010. – 340 p.

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Joint Stock Company Incorporated Electrotechnical Plants JSC “The Incorporated Electrotechnical Plants” (JSC ELTEZA) is specialized in railway signaling equipment production for automation of technological processes management on rail, at underground systems and industrial enterprises. The Company accomplishes works at all life cycle phases of signaling equipment: design documentation development,equipment supply, construction, installation and start-up works with service backup at customer’s facilities.

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equipment production and completing to testing and start-up works at turnkey objects. Policy of cooperation with international engineering company Bombardier Transporta- tion supposes the employment of the up-to-date signaling equipment manufacturing based on JSC ELTEZA production capacities:

a sleeper-integrated point machine EBI Switch 2000 designed for high-speed running; JSC ELTEZA jointless track circuit equipment EBI Track 400; an automatic microchip-based level crossing system with a built-in electric power supply and remote 5, Sibiryakovskaya St, Moscow, 129 monitoring system EBI Gate 2000;

343, Russian Federation a high-power microchip-using computer-based interlocking system EBI Lock 950. Tel.: +7 (499) 266-69-96,

Fax: +7 (499) 266-68-66 The priority of JSC ELTEZA work is the development of production capacities for modern signaling equipment 62 railway equipment E-mail: [email protected] systems manufacturing, improvement of production quality, implementing of turnkey works, organization of www.elteza.ru equipment service with full range of technical support at all stages of product life cycle. ANALYTICS

LEAN PRODUCTION TOOLS EFFECT ON EFFICIENCY OF NOVOCHERKASSK ELECTRIC LOCOMOTIVE PLANT LLC (NEVZ)

Sergey F. Podust Sergey S. Podust Dr., Director General of NEVZ Dr., Assistant Lecturer at the Department for Carrying and Lifting Machines and Works, South Russian State Technical University

The modern period of global economic develop- tries, caused by the actual state of the national infra- ment and globalization processes in the vehicles structure and the current rate of development of the market and equipment rise new requirements to the Russian economy. national transport machinery. The saturation of the The optimization using lean production tools was railway equipment producers market in developed originally developed by Toyota factories in the 1950- countries is leading to the reorientation of marketing s [1]. Nowadays, this kind of optimization is a widely strategies of the world's engineering industry leaders known and popular organizational approach to im- towards the CIS countries, in order to fill free market prove the efficiency and intensification of a machine- niches that appeared in connection with the necessity building enterprise. The wide spreading of lean pro- to fully modernize the railways on the post-Soviet ter- duction began with a successful introduction in the ritory. In such circumstances, extensive established American motor industry in the 1980-s and received traditional approaches to manufacturing organization its further development and implementation in major and a substantial backwardness of scientific and tech- industrialized countries in the early 1990-s. The Rus- nological development of the national machine man- sian manufacturers showed interest in lean produc- ufacturing from the foreign one may lead to the dis- tion tools only in the 2000-s, which was naturally as- placement of national railway equipment producers sociated with specific economic development. from the market in the future. The tendency to substi- If we look at the country's history, rationalization, in- tute the national manufacturer is progressing not only tensification and efficiency improvement issues were by the placement of orders for the equipment and its being researched long before the 1990-s. Integrated components abroad, but also by a partial reduction optimization of the production sector was considered of process cycles and production capacity, especially within the scientific labor organization, which began at the primary and secondary production stage. This to be promoted in our country in the 1920-s [2]. In the may ultimately lead to the development of assembly 1960-s and 1970-s, the approaches of the scientific production alone. The development of the primary labor organization were widespread at major national and secondary stages of the production chain is the machine-building enterprises. If we compare the ap- most innovative, high-tech, knowledge-intensive and proaches of the scientific labor organization and the time consuming, which is of particular importance to modern lean production tools, we will find a significant the national industry and economy. Therefore, our similarity, particularly in practical testing and imple- companies need to introduce innovative and intensive mentation. methods of production management to successfully Regarding the implementation of innovative ap- compete with foreign manufacturers. Innovations in proaches in the organization of the production pro- our traditional industries, such as beginning-to-end cess, such as the scientific labor organization in the raiway industry, will provide a tangible economic planned economy, and the lean production in today's benefit. This is due to the real demand and practical market economy, Novocherkassk Electric Locomo- possibility to implement innovations in classical indus- tive Plant has always occupied a leading position.

special issue september 2012 63 ANALYTICS

The company is the largest producer of trunk freight improvement of the thermal cutting section by more and passenger electric locomotives, industrial traction than 30%. The "bottleneck" on body and bogie frame installations, electrical equipment and repair pieces blanks was removed, and the performance of the for electric locomotives and electric trains. Since their hardening furnace was improved by optimizing the invention, over 16,000 electric locomotives of more thermal processing mode, which enabled a 20%-re- than 50 types were manufactured at NEVZ for various duction of energy costs. purposes. All of them are successfully employed on Measures implemented to optimize the production the railways of Finland, Poland, China, Russia and the at the section of the breast beam of the body frame CIS countries. Nowadays the company is success- enabled a 46%-shortening of the production cycle. fully developing new capacities and new equipment. The general productivity increase of 20% was provid- The NEVZ always gives special attention to produc- ed at the section where body frames were produced. tion and auxiliary processes rationalization, intensifi- This was the reason to abandon foreign cooperation cation and efficiency. Thus, A.S. Rodov, a production plans for metal bodies that were in the business plan manager, introduced a system of operational produc- of the year 2008. tion planning in the 1960-s [3], which allowed the re- A full reorganization of the material flow and journal- alization of electric locomotives production on a single boxes and axes production took place at the bogie production rate, and the organization of information shop. This led to the establishment of object-closed flows in the planning process was close to the Japa- sections, focused on the continuous flow of single nese system of Kanban. The material flow manage- pieces. Technological solutions on gear wheels mill- ment in accordance with the common rate was car- ing enabled a multiple performance improvements in ried out by means of the method that was close to the wheel production section. the Hajunka principle, which is implemented within the Measures to improve the overall equipment efficien- Toyota production system. After the successful imple- cy were implemented at the electric machine shop. mentation at NEVZ, Rodov’s system was spread to Conventional readjustment sheets were developed at more than 1,500 enterprises of the former Soviet Un- the section of core mechanical operation. They ena- ion. Even foreign manufacturers showed interest to bled the efficient use of the working time of borers. Rodov’s system. Multi-machine servicing was introduced at the CNC Active implementation of the lean production at equipment section. Taking into consideration the NEVZ started in 2006. During the pilot project realiza- fact that they lacked highly-qualified operators, this tion at the section of current collectors in 2007, they innovation allowed making the switch to three work- eliminated a "bottleneck" and the loss of 40% of the ing shifts, seven days a week, with the existing staff. production cycle time, which allowed to use the sec- Additional processing was transferred from the mul- tion as a model and quickly transmit the positive expe- tipurpose equipment to CNC equipment, due to the rience to other units. The parallel large-scale introduc- increase of the working hours. tion of the 5S system in the main production units has The total annual economic impact of the implemen- significantly improved the corporate production cul- tation of pilot projects of lean production at the 5 major ture and has prepared the company for the introduc- production units reached 50 million rubles. tion of more sophisticated lean manufacturing tools. A practical analogy may be drawn if we carry out a The crucial moment in the lean production imple- detailed review of lean production tools and scientific mentation, which covers the basic production units, labor organization approaches, which were introduced began in the middle of 2008. The realization of lean at our plant at different times (Fig. 1). The similarity of production projects, together with other organizational the lean production tools with organizational and tech- and technical measures, enabled the production of nical measures to rationalize and optimize, which had marketable output at the level of 104.6% from the in- been previously successfully implemented at NEVZ, dices of the business plan performance in the context and the positive experience of their implementation, of worn out and outdated equipment and lack of quali- enabled a significant acceleration in mastering new fied personnel. Good results were obtained at 5 pilot approaches of lean production. As you can see in Fig- main production shops: a steel, forge, body builder, ure 1, complex approaches based on the lean pro- bogie and electric machine shops. The projects at duction and the scientific labor organization basically these shops involved the staff at all levels, they were consist in the systematic realization of improvements. aimed at the "undoing" of "bottlenecks" critical to the It was the quick mastering of the lean production due enterprise. to the positive experience in production efficiency op- A number of measures to improve the quality of timization and improvement that enabled a significant casting were realized at the steel shop. They were strengthening of our positions in the market where aimed at reducing the number of casting defects in conditions change daily. the traction motor core, which enabled a 20% reduc- The use of advanced approaches in the organiza- tion of time during the draft core bore process dur- tion of the production, intensification and the efficient ing the section of mechanical operation at the electric way of development in accordance with the lean man- machine shop. The level of steel casting defects has ufacturing concept, have a significant impact on key reduced by 38%. performance indicators of the enterprise. The general Measures on forgings ensured the performance trend of output growth was preserved in the period

64 railway equipment ANALYTICS

Analogy with the scientific organization of labor Lean production tools Historical experience of the enterprise and system of work rationalization Production planning system Operating production planning system for Implementation within the whole enterprise of the Production Tact, Principle Pull: FIFO, Kanban (pro- each material stream according to the needs A. S. Rodov system (since 1962) duction using Tact, the "pull" system) of assembly workshops The implementation of a continuous production One piece flow, Cell (continuous stream of single Organization of object-closed workshop sec- stream of single articles, production cells in pi- articles, production cells) tions and cells, flexible response of the pro- lot divisions (since 2008) duction to changes in shift tasks Methods of organizing working places Implementation of 5S throughout the entire 5S, Standard Visual Management enterprise (since 2006) (System 5S) Clean and tidy, ergonomics of workplaces. Optimizing the changeover time at the pilot Measures to reduce the preparatory- con- workshops (since 2007) SMED cluded time during transition to another party (Optimization of the changeover time) Equipment transition, rearrangement and reor- Rational distribution of the working places and ganization of working places, the combination of equipment in production workshops occupations, the implementation of many ma- Shop Floor Reengineering chine services to focus on a continuous produc- (Reorganization of production workshops) tion stream (since 2008) Technical maintenance and repair system

Implementation of TPM on the scale of the en- tire enterprise (since 2006) Creating integrated teams, the responsibil- TPM Combination of mechanical and power en- ity of team workers to maintain equipment in (System for universal service of equipment) gineer groups, in MRO workshop services, proper condition inclusion in the production teams of auxiliary workers (since 2010).

Methods of analysis and problem solving techniques ABC – analysis Selection of the most laborious part of the Appliance of ABC analysis in the workshops (Method of analysis based on the 20:80 rule) workshop nomenclature for rationalization of the shop floor production to detect the product whose manufacturing process could be optimized (since 2008). Diagram Ishikava, 5 why (problem-solving methods based on the Application of Ishikava diagrams to solve cause-effect relationships) System analysis problems of the foundry, to determine the causes of equipment downtime (since 2008).

Value Stream Mapping Application of the method of mapping in work- (Mapping of the creation of the value stream) shops of the shop floor production to identify the overhead losses (since 2008).

Diagram Spaghetti Rationalization of planning, rational allocation Use of graphic analysis of material streams (Method of graphic representation of material of working places and equipment in produc- on the shop floor production workshops for ra- streams) tion areas tional permutations of equipment (since 2008).

Application of OEE to analysis of the efficiency of OEE Analysis of extensive and intensive usage of equipment and working places at pilot sites with (Total efficiency of equipment) equipment at the working places universal and CNC equipment (since 2008). System of control and quality assurance

Analysis of the execution of quality plans in the Implementation of statistical quality control at workshop and in the enterprise, development of the enterprise (since 2008). Statistical Process Control measures to improve quality (statistic methods of quality control) Implementation of team forms of labor in the Monitoring of quality control by workers of work- workshops with payment for the final quality Active Quality Control shops, financial incentives for workforce to im- product (since 2008). (Operating quality control system) prove quality of production, formation of team Implementation of self-control in the pilot divi- forms of payment for labor sions (since 2009).

Organizational measures and practical training SWIP, Kaizen Implementation of measures to improve by (formation of working groups to undertake Involvement of all personnel in the process of the working groups’ efforts, formed from the practical training and short-term improve- rationalization of the manufacturing site labor of the employees of different divisions ments) (since 2008) Rational approaches to design Standardize Components & Modularity, Poka Yoke Implementation of the modular principle in Unification of assembling nodes and units (standardization of components and modular designing of electric train EP20 (since 2010) construction design)

Fig. 1 The analogy of lean production tools with the approaches of scientific labor organization in the historical context of NEVZ

special issue september 2012 65 ANALYTICS

% 120

100

80

60 100 93 87 40 71 60

20 36

0 2005 2006 2007 2008 2009 2010

- volume of production in relative terms, % Fig. 2a Change of production plan units, % 100

90

80

70

60

50 86 40

30 33 20 31 30 10 20 21 13 17 13 11 10 13 0 2005 2006 2007 2008 2009 2010

- amount of the purchased equipment, units. - volume of investments into equipment in relative terms, % Fig. 2b Change of the amount of purchased equipment and investments in technical re-equipping % 120

100

80

60 100 95 95 87 93 99 40

20

0 2005 2006 2007 2008 2009 2010

- total number of the enterprise personnel in relative terms, % Fig. 2c Change of manning level on the plant

66 railway equipment ANALYTICS

units

9 EP20 8 NPM2 NPM2 NPM2 NPM2 7 NP1 NP1 NP1 NP1 6 NPM2 2ES4К 2ES4К 2ES4К 2ES4К 5 NPM2 NP1 E5К E5К E5К E5К 4 NP1 2ES4К 3ES5К 3ES5К 3ES5К 3ES5К 3 2ES5К 2ES5К 2ES5К 2ES5К 2ES5К 2ES5К 2 EP10 EP10 EP10 EP10 EP10 EP10 1 EP1 EP1 EP1 EP1 EP1 EP1 0 2005 2006 2007 2008 2009 2010

- EP1 - EP10 - 2ES5К - 3ES5К - E5К - 2ES4К - NP1 - NPM2 - EP20

Fig. 3 Nomenclature of NEVZ products of 2005-2010 (Fig. 2a). However, one may observe a freight electric locomotives of different configurations, significant decline of investments in technical renova- kind of current and capacity are planned to be pro- tion and the number of units of purchased processing duced at its base. Labor costs for maintenance will equipment (Fig. 2b). The number of people working at be reduced by 20 times, due to the technical solutions the enterprise, has remained relatively constant, one implemented in the EP20 locomotive. They will also may even observe a downward drift. (Fig. 2c). increase the run between repairs (for example, the When analyzing the dynamics of the key perfor- average repair will be carried out after 1 million km vs mance indicators, one may naturally observe a sig- 600,000 km at present) and ensure energy savings. nificant influence of the financial crisis that started Moreover, the service life of the new electric locomo- in 2009. Still, a positive trend is preserved, which is tive will be extended to 40 years (now it is 30 years). indicative of the intense nature of the enterprise’s de- The pre-production of the EP20 electric locomo- velopment. If we consider the processes of new pro- tive components was performed taking into account duction output, the nature of the nomenclatorial line sound technical and organizational solutions for major expansion (Fig. 3) shows the innovative way of devel- industrial sections, which allowed the synchronization opment and the high speed new technical equipment of serial and trial production in terms of the available mastering. output capacity. The introduction of a new experimen- The fact that our enterprise has developed an inno- tal product in production was carried out using lean vative double-current electric passenger locomotive production tools. EP20 (Fig. 4) deserves particular attention. It has been Thus, the implementation of innovative methods designed as a result of a joint project of Transmash- of the production process, rationalization, optimiza- holding CJSC and the Alstom Transport Company. tion and ongoing intensification of industrial activities The EP20 locomotive is the leading model of a new promote a successful development of our company Russian locomotives family, designed for speeds up even in an unstable economic situation. The role of to 200 km/h. The design of the EP20 electric locomo- lean production modern machine building is impossi- tive implemented the principle of a modular assembly ble to overestimate, as the innovative way for raiway on a base platform. A wide range of passenger and industry development consists of the systematic ap- proaches aimed to optimize business processes.Ŷ

References 1. Masaaki Imai, Kaizen: the key to Japan’s competi- tive success. Trans. from English – the 4th ed. - Mos- cow: Alpina Publishers, 2009. ("Management patterns of major corporations") 2. Y.Y. Budantsev, Technical aesthetics and scientific labor organization. Published by "Znanie", Moscow, 1967. – 48 p. 3. A.S. Rodov, D.I. Krutyansky, The Plan, the flow and the rate. Rostov Publishing House, Rostov-on-Don, Fig. 4 The general shape of a new EP20 electric locomotive 1964. – 71 p.

special issue september 2012 67 ANALYTICS LIFE CYCLE COST (LLC) METHODOLOGY APPLICATION TO DETERMINE THE PROMISING DIRECTIONS OF INNOVATIVE PRODUCT DEVELOPMENT

Oleg Trudov Konstantin Kostrikin Deputy Director General, Institute of Natural Monopolies Head of Transport Machine-Building Research Team, Research (IPEM) Institute of Natural Monopolies Research (IPEM)

One of the key ways to improve the interaction of the question - "What is the size of the economically transport industry and rail transport is to change the reasonable selling price of the created model of the pricing on their products. The transition from the "cost wagon?", while the consumer would get the answer to plus" pricing to the life cycle cost estimating methodol- the question - "At what price is it advantageous to buy a ogy has to give a stimulus to the development of inno- new wagon model, taking into account the peculiarities vative products, since it would form a reasonable price of the operation of the consumer’s stock?" The scheme for a more productive and improved rolling stock. In this of interaction between the producer and the consumer case, the use of a uniform methodology by producers within the application of a methodology for life cycle and consumers can obtain predictable calculation re- cost estimation is shown in Fig. 1. sults, make economically sound solutions and more The need for integration of these two perspectives confidently plan their activities. into one model is due to the fact that the producers As part of the work of the main trade body, the non- and consumers exist in different coordinate systems. profit partnership “Union of Industries of Railway Equip- Manufacturers are oriented in the system of technical ment" (UIRE), the development of pricing methodology and economic indicators of wagons: carrying capacity, is implemented by the Commission on improvement empty weight to carrying capacity ratio, distance run of the pricing methods for railroad engineering. The between overhauls, and other indicators. While con- methodology called "Design procedures for calculating sumers are interested in the economy of a wagon’s the cost-based prices for new rolling stock models and operations, such as loading loading, turnover, the size complex technical systems of rail transport" have been of revenue rates, the cost of repairs. Although these developed and approved. The standards and design figures for the most part do not depend on the design procedures for calculating the life cycle cost for certain of the wagon, the consumer takes them into account types of rolling stocks are being developed. when deciding whether to purchase a particular model. Life cycle cost estimating methodology was tested in To solve the applied problem of calculating the limit calculations of new locomotives, passenger carriages, price of a new open wagon with a number of differences and freight wagons limit prices. from basic wagons the specialists of our Institute have In the second half of 2010, a team of experts from built a model that takes into account - the increase in the Institute of Natural Monopolies Research (IPEM) the life of the wagon, its carrying capacity, frequency faced a number of tasks, related to the calculation of and the expected cost of repairs, both planned and un- open wagons limit price. In contrast to the other studies planned, losses from detention of wagons in all types that had been previously handled by the Institute, in this of repairs. In order to most accurately simulate actual case, the task was to assess the impact of technical operating conditions, conditional routes and cargoes and economic indices of the new wagon and the op- were chosen, the average annual run, tariffs and op- erating conditions on the limit price of the wagon. That erating conditions of the wagon were calculated. After is, in the course of the study, to create a tool that would solving the basic problem, this parametric model was give the manufacturer of open wagons the answer to used to calculate the price elasticity to changes in each

68 railway equipment ANALYTICS

For the consumer For the manufacturer

— Taking a reasonable decision on — Deciding whether to develop purchasing new models of rolling stock and manufacture new models of rolling stock

— Determining the size of limit price — Determining the competitive and the equilibrium price advantages of new rolling stock

Conclusion of the contract, which must determine

— List of key operational performance indicators of the rolling stock — Producer’s responsibility for their compliance throughout the expected lifetime — The buyer's responsibility for compliance with the operating conditions of the rolling stock

Fig. 1 The scheme of interaction between producer and consumer within the application of a methodology for life cycle cost estima- tion of the selected risk factors (Fig. 2). In this case, the use rate of growth of carrying capacity of the wagon - an in- of dimensionless parameters allows us to get rid of the crease of 2.8% to the price for each percent of increase "base effect" and obtain a qualitative assessment of the in the indicator. The indicator "run between depot re- significance of each parameter in the formation of the pairs" is in the second place – 1.5%. Given the fact that price of the wagon. the main trend in development of freight wagon build- The results are presented in Fig. 3. Even if they are ing are now the multiple increases in the distances run predictable, they turned out to be rather interesting. The between overhauls: up to 500,000 and eventually up to largest contribution to growth in prices was made by the one million kilometres, the improvement of this indica-

Block of incoming data

1. Difference and limit price at which the pay-back period of the new wagon does not exceed the payback period of the base wagon 2. The calculation of cumulative net discount value (CNDV) of the new wagon under different operating conditions 3. The analysis of price sensitivity to changes in various operating conditions

Fig. 2 General scheme of the mathematical model of life cycle cost estimates

special issue may 2012 69 ANALYTICS

tor will significantly improve the economic efficiency of not depend on the design of the wagon, the obtained wagons, and accordingly, the limit price. The inverse result can be used only by the consumer to assess its correlation with the index in the distance run between possibilities to operate cost-effectively the new wagon. the overhauls, which rates third by importance: reduc- The importance of capacity utilization in determining ing the cost of depot repairs: 1.3% to the price of a 1% the limit price of the wagon is correlated with the re- decline. Accordingly, when producers make decisions sults, obtained for the producers, in terms of increasing on further improvement of manufactured equipment, capacity. Thus, we can assume, this direction is a prior- they have to be aware that the positive effect of the ity for improving wagons up to the infrastructural limita- increase will be offset by in the distance run between tions of the maximum axle load, which now amounts the overhauls in the case of the rising cost of repairs. to 25 tons. These two objectives – increasing the distance run be- Summarizing the results of the study, the manufac- tween the overhauls and changing the cost of repairs turer can determine the main directions of its product need to be addressed comprehensively. development. In our case, this is increasing the capac- All the other factors that we have considered – the ity of the new open wagon up to the limits, defined by frequency and cost of other types of repairs, as it turns the infrastructure, increasing overhaul life and improv- out, are not so important: according to them the growth ing maintainability of wagons, which should lead to a of prices range from 0.1% to 0.5% to 1% change in decrease in the cost of repairs. The uses of trucks with the indicator. However, after the physical limits of the 25-ton axle loads, improvement of wagon design are carrying capacity are reached, further increase in the the main directions of development. After reaching the reliability of wagons will require fundamentally new physical limit it is advisable to carry out the study again technologies and materials, it makes sense to make a to determine other characteristics of the wagon, the regular analysis of the impact of changes in the techni- improvement of which will offer the consumer a new cal and economic characteristics of the wagon to the product with even better performance. limit price, starting from the indices of new models of For the consumer, such an analysis provides an an- wagons. swer to two questions – to what features of the new Indicators of operating conditions of the wagon technology it is worth paying attention, taking into ac- were also analyzed: the coefficient of the empty run, count the prevailing conditions of the stock operation, capacity of utilization, turnout of the wagon, the income and what performance indicators of their work need to rate, the range of loaded journey, etc. The largest con- be improved in order to maximize profits from their op- tribution to the limit price growth is made by the growth erations. in the revenue rate and the growth of coefficient of uti- Despite the fact that this study was carried out for lization capacity. The values of both factors are 2.8% abstract operating conditions of the stock, it allowed growth of the limit price by 1% increase in the value of making a conclusion about another area of applica- each indicator. Since the size of the revenue rate does tion of the methodology of assessing life cycle cost: the

Run till DR after Run till DR after the construction CR of the design The cost of DR The cost of KR of the design wagon of the design wagon compared to the basic cost wagon compared Changing the technical characteristics to the basic cost of the design wagon: Run till DR after CR Coefficient – Carrying capacity of the design wagon of uncoupled run – Run from DR till DP of the design wagon – Run up to DR after capital repairs 1.5% – Cost of CR, DR of the CUR in comparison The cost of the CUR with the base of the design wagon 1.05% compared to the basic cost 1.31% 2.80% – Coefficient of the run, etc. 0.91% Carrying capacity Operational costs= const 1.22% of the design wagon

Technical characteristics The ratio of change in maximum price of the design wagon % to the change 0.12% Operational characteristics of the corresponding parameter % The ratio of change in the estimated length of the neutrality of the design Changing the operating performance wagon % to the change of the design car: 0.49% of the corresponding parameter Coefficient – Coefficient of the empty run 1.22% 1.22% of empty run – Coefficient of carrying capacity utilization – Car turnover Price range Distance – Profit rate of commercial of Loaded journey – Loaded journey, etc offer Coefficient Technical characteristics = const of carrying capacity 2.80% 2.80% utilization Carrying capacity of the design wagon

Fig. 3 Results of the study focused on factors that shape the economically reasonable price of freight wagons

70 railway equipment ANALYTICS possibility of its application to determine the main direc- ing for railway equipment. In the future, we plan to ap- tions of product development and the main directions ply this model to develop a methodology for assessing of improving the operation of rolling stocks. life cycle cost of components and spare parts of rolling In each case it is advisable to make such investi- stocks and infrastructure. gations when guidelines for the development of new models of rolling stock are chosen, which will force manufacturers to focus on key areas, taking into ac- The methodology of determining economically sound count technical and economic indicators of railway prices for new types of rolling stocks aims to replace equipment operation under specific conditions. the "cost plus" principle, applied for many years. RZD Also, the use of common methodology by producers JSC decided that from 2012 all purchases of new roll- and consumers will allow them to communicate using ing stocks and the complex technical systems in rail one language and work jointly on improving railway transport will be made only on the basis of economical- technology. ly sound prices, established with the help of the meth- The results of this study will be used to develop stand- odology of assessing life cycle cost. The principle of ards and methods for determining cost-based prices switching to this methodology is also set in the Charter for new models of rolling stocks and complex technical on the Interaction of Russian Railways JSC, UIRE and systems of the railways in the framework of the UIRE the Russian transport industry enterprises, manufactur- Partnership Equipment to improve the methods of pric- ers of railway equipment, assemblies and components.

special issue may 2012 71 Andrey Shchepochkin, Vice President, Chairman of the Board of The Non-Commercial Partnership “Association of outsourcing agents”

he Non-Commercial Partnership “Association Tof outsourcing agents” unites leading specialized companies working in the most varied fields where outsourcing is used. One of the most successful services provided by the partnership is the individual selection of companies for providing outsourcing in the transport sector. This includes services for underground transport companies, large and mid-sized automobile transport companies, transport machinery companies, branches and subsidiaries of RZD JSC. Partnership members provide technical servicing and repair of manufacturing equipment, power units and special-purpose machines. Services are provided to industrial companies in the sphere of maintenance and repair of water supply and sewage systems, repair of production and utility buildings, cleaning of rolling stock, and comprehensive servicing in the utility sector, cleaning of production buildings and territories. Services are provided for preparing the area before laying roads, gas pipelines, power lines, railroads, cleaning of rolling stock rights of way and storage yards. The Partnership has been actively promoting application of IRIS, the international railroad industry standard, on industrial enterprises. Within the framework of NP Union of Railway Equipment Manufacturers, the Partnership has been working on developing systems of pre-service and in- service training and retraining of staff, arranging for internships, migration programs, workforce adaptation programs. These systems are used to provide railroad companies with qualified machine operators, other workers, and to find new jobs for dismissed employees. Partial and comprehensive security programs and all kinds of security support of industrial enterprises and private business are also provided. The Partnership also provides consulting services and support of foreign companies in Russia.

Advertorial ANALYTICS

PECULIARITIES OF PRICE FORMATION FOR INNOVATIVE PRODUCTS WITH ACCOUNT OF THE OWNERSHIP COST

Vladimir Kutergin Dmitry Tarasov Dr., Director General, NPC "Springs" LCC Dr., CFO, NPC "Springs" LCC

Every product, including innovative one, is an Ŷ in the recent years, there was little moderni- aggregate of tangible and intangible effects that zation in the industrial sector, many companies companies create for consumer. Their goal is to are not ready to accept new products, and often compose such an aggregate of effects that would lack financial resources for purchasing them; make target customers not only accept it in a Ŷ sales managers do not have sufficient experi- positive way, but also make them willing to pay ence in realization of innovative products; extra for receiving this particular product. Every Ŷ the cycle of selling innovative product in the product is accepted so far as it helps solve the B2B sector is very long-drawn, and decisions customer’s problem, and innovative products are have to go through multiple levels of approval no exception. in this sector. It is necessary to have a kind of Depending on the current stage of a compa- specifically oriented advertising for professional ny’s development, it may have various marketing audience in specialized publications, exhibitions, goals. At the pre-design stage, a company pro- workshops and conferences. vides activities related to consumer and market Price is of great importance in promotion of an analysis, determines target segments of the mar- innovative product. In most cases, a higher ask- ket, forecasts potential sales volume, and devel- ing price of an innovative product, in comparison ops a market entry strategy. A company’s goals with a standard product is determined by lower change by the design stage as it needs to de- cost of ownership during all of its life cycle. velop its product strategy, pricing policy, commu- Speaking of total cost of expenses or the cost of nications policy, and realizes its marketing plan. ownership, we mean the discounted value equal Success factors in the struggle for consumers’ to the contracted price of a product, to which we attention: add the cost of operation, maintenance, repairs, Ŷ overcoming the “gap” between new capaci- utilization expenses, cost of staff retraining dur- ties of the innovative product and existing techni- ing the period of useful service, and from which cal standards; we deduct the depreciated cost of products by Ŷ forming a package proposal for the customer; the end of the abovementioned period, with such Ŷ development of infrastructure to promote the depreciated cost specified in bid documents or at product, and building relationship with competent an auction. centers for implementation of innovations. At the suggestion of research workers from the Sales of innovative products in B2B industrial Institute of Natural Monopolies Research, the sector are the most difficult thing to do. This hap- price for a new model of freight car for railway pens for several reasons: transportation system can be determined by a

special issue september 2012 73 ANALYTICS

formula. a similar model for the entire operating life of the The limit price for a new model of freight wagon freight car; should be calculated as follows, in the general F – operation costs when using a similar model way: for the entire operating life of the freight car. Let us study a specific example. (1) ×× 1. Description of the innovative product where NPC "Springs" LCC is a plant manufacturing

Pnew lim – limit price of a new model of freight car; heavy-duty springs with output of at least 2.4 mil-

Panalog – price of one item of a similar commer- lion springs per year as of early 2012 (1.2 mil- cial product; lion spring group packages, which equals 20,000 EE – economic effect from using a new model freight car packages). This company is a joint of freight car as compared to a similar commer- project by RUSNANO JSC state corporation, Iz- cial product; hevsk Machinery Plant JSC (IZHMASH), and the

KEE – economic effect partition ratio between Uralsib Financial Corporation. the manufacturer and the customer. This is sub- The company owns a unique technology for ject to agreement between the rolling stock man- manufacturing of springs with advanced durabil- ufacturer and the customer; ity, relaxation resistance and loading capacity.

'Rt – difference in revenues from using a new Our analysis shows that there are no counter- model of freight car instead of a similar model for parts to such springs with considerably improved the period of t; durability both in our country and abroad. The

'Ft – difference in expenses when using a new testing performed at the Urals division of VNIIZHT model of freight wagon instead of a similar model JSC detected a radical improvement in the qual- for the period of t; ity of new springs in comparison to present-day’s E – discount factor; mass-produced springs. The tests showed that T – standard operation time. inner springs could survive 10,000,000 stress cy- The interval of calculation period t (a year, a cles without destruction, while the stress applied quarter, or a month) shall be chosen as mutually exceeded the design requirements by 41.5%. agreed by the parties. Outer springs could survive 10,000,000 stress The suggested method of evaluating the cost cycles (with the testing stress exceeding the de- of ownership coincides fundamentally with the sign requirements by 30%), with almost no upset- method of evaluating the cost of a spring group ting. The new technology allows ensuring stability package for wagons applied by NPC "Springs" LCC. of geometrical dimensions in an entire batch of Below is an example of calculating the cost of a springs within +1.5 mm, including by height. In spring group package for wagon 18-100, manu- addition, the technology applied at our enterprise factured by NPC "Springs" LCC, with account of the allows using our springs even in the severe con- cost of ownership: ditions of the Far North. Every freight wagon bogie receives a repair package of 4 x 56 = 224 springs issued for the × entire operating cycle of the bogie, in addition to × the standard set of 56 built-in springs. When new quality springs are used, the need for repair pack- Pnew lim – limit price of a new model of freight car for the entire operating life of the freight car; ages of wagon bogies can be reduced more than fivefold. In fact, the set of springs installed in the × course of a bogie construction will be used for al- – total cost of ownership for most the entire length of its life cycle. Therefore, a similar model for the entire operating life of the maintenance and repair cost of freight railway freight car, with discounting; transport will be reduced substantially. Moreover, N – number of replacement cases/instances for the new quality springs may become an important

Table 1. Prices for mass-produced springs for car truck (model 18-100), rubles* Springs for car bogie Rival 1 Rival 2 Rival 3 Average market price model 18-100 Inner 100.30.004-0 468.5 454.3 442.5 455.1 Outer 100.30.002-0 854.5 961.7 855.5 890,6 Total price for the 1,323 1,416 1,298 1,345.7 package Price for 1 kg 59.32 63.5 58.21 60.34

*The average rate for euro in 2011 is equal to 40.90 rubles

74 railway equipment ANALYTICS

Automatic coupler equipment 12% Superstructure 41% Drag shoe 20%

Car bogie Mounted wheels 15% 11%

Fig. 1 The diagram showing percentage ratio of uncoupling instances by defective component (Source: Vagonniy Park Magazine, No. 6, 2010) factor allowing an increase in the bearing power, ment, or fracture of springs. Thus, 3% of uncou- and thus improve the speed of transportation or pling instances of freight wagons happen due to loading capacity of the rolling stock. spring suspension failures. The average quarterly The existing models of mass-produced springs figure of uncoupling for freight wagons in Russia is survive from 100,000 to 150,000 stress test cy- 180,000. Therefore, 5,400 instances of uncoupling cles, and do not satisfy the design requirements occur due to spring suspension failures. of 500,000 cycles. For one quarter, the spending is 8,400 × 5,400 = The cost of currently produced springs is ap- 45,360 rubles for instances of uncoupling because proximately 1,298-1,416 rubles for a spring pack- of defective springs (excluding the cost of spare age. parts). 2. Evaluation of expenses for uncoupling of The average expenses for one pair of springs cars due to spring failures. makes 8,400 ÷ 28 pairs = 300 rubles for one case In case of absence, displacement, or fracture of of repairs involving car uncoupling. springs, the car is uncoupled and corresponding Calculation of the effect from using an innovative repair works are performed, with the minimal list product of works including as follows: Basic data: Ŷ works in disassembly/assembly of the truck; Ŷ Durability of new springs covers the entire life Ŷ replacement of outer spring; cycle of the car truck; Ŷ replacement of inner spring; Ŷ The price of existing springs (a pair) makes Ŷ locomotive work in delivering/pulling off the 1,298 rubles, the price of springs (a pair) of a new wagon to/from a repair facility. design is assumed to be 2,600 rubles according to The cost of uncoupling and replacement of the formula (2). springs only, will approximately reach 8,400 ru- bles, inclusive of VAT, if works are performed at Limit price = 5,200 (ownership cost) - 1 a car-repair facility. The calculation does not in- (5,200 - 1,300) × (1- _ ) (economic effect) 3 clude the cost of numbered components required 2 =5,200 - 3,900 × _ = 2,600 rubles. for repair of freight wagons with uncoupling. 3 About 21% of all instances of uncoupling due to truck failure occur because of absence, displace- Ŷ It is assumed that the existing model of spring

special issue september 2012 75 ANALYTICS

suspension package for freight wagon bogie is the limit price for a new model of spring is limited replaced four times during the wagon’s life cycle by/to the discounted cost of ownership and equals (30 years); 5,200 rubles for a pair of springs. Ŷ the cost of replacing one pair of springs for The economic effect from using heavy-duty spring suspension of a wagon truck is 300 rubles; springs in a freight car will make 294,000 rubles Ŷ it is assumed that a spring suspension package (discounted effect – 72,800 rubles) per freight car. of the new design will last for the entire life cycle of The annual effect for all rolling stock of the Russian the freight wagon. Federation will achieve 9.8 billion rubles (discount- As a result, the current value of one pair of mass- ed effect – 2.4 billion rubles). produced springs for all operating life of the freight In these calculations, we do not take into account car makes 13,100 rubles (discounted value – 5,200 the following collateral effects: terminal time, pos- rubles). The operating effect from using springs sibility of a defect in mating parts resulting from produced by NPC "Springs" LCC will make 10,500 breakdown of mass-produced springs; possible rubles for one pair of springs (discounted value – accidents resulting from springs breakdown, selec- 2,600 rubles). tion and grouping of springs; we have also ignored In accordance with the above-mentioned method missed profit from increasing the speed of trans- by the Institute of Natural Monopolies Research, portation and weight of transported cargo. Ŷ

76 railway equipment STATISTICS

The statistic material was prepared by the Institute of Natural Monopolies Research (IPEM). Source: Official data of Russian state authorities, Russian Railways JSC, rolling stock manufacturers. For more actual and broaden data (including regular up- dating) contact the IPEM specialists: +7 (495) 690-14-26, STATISTICS [email protected], www.ipem.ru

RAILWAY INDUSTRY IN FIGURES

Production activities Production of railway engineering, 2010 – Jan-Mar of 2012

2010 2011 Q1 2012

Locomotives

Main Line Electric Locomotives

Main Line Diesel Locomotives

Diesel Shunters

Mine Electric Locomotives

Cars

Freight Cars

Passenger Coaches

EMU & DMU Cars

Metro Cars

Tram Cars

LOCOMOTIVES Main Line Locomotive production, 2011 – 1st quarter 2012 locos 30

20

10

0 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar

Main Line Electric Locomotives Main Line Diesel Locomotives Diesel Shunters Mine Electric Locomotives 2011 2012

spesial issue september 2012 77 STATISTICS

Main Line Diesel Locomotive production locos 7

6

5

4

3

2

1

0 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar

2011 2012

Main Line Electric Locomotive production locos

32

28

24

20

16

12

8

4

0 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar

2011 2012

78 railway equipment STATISTICS

Diesel Shunters production units 25

20

15

10

5

0 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar

2011 2012

Locomotive production 2011 – 1st quarter 2012

2011 Q1 2012 Locomotive production Jul Oct Jan Jan Apr Jun Feb Feb Mar Mar Sep Dec Nov Aug May

Main Line Electric Locomotives Main Line Diesel Locomotives Diesel Shunters

Mine Electric Locomotives

Main Line Electric Locomotive production by manufacturers, 2011

26%

59% 15%

spesial issue september 2012 79 STATISTICS

Main Line Diesel Locomotive production by manufacturers, 2011

29%

71%

Diesel Shunters production by manufacturers, 2011

40%

60%

Cars production 2011–1st quarter 2012

2011 Q1 2012 Cars production Jul Oct Jan Jan Apr Jun Feb Feb Mar Mar Sep Dec Nov Aug May

Freight Cars

Passenger Coaches

EMU & DMU Cars

Metro Cars Tram Cars

80 railway equipment STATISTICS

Freight Car production

units

7,000

6,000

5,000

4,000

3,000

2,000

1,000

0 Jul Oct Apr Jan Jan Jun Mar Mar Feb Feb Nov Dec Aug Sep May

Passenger Coaches production

units 100

90

80

70

60

50

40

30

20

10

0 Jul Apr Oct Jan Jun Jan Mar Mar Feb Feb Nov Dec Aug Sep May

spesial issue september 2012 81 STATISTICS

Freight Car production by manufacturers, 2011

9% 5%

8% 41%

9%

9%

19%

Passenger Coaches production by manufacturers, 2011

3%

97%

Amount of railway industry production and services sold, exclusive of VAT, bln euro

2010 2011 2012 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1

Production of Rolling Stock

Locomotives

EMU Cars, DMU Cars, Metro Cars, Tram

Cars, Locotractors

Freight Cars

Passenger Coaches

Track Machines

Production of Spare Parts of Rolling Stock

and Track

Repair and Maintenance of Rolling Stock

Total industry

Exchange rate

82 railway equipment

REVIEW

SURVEY OF RUSSIAN RAILWAY INDUSTRY PERFORMANCE IN 2011

INTRODUCTION In 2011, the State refused completely from the regulation of profitability in the field of providing During the past year of 2011, the Russian econ- the rolling stock by having sold the controlling omy continued to recover from the global financial block of affiliated JSC Freight one shares owned crisis. Started in 2010, the growth of freight and by the Russian railways JSC to private investors. passenger transportation continued and the busi- This led to a substantial increase of investment at- ness activity increased. In order to support the eco- tractiveness of the companies, which operate the nomic growth during this period, the Government freight wagons, rush demand for wagons, and as of the Russian Federation pursued the containment a consequence, both the prices and the produc- policy of the tariff growth for rail transportation. As tion volumes increased in 2011 in comparison with a result, the indexation of the tariffs for freight traf- 2010. fic lagged behind the growth of industrial, fuel and In this connection it should be mentioned, that energy prices, affecting, first of all, the volume of according to the dynamics of the last months of the Russian Railways JSC investment program. 2011 and the first quarter of 2012, another sharp Thus, the restoration of production volumes in the increase of the production volume and the new rail industrial sector took place in conditions of external car prices will not happen this year. constraints on the growth of effective demand for The long distance passenger carrier - the Fed- its products. eral Passenger Company JSC (the FPC JSC) - transports 2/3 of the passengers at the rates set THE DYNAMICS OF PRODUCTION by the Government and 1/3 of the passengers - ac- VOLUMES IN THE INDUSTRIAL SECTOR cording to the tariffs set by the carrier. The volume of subsidies allocated by the state does not cover The index of railway industry output physical vol- the losses of the carrier caused by transport ser- ume in 2011 made 118.9%. The highest growth vices rendered as per the state-regulated tariffs. was observed in the production of freight wagons As a result, the size of the profit received by the and motor car rolling stock (including the metro FPC JSC at the end of 2010 that amounts to 302 carriages) (132.4% and 129.4%, respectively). million roubles (7.51 million euros2), (profitability The locomotive production completed the year is 0.258%) is insufficient to finance its investment somewhat ahead of the overall growth (121.7%). program in full for simple reproduction of the roll- The decline in output occurred in production of ing stock. Despite some growth of orders in 2011 mainline passenger rail coaches (93%), track in comparison with the previous year, the order for machines (97%) and rollling stock spare parts 2012 is reduced to 1.5 times. (97.2%). For comparison, according to the State The trend of long-term orders volume decrease Committee for Statistics, in general, the industry in the sector of motor car rolling stock is even growth made 105.1%. more disturbing. The reasons for this situation are Thus, the rates of railway industry restoration connected with the uncertainty of the sources of from the effects of the global financial crisis1 was forming the investment programs on updating the higher than in the industry as a whole due to the rolling stock of the commuter rail companies and low base effect. absence of the unified position between the feder- It is worth mentioning that during the last few al and regional authorities on this issue. 2013 and years, the market of transport industry production subsequent years are of particular concern, as the has undergone cardinal changes connected with investment program of the Russian Railways JSC the implementation of the structural reform pro- will not contain the funds for the purchase of motor gramme in rail transport. car rolling stock any more. The burden of financing

1The Railway Equipment, Sept., 2010. 2 The average rate for euro in 2010 is equal to 40.21 roubles.

84 railway equipment REVIEW will lie fully on the carriers and regional bodies of the same time, more economically efficient units. executive power. In the remaining segments of the transport in- FINANCIAL CONDITION OF THE ENTER- dustry production market, the Russian Railways PRISES OF RAILWAY INDUSTRY JSC preserves its role of the major industry pro- duction consumer. In the segment of metro cars, In the industry as a whole, the number of large the determining role is played by the orders of the and medium-sized enterprises, which are under city of Moscow as the main customer of this type regular statistical monitoring, remained at the level of rolling stock. of 146 enterprises as in 2010. At the same time, the number of unprofitable enterprises has increased VOLUMES OF THE INDUSTRY OUTPUT IN by one. The profit of the enterprises operating at a PHYSICAL TERMS profit increased by 52.9% and reached 18.75 billion roubles (458.4 million euros). The loss of the enter- The manufacturers of freight wagons beat the prises operating at a loss was reduced by 42.4% historical record for the second year successively: and amounted to 1.96 billion roubles (47.9 million in 2011, 62,600 wagons were produced, which is euros). The balanced financial result in the indus- 24.8% more than in the previous year. In the sector try amounted to 16.79 billion roubles (410.5 million of mainline diesel locomotive production, 42 units euros). were produced following the results of 2011 (in On the basis of the analysis of these aggregated 2010 – 36 units), the production of mainline electric results, it is possible to draw a conclusion that, in locomotives made 266 units (in 2010 – 233 units), general, the industry is going through a post-crisis the production of diesel shunters made 197 units (in restoration, however, its condition is still far from 2010 – 153 units). safe. In 2011, 689 units of mainline passenger rail coaches were produced (in 2010 – 629 units). In CONCLUSION the production of electric carriers, 512 units were produced following the results of 2011 (in 2010 – Considering the main results of the industry ac- 608 units), manufacturing of the metro cars made tivities, the following conclusions can be drawn: 241 units (in 2010 – 199 units). Ŷ In general, the industry is in the state of post- crisis recovery. THE DYNAMICS OF PRODUCT SHIPMENT Ŷ The key role in the passenger rolling stock seg- ment will be determined by the availability of the In 2011, the industry manufactured the products steady investment resources so that the companies to the amount of 380.6 billion roubles (9.3 billion could update the passenger rolling stock. euros3), that is higher than in 2010 by 51.1%. Much Ŷ Some cooling should be expected in the freight of the growth of this result was due to the growth of wagons market. production volumes and prices for freight wagons. Ŷ Preserving of the current trends (both positive In the other sectors of the industry, the growth of and negative) should be expected in the remaining production volumes is largely achieved through the industry segments. structural factor: cheaper but less productive equip- ment is being replaced by more expensive but, at

The survey was prepared by the Institute of Natural Monopolies Research (IPEM). More actual and broaden information you can get by contacting the IPEM specialists: +7 (495) 690-14-26, [email protected], www.ipem.ru.

3The average rate for euro in 2011 is equal to 40.90 roubles.

special issue september 2012 85 NEW ENGINEERING PROJECTS

INNOVATIVE-INDUSTRIAL CLUSTER OF TRANSPORT MACHINE-BUILDING “SUBWAY AND RAILWAY TECHNIQUE”

nnovative-Industrial Cluster of Transport Machine- The main purposes of the IIC TM “SRT” are the as- IBuilding “Subway and Railway Technique” (IIC TMB sistance to its members in production of equipment “SRT”) was formed in Saint-Petersburg, Russia by and services to metro and urban railway transport, combining the manufacturing, technological, research, the integration of resources for satisfaction of require- infrastructural and other capabilities of geographically ments in the process of innovative development, co- related manufacturing companies, research institutes, operation, localization and the sharing of know-how. universities and other organizations of one sector for Cluster-members produce a big range of equipment a more rapid and efficient development of new knowl- and spare parts for rolling stocks and infrastructure to edge and production of innovative products in the field satisfy the requirements of metros and urban railway of guided transport systems. transport with: Ŷ manufacturing, modernization and repair of metro cars bogies as well as manufacturing of spare parts to them; Ŷ joint production and design of transport interiors; Ŷ manufacturing of mechanical, electrical and pneu- matic spare parts for metro cars; Ŷ manufacturing of critical mechanical spare parts and component parts for escalators; Ŷ full production cycle of semiconductor light sourc- es - from initial heterostructures to complete light emitting diodes (LEDs). The cluster is the member of International Associa- tion "METRO" (the only association of 16 subways of Russia and CIS countries) and Union of Industries of Railway Equipment. And has the support of the public transport authorities including: Fig. 1. Interior of metro car designed by GLSK Ŷ Petersburg State Transport University, Ŷ St.Petersburg State Polytechnic University, Metro and urban railway transport is the most rel- Ŷ Union of Industrialists and Entrepreneurs of evant and accessible (including from the standpoint of St.Petersburg, cost) type of passenger transport in Saint-Petersburg. Ŷ Association of Industrial Enterprises of And it defines the basic requirements for modern and St.Petersburg, high quality renovation of rolling stock and railway Ŷ Russian Engineering Union, infrastructure. Ŷ Chamber of Commerce and Industry of St.Petersburg. IIC TMB “SRT” leads you to the correct and most competent russian partners.

29 Polytechnicheskaya st., St.Petersburg, 195251, Russia Phone / Fax: +7 (812) 318-1953 E-mail: [email protected] Advertorial

Fig. 2. Metro car bogie manufactured by NPC SYSTEMA

The Cluster was created in 2011 on the basis of non-commercial partnership and its project was pre- sented at the 15th International Forum ‘Russian Indus- trialist’ on the specialized stand of the exhibition area ‘Cluster-Based Policy of St.Petersburg’.

Fig. 3. LED lab of Svetlana Optoelectronics JSC

86 railway equipment NEW ENGINEERING PROJECTS

INTO THE FUTURE - IN THE NEW RUSSIAN ELECTRIC LOCOMOTIVES

Andrey Marchenko Deputy Director General of TRTrans LLC, Director of the Novocherkassk branch Konstantin Soltus Chief engineer of TRTrans LLC Konstantin Dorokhin Head of Information Projects Department of Transmachholding CJSC

The situation on the railway transportation market and Sinara Transport Vehicles JSC – project 2ES10 requires innovative approaches in the design from (freight electric locomotive using direct current). the manufacturers of electric rolling stock (ERS), as With a view for the practical implementation of well as for the manufacturing and service of manu- technical solutions on new generation locomo- factured products. tives with asynchronous traction motors, in 2010 Contributing to the solution of this problem are an agreement on strategic partnership for the the introduction of new technologies for ERS de- development and creation of the modern ERS has sign and manufacturing, the use of modern techni- been concluded between Transmashholding CJSC cal solutions, devices, components and units that and world’s leading manufacturer of railway trans- implement the functions of electric traction and traf- port Alstom (France). fic safety. Within the framework of the cooperation program, International co-operation between the world's on the initiative of Transmashholding CJSC a com- leading manufacturers and developers of compo- petence center for the development of the modern nents for the ERS, division of labor, in-depth spe- ERS (TRTrans LLC) was set up, whose task is to cialization in production, formation of segments of develop a fundamentally new range of locomotives. information technology in transport, open oppor- TRTrans LLC includes several engineering cent- tunities of production in the Russian Federation of ers - the main one that specializes in the design the most modern railway technology, the creation of of locomotives being formed on the basis of Novo- which in the recent past was possible only in theory. cherkassk Electric Locomotive Plant. Nowadays the current trends of locomotive con- The practical implementation of these projects struction are reflected in the use of traction drive was made possible by the tangible support re- with asynchronous traction motors and of the ad- ceived from the various structures of Russian justable auxiliary drive on fully controlled power Railways JSC, both is technical and organiza- semiconductor devices, controlled by a micropro- tional aspects. Great contribution to the formation cessor system with large functions of on-board (in- of technical requirements and approval of tech- place) systems of diagnostics. nical specifications for new electric locomotives This very concept of building the structure of a was made by the department of technical policy, modern ERS for the needs of Russian Railways the management of traction, the management of JSC, in recent years has been used by Russia's repair, design office of locomotive facility (Loco- leading developers of ERS, such as: Transmash- motive project designing office of RZD JSC) and holding CJSC: project of the EP20 (passenger many other divisions and subsidiaries of Russian electric locomotive using double-current), 2ES5 – Railways JSC. (freight electric locomotive using alternating current)

special issue september 2012 87 NEW ENGINEERING PROJECTS

The policy conducted by Russian Railways JSC tive Plant LLC (NEVZ), with engineering support of in recent years contributes to the improvement of TRTrans LLC. technical and economic performance of the existing Creation of EP20 was preceded by great work and developed fleet of electric locomotives. done by various agencies of TMH CJSC, TRTrans As a general customer, Russian Railways JSC is LLC, Alstom Transport, together with the responsi- interested in accelerating the period of creation of ble departments of Russian Railways JSC. new locomotives and meeting the existing demand In the course of this work the operations site was for locomotives. analyzed: profile path, work of electricity supply systems, passenger flow of the operations site of PASSENGER ELECTRIC railways, as well as many other factors that more or less influence the characteristics and parameters of LOCOMOTIVE EP20 an electric locomotive. As a result of the analysis, extensive data that The first project of the engineering center was the was obtained, after the careful consideration of design of EP20 passenger electric locomotive with which, the technical requirements for the future double current employment. It became the basic electric locomotive were formulated. platform for newly developed electric locomotives. On technical requirements, the fundamentally EP20 electric locomotive is intended for driving new components and parts of electric locomo- passenger trains on the electrified railways with tives, controls, protective and switching equip- 1520 mm wide tracks using alternating current ment, brake and mechanical equipment, power 25 kV, 50 Hz and direct current of 3 kV. Electrical management systems, modular cab for the opera- equipment is designed for continuous operation tor, safety systems, etc., have been ordered and with the voltage changes on the produced. from 19 to 29 kV on alternating current and from 2.2 Suppliers of equipment for the electric locomo- to 4 kV on direct current. tives EP20 are hundreds of well-known Russian At the design stage, the management of TMH and foreign companies. Both Russian and foreign CJSC decided, that such key components as the experts participate in the design of parts and techni- traction and auxiliary transformers, traction trans- cal support of the EP20. formers, high voltage safety equipment will be sup- In 2010, at the NEVZ, the assembly was com- plied by Alstom, and then the production of these pleted of first electric EP20 locomotive, which is by components will be localized at Russian enterpris- far the world’s most powerful one-unit passenger es. The entire series of electric locomotives will be electric locomotive – one hour rating of 7,200 kW. manufactured at Novocherkassk Electic Locomo- Mechanical traction transmission has two versions: for speeds of 160 km/h and 200 km/h.

Table 1. Technical characteristics of electric locomotive EP20 Name of parameters Normalized value Rated voltage, kV - alternating current 50 Hz 23 - direct current 5 Wheel arrangement 2о-2о-2о

Design speed not less than, km/h 160 200

Top speed, km/h 160 200

Power of hour mode on the shafts of the traction motors, kW, not less than 7,200

Velocity of clock mode, km/h 78 100

Power of continuous operation on the shafts of the traction motors, kW, not less than 6,600

Velocity of continuous mode, km/h 78 100

Tractive force in continuous operation, kN (ton-force), not less than 300 (30.6) 230(23.4)

Maximum tractive force at start, kN (ton-force), not less than 450 (45.8) 350 (35.6)

Tractive force at the maximum design speed, kN (ton-force), not less than 147 (15) 115 (11) CAP in hour mode, not less than: - when operating on alternating current 0.86 - when operating at direct current 0.875 Power factor (operating on alternating current), with loads ranging from 0.25 of continuous mode 0.95 and higher, not less than Power of electric brakes on the traction motor shaft, kW, not less than: - regenerative 6,000 - rheostatic: - when operating at constant current 4,500 - when operating on alternating current 3,200 Length of electric locomotive along the axis of pulling faces, mm, not more than 22,550

88 railway equipment NEW ENGINEERING PROJECTS

The mechanical part, traction motors, main elec- mation exchange and significantly reducing the trical equipment are designed with the support of amount of wire mounting. TRTrans LLC and manufactured at NEVZ. MICROPROCESSOR CONTROL SYSTEM has Currently, adjustment of electric locomotives and an open architecture that provides the ability to preparation for tests is being carried out. connect on an approved interface of additional sys- tems (devices) such as safety systems, firefighting Structural features: system, various parameters control and individual hardware control systems. MICROPROCESSOR Ŷ as traction, three-phase squirrel-cage induction CONTROL SYSTEM has 100% redundancy within motor (TSM) are used; each control unit. Ŷ power of TSM is carried out by regulated static The subsystem of diagnostics continuously moni- converters of voltage and frequency, included in the tors the work of the electric locomotive’s equipment, traction converter supplied by Alstom; recording corresponding data and warning of the Ŷ auxiliary drive is implemented with the ability to approach or the occurrence of limiting modes. It re- control performance through the use of static con- veals the fault and informs the machinist about pos- verter of the Alstom Company; sible actions. The diagnostic system is designed Ŷ electric locomotive is equipped with regenera- with the ability to issue recommendations to service tive, rheostat, pneumatic automatic, direct-acting personnel, estimating the volume of upcoming and pneumatic and parking brakes; quality of performed works. Ŷ electric locomotive construction provides for its In the cabin of machinist there are two display service by a single person; units: working (technological) and the display unit Ŷ modular cabin, modular electrical and pneu- for traffic safety. The latter displays information matic assembly; about any contingency that may occur along the Ŷ solid-rolled wheels with disc brakes; train’s movement path. The equipment can work in Ŷ mechanical traction drive of the third class. interactive mode, has a vast array of memory, and when the engineer needs assistance, the unit, for The advantages of electric locomotive any technical failure or refusal, provides the specific regulation of actions. High traction properties. Electric locomotive provides driving of 24 passenger carriages on a FREIGHT LOCOMOTIVE 2ES5 straight horizontal section at a speed of 160 km/h and 17 carriages with up to 200 km/h. Today in Russia there is a shortage of rolling stock Improving of working conditions of locomotive in the segment of the freight traffic on the sections crew. In the design of the electric locomotive, cur- electrified with alternating current. Only in recent rent requirements for ergonomics and workplace years the lack of traction demand is partially satis- climate were taken into account. Microclimate sys- fied by the supply of 2ES5К (Yermak) and 3ES5К, tem in the cabin of the machinist ensures heating, which are called “transitionelectric locomotives”. ventilation and air conditioning in the cabin. For this reason, the next after EP20 project for Safety of operation. The blocking system of high TRTrans was 2ES5, freight electric locomotive of voltage equipment with a special set of keys has alternating current. been applied. All electrical devices have reliable The design basis of the 2ES5 were technical hardware and software protection. solutions adopted in the base platform of electric Repairability. The high repairability is achieved locomotives, again developed by the Transmash- through modular units and the presence of bilat- holding Company (the head-project of which was eral service equipment located on both sides of the the electric locomotive EP20). At the same time the central passage corridor of the electric locomotive. concept of 2ES5 electric locomotive contains sig- Microprocessor control system with extensive nificant differences related to the freight type of the diagnostic functions. On-board control system has locomotive. a two-tier structure, in which the upper level con- Main line freight electric locomotive using alter- trols the movement as a whole, the lower level uses nating current 2ES5 is designed to provide freight local microprocessor controllers to control the trac- train traffic on railways with tracks of 1520 mm, tion and auxiliary drive, receiving tasks from the up- electrified on alternating current with voltage of 25 per level. kV of power frequency 50 Hz. The control system is characterized by a long list The 2ES5 Electric Locomotive far exceeds Yer- of operational and diagnostic information showed in mak in tow-energy performance that will allow the a display for the machinist. use of 2ES5 Electric Locomotive (two sections) on The mode “Advisor” is provided. In the event of many tracks, instead of the three-section 3ES5K a malfunction of electrical equipment, the display Electric Locomotive. shows an image of a fragment of the circuit, and indicating the alleged reasons of the failure. Structural features The use of a communication channel of CAN- open standard leads to a substantial simplification Ŷ as traction, three-phase squirrel-cage induction of the control circuits, increasing the rate of infor- motor (TSM) are used;

special issue september 2012 89 NEW ENGINEERING PROJECTS

Ŷ power of TSM is carried out by regulated static sign phase has been extended, which has not been converters of voltage and frequency, included in the done earlier in the projects of the previous series. In traction converter supplied by Alstom; particular, the modeling of thermal processes of the Ŷ auxiliary drive is implemented with the ability to cabin and the body at different ambient tempera- control performance through the use of static con- tures is carried out, the complex calculation of the verter of the Alstom Company; strength of the body is performed. Ŷ electric locomotive is equipped with automatic Simulation of thermal processes has allowed, driving system, control of distributed traction and without transportation of the electric locomotive control system of the train of increased weight and into the area of operation with extreme values of length; the ambient air, to perform an assessment of the Ŷ Alstom bogie with a low disposition of inclined equipment located in the body. At the same time, traction, motor-axial rotating bearings, brake blocks it provided gains in terms of design, and eliminated with composite pads, solid-rolled wheels, lubrica- the possible structural flaws when designing. tion system with lubricant fed to each wheel, trac- Calculation of the strength of the body allowed tion drive of the first class one-way transmission the optimization of the design of load-bearing ele- torque is provided; ments of the body, and avoiding an unreasonable Ŷ modular pneumatic and electrical installation; consumption of materials, while maintaining the Ŷ modular cabin. necessary reserves of strength. Electric locomotive consists of two sections. Each section has control cabin and a set of equipment 2ES10 DIRECT CURRENT FREIGHT ensuring the operation of one electric locomotive as LOCOMOTIVE well as operation on a system of multiple units, con- sisting of two electric locomotives or three sections. The chassis of electric locomotive meets modern F requirements. The type of suspension of traction kN motors is axial support. The transfer of traction and braking from trucks to the bodywork is performed 800 by solid inclined rods. Traction is located along the 700 longitudinal axis of the electric locomotive and in- Traction motors stalled at one end beam of the cart frame. power limitations The cart has a common structure with cart of 600 electric locomotive “Prima 4200/6000”, well proven during the extended period of operation on railways 500 in China, Europe and North Africa. One side of motor-gear unit rests on the wheel 400 set, and another is fixed on the frame with suspen- sion, at the ends of which there are elastic bush- 300 ings for the relative movement between the wheel set and frame. Safety ledge protects the motor and 200 gear box from a fall on a path in the event of the destruction of suspension. 100 Pneumatic assembly of the cart is made of stain- V 0 less steel with anticorrosive treatment of the inner 20 40 60 80 100 120 km/h surface. In the development of electric locomotives, since Project 2ES5, the list of modeling nodes on the de- Fig. 1 Traction characteristics of the 2ES5 Electric Locomotive

Table 2. Technical characteristics of the 2ES5 Electric Locomotive Name of parameters Normalized value Rated voltage of frequency 50 Hz, kV 25

Wheel arrengement 2х(2о - 2о)

Design speed not less than, km/h 120

Top speed, km/h 120

Power of continuous operation on the shafts of the traction motors, kW, not less than 8,400

Maximum tractive force at start, kN (ton-force), not less than 833 (85.0)

Tractive force at speed of 120 km/h, kN (ton-force), not less than 247 (25.2)

Efficiency factor in continuous mode, % not less than: 86 Power factor (operating on alternating current), with loads ranging from 0.25 of continuous mode and 0.95 higher, not less than Power of regenerative braking on traction motors shafts, kW, not less than: 7,600

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The project to create a new generation main freight cabins. To ensure normal working conditions of loco- DC electric locomotive is being implemented by the motive crew, electric locomotive is equipped with a second-largest player, in terms of production vol- system of microclimate, microwave and refrigerator. umes, in the Russian market of transport engineer- The body of the locomotive section rests on the ing – Sinara-Transport machine JSC. Only a few two-axle ball-joint carts. Links of the carts with body years ago this company mastered the production of are ensured by means of springs of the "Fleksicoil" locomotives, by creating for the needs of Russian type, through the Limit Stops and oblique thrust. Railways JSC, the 2ES10 Direct Current Freight lo- Vertical axle hydraulic dampers, as well as vertical comotive, belonging to the intermediate generation and horizontal body hydraulic dampers are applied. of locomotives. To date, a specialized company's af- Wheel sets with frame of carts are connected through filiate Ural Locomotives LLC has been formed. At the axle springs and axle one-sided leashes. plant in the city of Verhnyaya Pyshma the necessary The created locomotive is much more powerful industrial infrastructure has been created. In a certain than locomotives of the VL10 and VL11 series, which sense, Sinara Group CJSC claims to occupy a niche, eventually need replacement. The one hour power which during the Soviet period was occupied by the of traction motors is 8,800 kW (against 5,200 of the locomotive-building plant, formerly the largest VL10) so it will theoretically be able to drive trains manufacturer of direct current freight locomotives. weighing 40-50% more than the standard weight of As a strategic partner for the project implementation the modern railway. The discussed possibility of cre- to create the 2ES10 Sinara Group chose Siemens ating three-section version, can increase the weight AG - a company with extensive experience of electric of the trains up to 9,000 tons. In fact, the limitation in rolling stock designing. In the construction of the elec- this case becomes not the electric locomotive power, tric locomotive, several large units, developed by Sie- but infrastructure capabilities: there are opinions that mens, primarily related to the electrical part are used. the use of such powerful machines would require a This is a unit of auxiliary transformers (high voltage substantial investment in the power supply system part located in one of the boxes of traction converters and the replacement of traction substations on many (IGBT)), choke of input filter, a cooling unit, traction sections. converter, traction motor and an integrated gear. It is assumed that manufacturing of some of the When designing a few solutions, somewhat unu- equipment, which for the first electric locomotives sual for the domestic tradition, were applied. In the now comes from Germany, will be localized in Rus- two-section electric locomotive, four current collec- sian enterprises. It has been reported, in particular, tors are used. They are used pairwise – 1-3 and that the production of traction motors may be estab- 2-4, if scoring from cabin where the switch of the lished on Electrosila factory in St. Petersburg. control circuit is on. The manufacturer indicates that this allow to reduce interference on the electric Conclusion locomotive antenna, the number of voltage oscilla- tions on the input of the converters and to prolong In the Russian fifth-generation electric locomotives, life of skid plates with reducing of the contact wire which are being created by the largest Russian trans- wear. Designers also suggest that the use of two port machine-building companies and their foreign current collectors allows for the installation on elec- partners, the latest global technological advances in tric locomotive of current collectors at rated current part of construction, design, energy efficiency and in- of 2,100 A instead of 3,200 A. These current col- formation technologies in transport are implemented. lectors have a considerably smaller mass of the The new locomotives are able to meet the grow- moving part, which ultimately improves the quality ing needs of Russian Railways JSC in a modern and of current collection. reliable traction rolling stock. The massive use of In the design the all-metal cabin and modern light- modern, fast and powerful machines can change the ing system using emitting diodes is applied. Emitting face of Russian railways and make them much more diodes are used not only in spotlights and buffer flash- efficient and competitive.Ŷ lights, but even in the lights in the engine room and

Fig. 2 The appearance of 2ES5 Electric Locomotive Fig. 3 The appearance of 2ES10 Electric Locmotive. Source: RIA Motor

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TRIPLE-DIESEL ENGINE LOCOMOTIVE CME3 ECO: WITH CARE ABOUT FUTURE

Alexey Tishaev Alexey Zaycev Director General Director for R&D Zheldorremmash JSC Zheldorremmash JSC

Zheldorremmash JSC the Development of the up to 60% of time the locomotive engine is idling Railway Transport in the Russian Federation till 2030 with ineffective fuel consumption and diesel life ranges the innovative technologies implementation management. into Russian Railways JSC activity priorities. Upon The main idea of triple-engine diesel shunting that the company gives importance to new types of locomotive is that the auxiliary small-power (24 traction rolling stock construction, which includes kW) diesel engine operates at idling and provides multi-engine diesel locomotives. for traction diesel engines, operator cab warm-up The purpose of multi-engine diesel locomotives and auxiliaries power supply. development is to increase the fuel efficiency, The modernization includes activities on decrease hazardous atmospheric emission and to underframe life extension (ТО-6) that allow to amend operators' conditions. extend life cycle for 16 years. One of the tendencies in this area is the creation The diesel locomotive modernization project was of diesel locomotive intense modernization projects, developed by the designers of Engineering centre which include power, equipment, control systems, - Zheldorremash JSC branch on the basis of the operating consoles replacement. technical solutions of VNIKTI JSC. Microprocessor- The first stage of multi-engine diesel locomotives based control system is developed by the VNIKTI development was the dual-engine shunters JSC specialists. CME3. At the present time six dual-engine diesel Besides two 478 kW main diesel driven generating locomotives are in operation on Moscow Railways. sets of Yaroslavl motor plant production the one 24 The operation of modernized diesel locomotives kW auxiliary set of Cummins production is mounted confirmed their traction and operation performance in CME3 triple-engine diesel locomotive. and fuel consumption decrease. The specifications of CME3 triple-engine diesel The next stage of shunting diesel locomotives locomotive are represented in the Table 1. performance improvement was the development The integrated joint cooling system for three of triple-engine diesel shunting locomotive. The diesel driven generators allows to warm-up the two selection of triple-engine diesel scheme was main power plants in standby by means of operative determined with the fact that at shunting operation auxiliary diesel driven generator.

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The application of triple-engine diesel locomotive version design allows to reduce the hazardous emis- sion rate and to provide for smoking at the exhaust decrease relative to that for one diesel engine. Diesel locomotive environmental friendliness is achieved through the engine operation algorithm. At standby of shunting operation (up to 60% of time) only the one small-power (24 kW) diesel engine is currently in operation and provides for microprocessor-based control system operation, main diesel engines cool- ing system warm-up through the heat exchangers, compression plant operation, control cab heating and battery charging. At "easy" shunting operation (con- troller positions 1-4) only one of the main diesel en- gines is put into operation (automatically determined by the minimal spent life) to ensure diesel locomotive running over the range of speeds 3.5-25 km/h and with the tractive effort up to 23,700 kp. At two engine operation the locomotive speed up to 95 km/h and the tractive effort up to 31,000 kp are ensured. The principle of CME3 triple-engine diesel locomotive op- eration is represented in the Figure 1. It was established by the calculations that the triple- engine diesel shunting locomotives operation allows to ensure the hazardous atmosphere emission reduc- tion and the fuel saving up to 20%. Intense modernization of CME3 series locomotives in dual and triple-engine diesel versions was per- formed in Yaroslavl electric locomotive repair plant - the Zheldorremmash JSC branch, which has well- fitted production and technical facilities. Sufficiently hard development work on multi-engine diesel locomotive was carried out by the creative engineering team under the guidance of Yaroslavl plant director M.I. Prosvetov. The basic engineering- development tasks were implemented with the direct participation of principal engineer M.V. Volkov, deputy principal engineer A.N. Voronin, electric locomotives assembly workshop manager A.S. Vladimov, produc- tion engineer G.N. Bykov, Engineering center director A.V. Vasilev, IC deputy director D.A. Varfolomeev. To promote the multi-engine diesel locomotives Zheldorremmash JSC sent two diesel locomotives of CME3 series to the III International Rail Salon EXPO 1520 in Scherbinka. The CME3-4423 diesel locomo- Fig. 1 Cycles of operation of CME3 triple-engine diesel tive with dual-engine diesel took part in the railway shunting locomotive

Table 1. Basic specifications of CME3 triple-engine diesel locomotive

Class of service shunting diesel locomotive (hauling) Diesel locomotive apparent capacity kW (hp) 980 (1,333) Transmission type Electrical, alternating-direct current (AC-DC) Design speed, km/h 95 Continuous rating speed, mps (km/h) 3.17 (11.4) Continuous rating tractive effort, kN (kp) 225.6 (23.0) Fuel consumption reduction relative to CME3, % 17.8÷21.3% Annual costs saving relative to CME3, RUR000/year 1,864.8K

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techniques parade. The second exponent - CME3- 3323-ECO diesel locomotive with triple-engine diesel - occupied rightful place at the static exposition. The focused attention in Salon exposition was given to ECO-conception implementation in railway service field. ECO-conception, which implicates efficiency and environmental friendliness of the new generation railway service, is the one of current technology ten- dencies in the transportation field. The concept of locomotives with highly environ- mental friendly and energy-efficient features has been pictured in the design of the CME3 exponents with dual and triple-engine diesel. The slogan "WITH CARE ABOUT FUTURE", which Fig. 3 Technical environmental performance demonstration of is placed on the CME3-ECO fuel tank underlined the CME3-ECO locomotive environmental tendency of locomotive design (Fig. 2). For diesel locomotive painting the environmental ensured the manufacturing engineering support dur- ing the application process. These materials are of fire-flame-proof type, offer outdoor weather and cor- rosion environment resistance, and good decorative properties. The locomotive structure employs innovative en- vironmental compatible finish materials, flameproof wear-resistant nanotechnology-enabled coatings, hy- drophobic nano-coating for glass surfaces protection, LED lighting units. The CME3 triple-engine diesel locomotive was of great interest of EXPO 1520 exhibition visitors from different countries, including Belorussia, Czech Re- public, Germany. Official exposition guests and visitors highly ap- Fig. 2 CME3 triple-engine diesel locomotive fuel tank with preciated the environmental performance of CME3 slogan “With care about the future. Equipment of XXI century” triple-engine diesel shunting locomotive (Fig. 3) Under the ECO-conception Zheldorremmash JSC apprises the main-line and shunting multi-engine die- compatible water-based materials of ECOCHEMI- sel locomotives development as well as the hybrid CAL trademark, FIXAR and EPOCOR series were ones as the upcoming trend, for environmental friend- used. The "TEPLOCHIM" RPE specialists developed liness and energy-efficiency improvement of tractive the technical schedule for materials application and rolling stock.Ŷ

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THE SECOND FLOOR OF EFFICIENCY

Vladislav Mironov, Deputy Chief Designer Transmashholding CJSC

Recently, Russian railwaymen have been quite European designers seek innovative solutions to satisfied with single-deck carriages. Yet time pass- increase passenger-carrying capacity. es. The Ministry of Railways of the Russian Federa- The idea of a double-deck coach of three postu- tion has been reformed into Russian Railways JSC, lates: from which the Federal Passenger Directorate was 1. The transportation in one carriage by almost assigned, which in turn was recently transformed doubling the number of passengers will reduce into "Federal Passenger Company" JSC. These traction, as well as service and servicing operations reforms were aimed at improving the economic ef- costs. ficiency of the passenger transport and made Rus- 2. The formation of the double-deck coaches will sian railwaymen consider the possibility to improve reduce the number of trains on busy routes such the economic efficiency of passenger long-distance as – Adler; the traffic is mixed on this route traffic. so it needs to ensure the way for both passenger Two-story or double deck coaches are widely long-distance trains and freight trains. The number used abroad. The European "Stephenson" 1435 of the latter has been constantly growing since they mm railways have a very limited size - the height of began constructing facilities for the Olympics-2014 the rolling stock should be no more than 4.2 m from in Sochi; Tuapse is the nearest port at which it is the railhead level. Such a "squeezed" size made convenient to deliver construction materials by sea. 3. Storage yards for carriages are located in the central part of large cities, and the area occupied by them is limited; the use of two-storied carriages will alleviate this problem. However, as long as these postulates were not formulated, railwaymen as well as scientists con- stantly argued about the feasibility and the right of existence of the idea of two-decker carriages. As you know, if two scientists meet, they will surely have three different views on the same subject. Practioner Valery Shatayev, the General Director of the Federal Passenger Directorate in 2007, is not a stranger to the operating principle of the passenger complex. He was the only man who could abolish

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all these discussions in 2007. The double-deck carriage was an innovative product for Russia and could be born only in close cooperation with the railwaymen. The basic require- ments for the carriage were as follows: Ŷ Since the distances in Russia are long, and ser- vice speed is not very high, passengers spend a lot of time in travel. Therefore, there should be sleep- ing carriages. Ŷ The carriage should be positioned at the lowest level of the passenger traffic segment, which is not regulated by the state. That is, it should be a com- partment carriage with four-passenger compart- ments; the carriage must have a sufficient comfort level, but without superfluities. At the same time, 2008, i.e., in less than eight months since the de- as there will be most likely no possibility to include sign work began. conventional single-deck carriages in double-deck In April 2008 TVZ was visited by Vladimir Yakun- trains, a small number of carriages should be of a in, President of Russian Railways JSC and Vladimir higher comfort level - that is, there should be two- Putin, Prime Minister of the Russian Federation, passenger compartments in these carriages. who praised the Tver residents’ innovative design. Ŷ The carriages should be equipped with all the In September 2009, the carriage was presented possible up-to-date systems to reduce life cycle to the public at the II International Railway Salon costs - centralized energy conservation, modern EXPO 1520. bogies and brakes, and, of course, all the systems However, the exhibit activity was surely not the made compulsory by law - air conditioning, eco- main purpose of the prototype. In 2009, the car- toilets, etc. riage was tested on the expanded program on the Ŷ And most importantly – the passenger basis of the Tver Carriage-Building Institute. They capacity of carriages should be maximum at a suf- conducted carriage wheel weighting, static resist- ficient passenger comfort level that is comparable ance tests of the carriage body, thermo-technical, to the single-deck carriages. sanitary and electro-technical tests, as well as Since the middle of 2007, the Tver Carriage Works crash tests. Natural fire tests on the carriage fire JSC (TVZ), the leader of the Russian carriage build- safety were conducted on the modified prototype ing, incorporated to Transmashholding CJSC, had built in 2007. After considering the test results some been undertaking a pre-design research on double- changes were made in the design documentation, deck passenger cars. The experience gained in the aimed at improving both technical and consumer design and launching into manufacture of single- parameters of the carriage. deck new-generation carriages allowed creating all In 2010, the project on the implementation in the the preconditions for the successful implementation Russian railways network shifted into the phase of of the project of the domestic double-deck carriage. final realization. The Federal Passenger Company It should be noted that most of the double-deck car- decided that the Moscow–Adler direction would riages used in Europe are carriages with chairs, be the first route for double-deck carriages. They which is associated with the short distances and a plan to start with a lot of 50 carriages, which will be short transit time on European passenger routes. grouped into three trains. Each train will have 15 Only a small number of double-deckers in Germany carriages, 12 of them will be carriages with 4-pas- and Finland are equipped with sleepers. However senger compartments, a carriage with 2-passenger market research of the situation in Russia showed compartments, a staff car with communication and that the Russian railways primarily need double- train systems management equipment, as well as deck sleeping carriages. special equipment for disabled passengers and a The first concept of a double-deck carriage had double-deck restaurant car. Five different types of been developed at the TVZ by the end of 2007; it carriages will serve as substitutions during planned was used to build a full-scale model of a carriage maintenance. fragment. Both the designers and the railwaymen It is planned that the fare in double-deck compart- realized then that double-deck carriages have a ment carriages will be lower than in comparable right to exist. In May, 2008 the Chief Designer De- single-deck ones and just a little bit higher than in partment of TVZ started to design a double-deck second class single-deck sleeping carriages, so it sleeping carriage, the model 61-4465. The first pro- is assumed that the passengers who choose the totype of this carriage was built on December 29, second class sleeping carriages because of their

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low fares, will be able to "prefer" double-deck com- SA-3 automatic couplings are fixed at the first and partment carriages. the last carriages in order to ensure the coupling In the future we plan to implement a network of with a locomotive. The carriages are equipped with trains with double-deck carriages on routes with centralized energy conservation by means of a high high passenger flow, such as Moscow–, voltage static converter, installed in the under-roof Moscow–Mineralnye Vody, Moscow–Voronezh, space above the working enclosed platform. In this Moscow–, etc. regard, the carriages may be only used on electri- Taking into consideration that the Federal Pas- fied railways, together with electric locomotives with senger Company is experiencing sharp competi- DC or AC, providing a high voltage supply to the tive pressure from bus and air transport, trains of passenger train. Electric locomotives provide car- double-deck coaches should significantly increase riage heating by high-voltage air heaters, located at the economic efficiency of passenger transporta- the output of the climate system. tion. The technical-economical specification of the The carriage body with smooth side walls is made project confirms that despite the higher cost of ac- of corrosion resistant (stainless) steel. The body quisition, the use of double-deck carriages in some frame of a complex spatial shape is made from high directions will increase the economical efficiency of strength alloy-treated steel. The first floor level is the transportation by 2.5 to 3 times, in comparison lowered in the area between bogies allows fitting with single-deck carriages. into the carriage, accepted at the railways of Rus- Let us dwell on the technical characteristics of the sia, passing under the overhead system without double-deck carriage design. any restriction and passing bridges, tunnels and Like all the carriages built at TVZ, double-deck other man-made structures. carriages are designed to operate at speeds up to Only the middle part of the carriage, located 160 km/h. This speed is ensured by a well-proven in between the bogies, is it actually double-decked. operation bolsterless bogies of the 68-4095 model The interior layout of the end parts of the carriage with disc brakes and wheel slip/slide active protec- slightly differ from the modern single-deck car- tion system. The bogies are additionally equipped riages manufactured by TVZ. The floor level of the with a stabilizer bar, which serves to reduce the end parts is at the raised platform level. The op- outstanding acceleration (rolling) at the upper level. erating end of the carriage includes an operating Double-deck carriages are designed to operate in vestibule equipped with sliding plug entrance and trains of the permanent formation. This means that automatic foldaway intercommunication doors – the the train will move in the same composition through- same as in single-deck carriages. There is a private out the route, a change in the train scheme will be compartment that includes microprocessor-based possible at the place of the train formation and turn- facilities control console of the carriage that is al- around. The carriages are equipped with gapless ready familiar to our conductors, fire alarm system, drag bars and gas-tight inter-carriage passages a microwave, a refrigerator, a sink, an electric ket- that reduce noise and vibration levels. Standard tle, and a cooler to have cold and hot water with

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ing vestibule with a wide entrance door and hydrau- lic lift may be found only in the staff carriage, which provides a special compartment for wheelchair ac- cess and toilet accessible to handicapped persons. These rooms may be also found at the middle (in- termediate) deck in the non-operating end of the carriage. The passenger part of the carriage is double- decked. There are per two stairs at both ends of the carriage - down to the first floor and up to the second level. Both the first and the second floor contain 8 passenger compartments; to ensure proper weight distribution the passenger compart- standard bottles. Since there is no boiler room or ments of the first and the second decks are located boiler in the carriage, the passengers will be pro- on different sides of the carriage. The equipment of vided with tea and coffee by means of an electric every passenger compartment does not differ from kettle and cooler. The guard’s compartment is near the one of a single-deck compartment carriage – the private compartment, it is equipped in the same every four-passenger compartment includes two way as in single-deck carriages – with a sleeper lower and two upper bunks, a table, fluorescent and and lockers to store bedding. If the journey time of a LED lights for public and individual use, a sliding route does not exceed 12 hours, the carriage will be door with a mirror and an electronic lock, and other serviced by one conductor, and the longer routes things passengers are accustomed to. The lower will be served by two conductors that work and rest ceiling level, as well as the absence of the luggage in shifts. compartment over the door, make the difference There are three lavatories at the opposite end between a double-deck and single-deck carriages. of the carriage. The way they are equipped does You may use all the space under the lower bunks to not differ from the ones in single-deck carriages. place your baggage; to increase the capacity of the The service compartment is next to the lavatories, luggage compartments, no lockers are installed in it contains a vertical collection tank of the vacuum the compartments. Compartments on the first and eco-toilet complex; water tanks are located in the the second deck are the same and they do not dif- under-roof space. The volume of water tanks and fer from one another by the equipment level, interior the toilet collection tank is enough for the train to design or comfort elements. travel without servicing for 48 hours. There are two lower sleeper sofas in every 2-pas- Due to the fact that the carriages are equipped senger compartment; they may be transformed into with air-tight inter-carriage passages, the double- day and night positions. Each compartment has deck compartment carriages are not provided with two LCD TV-sets to watch videos, the video sound a second, non-operating vestibule. The non-operat- is broadcasted through the headphones. A shower,

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located in the last compartment of the lower deck is an additional comfort element in the carriages of this type. A similar shower unit for the train crew is installed in the staff carriage. The passenger capacity of double-deck compart- ment carriages in the carriage with four-passenger compartments is 64 people, in two-passenger com- partments–30 people and in the staff carriage–50 people, the staff carriage contains 2 seats that are specially equipped for disabled passenger and an accompanying person. These figures are 80% higher than those of single-deck carriages of similar classes. Each carriage is equipped with two ventilation, air conditioning and heating units to provide a proper microclimate. In contrast to single-deck carriages, the heating system is of the air-type with high- voltage heaters installed at the outlet of the ven- tilation systems. Two air-control systems ensures the proper microclimate in all carriage rooms when the surrounding air temperature varies from -45 °C a full payload of the carriage (gross), which reduces to +45 °C, as well as a redundant system, should maintenance and track repair costs. one of the systems fail to work. Air decontaminat- The length of the carriage along the coupler ing agents with ultraviolet lights are installed in the pins is 26.2 m, which is 0.7 meters longer than the recycling channels. length of a single-deck carriage. The distance be- One should note one more innovation - an aero- tween bogie pivots is also increased – the length sol fire-fighting system that is used in the Russian of a double-deck wheel base is 19 m vs 17 m on railway coach manufacturing for the first time. a single deck carriage. This is due to the need to As the number of passengers in a double-deck maximize the length of the double-deck carriage carriage is greater than in a usual carriage, the con- zone, which is located between the bogies. How- ductor will have to work harder. Therefore, Tver de- ever, the distance between support areas for jacks signers took care to at most free conductors from is preserved – 17 m, which means there is no need the duties associated with the carriage equipment to rebuild lifting positions in railroad car sheds and control and handling. The train control and monitor- maintenance depots. ing system (SKDU) transmits all the parameters of The width of the carriage (3.15 m) is virtually iden- all operating systems of the train to the terminal lo- tical to the width of a single-deck carriage (3.1 m). cated in the staff carriage. By means of this terminal The most significant difference in overall dimen- the train master or train electrician can both control sions is the height of the carriage 5.3 m vs 4.6 m the operation of the equipment in all the carriages by a single-deck carriage. The carriage designers and take control and set the parameters for the sys- used increased cab width (Tpr size), previously tems of any carriage or all the carriages of the train. used only for freight carriages. This is a cross-coun- The information exchange and commands transfer try size proper for all trunk roads of Russia; how- between the train carriages is carried out with the ever, entrance gate openings in some passenger help of a wireless communication, which is conveni- depots may be lower than this size, and they need ent when the train is being formed – as there is no to be improved. By the way, the TVZ experienced a need to connect additional wires; all the carriages similar problem when they had to improve the gate are automatically connected to the train network of the paint-drying room in order to paint the dou- and establish communication with the staff carriage ble-decker prototype. when they are connected with one another. The design features of a double-deck restaurant And a few more features. carriage should be examined separately. The high The empty weight of a carriage is a very impor- service level, which is followed by Russian railway- tant parameter in double-deck railway coach manu- men in long-distance trains, implies the obligatory facturing. TVZ managed to keep the empty weight presence of a dining carriage. The double-deck of a carriage, with all equipment, at no more than trains will also have such a carriage. 65 tons (net) by means of innovative technical solu- The end (single-deck) parts of the dining carriage tions and new materials. This means that the load contains a vestibule and a service room with a re- per bogie on the axle does not exceed 18 tons with mote control and two flanges for the restaurant staff

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(at the operating end) and a lavatory for the restau- cast systems; there is a button to call the waiter at rant staff and a sink for the customers (at the non- every table. operating end). The double-deck restaurant carriage is equipped The lower deck of the dining carriage contains all with the same stairs as the double-deck passen- the production facilities - pantries with refrigerators ger carriage is. But the waiters will not carry hot and freezers, a kitchen with electric stoves, convec- dishes from the kitchen on the first floor into the tion steamers, microwave ovens and other kitchen dining room on the second floor–it is both incon- equipment, a serving room and a dishwashing venient and dangerous. A special two-chamber lift room. The production facilities are separated from will serve to transport food and drinks from the first the corridor by a baffle that prevents unauthorized to the second deck of the carriage. Cooked dishes access to this zone. The lower deck of the carriage are placed into the serving chamber and are taken also includes a bar with bar tables, intended for 6 up to the second floor, where a waiter takes them visitors who have come to the dining carriage for a and brings them to a guest table. Dirty dishes are short time – to drink a cup of coffee, the bar contains brought back through the second chamber of the a coffee machine to prepare it or chilled beverages, same lift. their storage is provided by a special showcase. The innovation policy of Transmashholding CJSC Because the lower deck level of the double-deck has created all the prerequisites for the appearance dining carriage is located below the raised platform of new high-performance vehicles – double-deck level, special charging hatches in the pantry and in passenger carriages – in the network of Russian the corridor in front of the pantry are provided on Railways JSC. TVZ, a national manufacturer, is both sides of the carriage to load the products, and responsible for their design and development. The their lower edge fits the raised platform level. developers of double-deck carriages hope that the There is a room for up to 44-48 customers on the latter will become a new quality stage of develop- second floor of the double-deck dining carriage. ment for both national transport machinery, and The room is equipped with video and audio broad- passenger railway transport in Russia.Ŷ

100 railway equipment NEW ENGINEERING PROJECTS

AUTOMATED CONTROL SYSTEM OF SAFE RESOURCE-SAVING OPERATION AND MAINTE- NANCE OF ROLLING STOCK EQUIPMENT OF SUBURBAN PASSENGER TEAM (ACS SRSM MDRS)

V.N. Kostyukov D.V. Kazarin Professor, Doctor of Engineering PhD student, engineer A.V. Kostyukov A.V. Schelkanov PhD in Technical Sciences PhD student SPC Dynamics, Omsk, Russia

Increased incidents and emergencies on railway istrative and technical impacts for equipment health transport force us to become seriously aware of han- management; dling the problem of control and condition monitoring Ŷ outgoing qualitative inspection of carried out of equipment of all infrastructural assets in all life-cycle equipment and assemblies maintenance and repair; phases. It is no secret that the lack of objective qual- Ŷ acceptance quality and condition test of supplied ity control of manufacturing and repair of equipment items, assemblies and equipment; at the stages of production and maintenance and the Ŷ inspection of staff executive discipline of manufac- lack of observability of the real health (technical con- turing and operating enterprises; dition) degradation processes during the operation Ŷ monitoring changes in technical condition during keep us from taking reasonable, both economically operation to increase the efficiency of maintenance and technically effective actions for maintaining a high and repair system; equipment reliability level promptly. Ŷ operating time registering for preventive mainte- Availability of a big number of various monitoring nance planning and in-depth condition analysis using and control tools at the disposal of manufacturing and the stationary means of control and diagnosis. service enterprises is no guarantee for high quality The basic components of ACS SRSM developed in equipment condition assessment. These tools are not suburban passenger team, are the means of monitor- universalized in general, there is no consolidated base ing, diagnostics and integration: of monitored parameters and testing results, an an- Ŷ systems for the electric multiple unit’s (EMU’s) nounced metrological performance is not maintained, assemblies and units condition diagnosing at ac- tools manufacturers frequently do not provide support ceptance test, repair and examination areas service. The result is that only about one third of tech- (COMPACS®-EXPRESS, COMPACS®-AGREGAT, nical control means available in the enterprises’ arse- COMPACS®-RPP); nal are on-stream. However there is another problem, Ŷ system of EMU’s sections comprehensive di- because for monitoring and testing results to get the agnostics at workshop test areas ТР-2, ТР-3 practical importance it must be open to all levels of (COMPACS®-EXPRESS-TR3); management hierarchy at any time. Ŷ on-board system for EMU’s health monitoring Solution of the denoted problems is achieved by (COMPACS®-EXPRESS-3); condition monitoring and automated control systems Ŷ depot diagnostic network Compacs-Net® com- creating [1]. bines monitoring and diagnosing systems and pro- Summarizing over 20 years experience of monitor- vides data reporting to different decision levels. ing and diagnosing of critical equipment of continuous Stationary System of wheel motor units (WMU) Vi- dangerous productions of petrochemical, iron and bration Analysis COMPACS®-EXPRESS aims at ef- steel, and mining industries and the experience of rail ficient assessment of current state, quality of WMU transport equipment diagnosing SPC Dynamics now maintenance and repair during the operating mainte- actively develops the innovative management engi- nance ТО-3 and the operating repair TR-1. neering of rolling stock equipment health based on The system is placed at pit track in ТО-3, ТР-1 real-time monitoring – automated control system of workshop and include: operator station; control cabi- safe resource-saving operation and maintenance of net with intelligent traction motor power drive providing equipment ACS SRSM. smooth acceleration to the scheduled frequency and The purpose of ACS SRSM establishment and de- keeping wheelpair speed permanent during the test- velopment is the increasing of railway transport safety ing process; joint device network apportioned over the and continuous operation by efficient health control pit track; compact remote unit with 6 vibration sensors of rolling stock equipment and infrastructural assets and RPM sensor. based on uninterrupted automatic real-time condition A full cycle of WMUs diagnosis for one car (4 units) monitoring. including the set-up operations is less than 30 min- The primary tasks, solved by technical means of utes. Outfitting testing areas with stationary wheelpair ACS SRSM, are [2]: hanging devices assists a higher productivity. In that Ŷ prevention of emergencies, related to fast mal- case testing time decreases by 40-50 percent. function development during operation; The system became widespread in 2000-2005 Ŷ data reporting on equipment health to different years, is actively on-stream and show good results in managerial levels in order to develop efficient admin- detecting hidden bearing abnormalities of axle, reduc

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tion gear, traction motor, gear mesh defects, quality in the cab, to transmit data about EMU’s health to the deterioration or lubrication lack, defects of element’s assigned depot. balance, alignment and fastening, flexible coupling de- The system automatically generates, archive and fects. Diagnosis validity is at least 97 percent [3]. transmit technical readiness reports on every car and Condition diagnostic system for assemblies and consolidated report on whole EMU to the health moni- units at repair department COMPACS®-AGREGAT is toring depot net Compacs-Net®. Automatic transfer of meant for carrying out the acceptance test and repair the results by means of wireless network Compacs- quality diagnosis of traction electric motors, convert- Radio-Net® require no operator intervention. ers, compressors, collectors and wheelpairs axle All system elements are highly vandalproof and reli- equipment and wheel-reduction gear units directly at ably operate in various climate zones of Russia. repair department and at acceptance test areas for As of today on-board systems are placed at 45 DC certain equipment. EMUs, manufactured by Demikhovsky Engineering The rolling bearing acceptance test station Plant and successfully exploited on Moscow, Ok- COMPACS®-RPP is meant for carrying out accept- tyabrskaya and North-Caucasian Railways. ance test of bearings supplied to the enterprise, their All ACS SRSM systems are build in compliance with washing, fault detection, demagnetizing, analysis and the common principles. First of all it concerns: preservation. Ŷ using the unified firmware; Availability of that diagnostics tools group guaran- Ŷ built-in self-diagnosis function of sensors, com- tees placing on rolling stock a properly functioning munication lines, measuring modules and software equipment of the maximum capacity. integrity; System of EMU sections comprehensive diagnos- Ŷ the stylistic look and feel of software interface; tics COMPACS®-EXPRESS-TR3 is meant for com- Ŷ the way that equipment health information is rep- prehensive automatic technical condition assessment resented (color icons, numerical characteristic values, of the most complex and most susceptible to service expert reports, technical readiness reports); wear and malfunctions EMU sections equipment dur- Ŷ the unified metrology basis, including methods of ing large volume routine maintenance. Such equip- measuring channels calibration/verification, which sim- ment includes: WMUs, collectors, pneumatic and plifies aftersales service and support of the systems. electro-pneumatic brake system equipment, electrical Important attribute of the COMPACS® systems is the control circuits, high voltage power circuits, heating possibility of their integration into consolidated diag- and booster circuits. According to specified equipment nostic network Compacs-Net® deployed in the enter- classes the system includes 7 diagnostic subsystems prise. Integration of diagnostic systems from various interacting in conjunction. workshops, diagnosing and testing systems for as- The system has a unique structure. That unicity is semblies and units at repair department with all on- determined by particularly apportioned way network board monitoring system placed at EMUs into united of effectively placed over the testing area connecting automated condition monitoring complex for running devices and by supplementing with portable meas- and repairing in depot rolling stock is carried out by uring units operating by means of wireless network means of the network. Due to the diagnostic network Compacs-Radio-Net®. Compacs-Net® objective data on equipment healh be- The system structure and composition in combina- come available to enterprise head officers and execu- tion with established arrangement scheme allow to tive officers on a real time basis. Now the available perform a comprehensive diagnostics of EMU sec- diagnostic information may be used for objectively tions of 15 different lines both DC and AC by the same justified management decision making to organize firmware. efficient safe resource-saving operation and mainte- Generally, the examination area, where the diagno- nance of rolling stock. sis is carried out, in combination becomes the venue In perspective monitoring and diagnostic facilities for debugging and tweaking of sections equipment, located in manufacturing facilities of parts and equip- which is also carried out is carried out with the as- ment for rolling stock and infrastructure can be con- sistance and under the supervision of the system. Af- nected to diagnostic networks Compacs-Net®. This ter such calibration procedure of putting EMU in op- will help to create common information space for effi- eration reduce itself to formality, labor of mechanical cient health management of the whole Railway sector technicians greatly facilitates and working conditions of the country.Ŷ improves. The system is actively exploited in a number of de- References: pots and received good recommendations in detecting high number of various defects, including equipment 1. Kostykov V.N. Monitoring of production. Moscow: assembly errors, misalignment, placing not standard Mashinostroyenie, 2002. – 224 p. elements, breach of wiring density in air supply and 2. Kostykov V.N., Kostykov A.V. Increase of op- other. Validity of diagnosis, determined by the results erational efficiency of enterprises based on real- of more than 5 year operating is 96 %, which is proved time monitoring. Moscow: Mashinostroyenie, 2009. by the results of examination, dismantling, and also – 192 p. debugging, start-up and first period of in line operating 3. Kostykov V.N., Sizov S.V., Aristov V.P., Ko- of EMUs after repair [4]. stykov A.V. Continuous monitoring of motor driven On-board monitoring system COMPACS®- rolling stock // Railway transport. – 2008. – №6. – p. EXPRESS-3 is designed for continuous condition 41 – 42. monitoring of running gear (wheelpairs, axle equip- 4. Kostykov V.N., Sizov S.V., Aristov V.P., Kostykov ment, traction gear box, traction motor, assemblies A.V., Kazarin D.V. Automated diagnostics of MDRS suspension and fastening items), air brake system electric circuits // Railway transport. – 2010. – №5. – equipment, power circuit, and also auxiliary circuits p. 56 – 58. of electrical equipment during operation and allows to detect the malfunction emergence and development in Advertorial time, to display the information on them on the screen

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special issue september 2012 103 NEW ENGINEERING PROJECTS

POSSIBLE WAYS FOR UNIFICATION OF FREIGHT CAR BOGIES, THEIR UNITS AND PARTS AT 1520 MM RAIL GAUGE

Yuri Boronenko, Anna Orlova, Dr., Prof., Director General, Dr., First Deputy Director General, Research Institute of Transport Engineering Ltd Research Institute of Transport Engineering Ltd

DIRECTIONS FOR FREIGHT CAR BOGIE tween repairs and improved car ride performance UNIFICATION – only pilot samples were manufactured. For axle loading of 25 ton-force, four bogie TSNII-KH3 railcar bogie started operating in models are offered at the Russian market (18-194- USSR in 1956 after the long-term study and test- 1, 18-9800, 18-9855, 18-9836), which significantly ing; later conditional number of 18-100 model was differ against each other by their design [1, 3]. attributed to it. Any changes were implemented The need of standardization becomes especially very severely in its design: in 1995 friction bear- important for the bogies of 18-100 model, which ings were completely changed by rolling bear- virtually do not have the differences against each ings; in 1996 the works were started upon equip- other. The following problems appear during their ping the rolling stock by wear-resistive elements; operation: variety of their types, maintaining the these works are not completed up to now. Since compliance of the bogies to design documents dur- 1999, freight carrier manufacturers for the rail ing overhaul per their configuration (for example, gage 1520 mm have been starting works upon solebars of 18-100 model and truck bolster of 18- launching of alternative bogies into manufacture. 9770 model), inhering of the bogie parts within one Today the bogies offered at Russian market for model to different railway administrations, etc. the axle loading of 23.5 ton-force [1] may be divided Other tasks are put for the bogies with improved into four groups by their design: characteristics: Group 1 – analogues of 18-100 model with its 1. Unification of the unit and part design for the upgrading by М 1698 design (18-2128, 18-9801, 1520 mm rail gauge to be changed during operation 18-9845, 18-9841, 18-9770, 18-1750) – 80% of the (wheel sets, wheel boots, brake blocks, fasteners whole bogie output within 2007-2009; for brake blocks). At the same time, it is necessary Group 2 – the bogies of 18-100 model upgraded to take into account the absence of exchangeabil- by С 03.04 design, which provide improved car ride ity for wheel sets and bogies under the carriages performance – they are produced for operation in with different axle loading in order to exclude errors Ukraine; made by operating and repair staff; Group 3 – the bogies of 18-578 model and its 2. Unification of the bogies with the same axle analogues (18-9771, 18-7020), which are distinct in loading upon their ability for interchange under the increased run between repairs and improved cars, ability for inspections and maintenance; car ride performance – 20% of the whole bogie out- 3. Unit and part unification for the bogies with dif- put within 2007-2009; ferent axle loading produced by one manufacturer Group 4 – the bogies of 18-9810 model, [2], which (friction wedges, friction plates and side bearers were designed by Barber S-2 technology. They dif- may be unified at technical capability) and simul- fer by the design of main units, increased run be- taneous absence of unification with the units and

104 railway equipment NEW ENGINEERING PROJECTS parts for the bogies fabricated by other manufac- the unified cassette bearing of 150х250х160 turers in order to maintain their competitive advan- mm installed under adapter. The wheels with tages. increased hardness and S-shaped disc profile are used for all bogies. UNIFICATION OF WHEEL SETS FOR Application of the cassette bearing having the THEIR USE IN THE BOGIES WITH DIFFER- same outer diameter (250 mm) and length (160 ENT AXLE LOADING mm) under the bogie adapter for the loading 23.5 ton-force, which is used for the loading 25 ton-force, Wheel sets for different axle loadings (GOST allows excluding usage of the wheel sets intended 4835) differ by the axle neck diameter: 130 mm for for the axle loading of 23.5 ton-force with the bogie the axle loading of 23.5 ton-force; 150 mm for the intended for the axle loading of 25 ton-force. axle loading of 25 ton-force; 160 mm for the poten- The problem of unification of the wheel sets for tial axle loading of 30 ton-force. freight car bogies may be solved by the develop- Standard wheel set (for the bogies of the 18-100 ment of their standard series (Table 1). model range) for the axle load 23.5 ton-force is One should reject an installation of a cassette equipped with journal boxes according to Indus- bearing into a journal box body since it may re- trial Standard (OST) 24.153.12 with two cylindri- sult in the inadmissible situation of using the cal single-row bearings 130х250 mm as well as wheel sets intended for the axle loading of 23.5 the wheels with usual hardness and conical disc. ton-forces in the bogies with the axle loading of Wheels with increased hardness and cassette-type 25...27 ton-force. Installation of the wheel sets double-row bearings are used for the bogies with for lower axle loading into the bogies intended the axle loading of 23.5 ton-force with improved for higher ones should be additionally limited by performance characteristics (increased run be- the configuration of adapters and axle box aper- tween repairs). tures. Within each axle loading, it is necessary SKF has certified cassette-type bearing with di- to set standard requirements to the dimensions mensions 130x250x160 mm for the wheel set with and mechanical properties of the mounting fac- the axle loading of 23.5 ton-force; it may be installed es for a cassette-type bearing and an axle neck, into a journal box body. Brenco (Amsted Rail) has the bearing surface of a cassette-type bearing certified cassette-type bearings with dimensions and the adapter for a cassette bearing. 130х250х160 mm and 130х230х150 mm for the Such unification of wheel sets and bearings will wheel set with the axle loading of 23.5 ton-force; allow to satisfy the interest of all participants of the these bearings are installed both into a journal box railway vehicle market as per creation of the unified body and under an adapter. design for the main units and parts subjected to pe- Thus, there is no unification for the bearings used riodical changes during operation. It will also make under an adapter as well as for wheel hardness for impossible to install the parts, which decrease the the axle loading of 23.5 ton-force. run between repairs and make a threat to traffic In 2001 the Ministry of Railways of the Rus- safety, during current and scheduled repair. sian Federation developed and approved the "General Technical Provisions for Freight 18-100 BOGIES SERIES UNIFICATION Cars of New Generation", in which the size of 150x250x175 mm was set for the bearing in- The possible accounting of the bogies, which are stalled under an adapter. Later it was decided technically identical to 18-100 model, is the devel- not to increase the bearing length and accept opment of the following documents: new classifier the dimension 150x250x160 mm in order to de- with attributing a personal code to each model; crease the axle loading. Interchangeability of reference book for bogie models with stating pos- wheel sets of the bogies 18-194-1, 18-9800, sible interchangeability for the particular bogie ele- 18-9836, 18-9855 for the axle loading of 25 ments and assembled bogies; requirements to the ton-force during their operation is achieved by part labels, which indicate their inhering to the bo-

Table 1. Standard series of wheel sets

Axle loading, Axle neck Bearing Bearing type Wheel type ton-force diameter, mm dimension, mm

23.5 130 two cylindrical one-row 130×250 usual hardness of wheel rim increased hardness of wheel rim, 23.5 130 cassette-type conical double-row 130×230×150 conical disc increased hardness of wheel rim, 25...27 150 cassette-type conical double-row 150×250×160 S-shaped disc increased hardness of wheel rim, 30 160 cassette-type conical double-row 160×280×180 S-shaped disc

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gie model. This way has the following disadvantag- improved parameters (first of all, upon the run be- es: sophistication in distinguishing the technically tween repairs). identical parts during operation; appearance of the While designing new railcars, it is necessary to details with the same connecting dimensions and foresee installation of wear-resistive and adjust- performance data but with different labelling. ment plates with unified fastening at the side sup- The problem of the bogie unification in Europe ports of span bolsters. For the railcars with different was solved by issuing the unified set of drawings wheel base, it is ought to design a size series of the and transferring the maintenance function for this wear-resistive and adjustment plates providing the set to the independent body - International Union of contact of a bogie bearer and a car while passing Railways (UIC) [4], which also has the right to sale curved track sections. licenses for usage of the unified drawings. Normal- The following parameters need unification: the ized drawings contain such parts as bogies, sepa- distance between the bearer support surface on a rate drawings (including installation dimensions), car body to the pivot block support surface; rated bogie components; brake system parts for freight height of a centre bowl plane (795 mm as for the bo- cars (including the parts of brake rigging installed gies of 18-100 model) while installing the car body on a bogie). Preset procedure for inclusion of new with preset minimum weight (for example, minimum product into the list of unified parts provides their dead weight may be set as 21 tons). To improve interchangeability. the testing ability during operation, it is necessary Unification problem for bogies of 18-100 mod- to unify the fitting height for the fixed contact side el may be solved at the 1520 mm rail gauge via bearers. development and implementation (for example, Interchangeability of bogies under railcars is also within UIRE) of the normalized drawing set for a defined by a break rigging, in which it is necessary unified bogie; setting the procedure of its supple- to standardize gear ratio and location of the levers, ment; the equal cost politics for all manufacturers. which provide the bogie connection with a railcar. All parts included into the normalized drawing set To provide repairability during operation, it is nec- should have the same labelling indicating their in- essary to unify the following elements: the fasten- terchangeability. ing of side bearers with fixed contacts; wheel boots There are following unification outcomes for preventing an exit of wheel sets from a journal set manufacturers and repair bodies: acquisition of aperture, their fastening; break block, break block the bogie normalized drawing set; annual sub- key, connecting dimensions of a break block to a scription cost into the holder of the normalized fixed shoe. set on a flat-rate basis. Launching into manufac- In order to maintain the improved bogie parame- turing and certification of the bogies, which are ters, exclude the possibility to install into a bogie the manufactured according to the normalized draw- details, which decrease the run between repairs and ing sets, becomes simple and includes shortened make a threat to a traffic safety, it is necessary to qualification tests. Thus, the cost of launching make impossible an interchangeability of the bogie into manufacturing will decrease as compared parts with the bogies of 18-100 model: wheel sets with the new bogie designing. with bearings and adapters; solebars and truck bol- It is necessary to establish the single procedure, sters, suspension springs and friction wedges, fric- which includes functional and operation tests, in tion plates, wear-resistive elements, etc. order to include the drawings of the parts with new Such unification of the bogies with improved design into the normalized set. parameters will allow to satisfy the interest of all participants of the railway vehicle market at the ex- UNIFICATION OF THE BOGIES WITH IM- pense of the unified design for the main units and PROVED PARAMETERS FOR THE 23.5 parts subjected to periodical changes during op- TON-FORCE AXLE LOADING eration. It will also make impossible to install the parts, which decrease the run between repairs and Except the 18-100 model for the axle loading of make a threat to traffic safety, during current and 23.5 ton-force, different manufacturers have de- scheduled repair. veloped the bogies with improved parameters (for example, 18-578, 18-9771, 18-7020, 18-9810). In- UNIFICATION OF THE BOGIES FOR THE formation per their performance characteristics is AXLE LOADING OF 25 TON-FORCE not sufficient today, it does not allow to assess their advantages as compared with other; that's why the The situation connected with unification of the task of their design unification is premature. bogies for the 25 ton-force axle loading is similar to The approach to unification of the bogies with the bogies with improved parameters for the load- improved parameters may be in provision of their ing 23.5 ton-force; however, it is also necessary to interchangeability under cars, ability to control take into account the requirement per avoiding in- and repair during their operation while maintaining

106 railway equipment NEW ENGINEERING PROJECTS terchangeability for the critical parts with lower axle inserts of adapters of the same manufacturer may loading. be designed for the axle loading of 25 ton-force and GOST 9246 foresees an increase of the centre used in the bogies with the axle loading of 23.5 ton- bowl diameter up to 350 mm thus making impos- force. sible to install the bogie for the axle loading of 23.5 ton-force (centre bowl diameter is 300 mm) under Conclusion the railcar with higher lifting capacity. Size range for wear-resistive and adjusting plates Variety of the freight car bogies developed for the on the body side supports, installation height and 1520 rail gauge causes the need of their unifica- fastening of the permanent-contact side bearers, tion in order to simplify operation and maintenance rated height of the centre bowl plane under the procedures, excluding of the staff errors resulting in empty car, wheel boots and break rigging for the the violation of traffic safety.Ŷ axle loading of 25 ton-force may be harmonized with the axle loading of 23.5 ton-force. The distance References from the bearer support surface on the car body up to the centre plate may be also harmonized, moreo- 1. I.A. Kharybin, A.M. Orlova, A.V. Dodonov. Im- ver, its value may differ from the bogies with the provement of the freight car truck // Railcars and axle loading of 23.5 ton-force. Rolling Stock, issue 2 (18), 2009. - P. 26-29. It is necessary to provide the absence of inter- 2. A.M. Orlova, E.A. Shcherbakov. A bogie of 18- changeability for wheel sets with bearings and 9810 model: advanced technologies, traffic safety, adapters with the bogies having the axle loading wear decrease // Railcars and Rolling Stock, issue of 23.5 ton-force in order to maintain improved bo- 2 (22), 2010. - P. 24-26. gie parameters (including load capacity), to avoid 3. Y.P. Boronenko, E.A. Rudakova, A.M. Orlova. installation of the parts, which decrease the run be- Innovations in freight car bogies: reality and pros- tween repairs and make a threat to traffic safety, pects // Science and Transport, 2009. – P. 14-17. during running and scheduled repair. Solebars, 4. www.uic.org suspension springs and friction wedges, springing

special issue september 2012 107 NEW ENGINEERING PROJECTS

COMPUTER VISION TECHNOLOGIES FOR THE SUPERVISION OVER OBJECTS OF RAILWAY INFRASTRUCTURE

Yuri Ivanov Research Officer of the Computer Vision Technologies Department NIIAS JSC

All technical facilities used at the railways fulfill same time the enlarged video image is transmitted exclusive requirements for reliability. And through to the KLUB-U display via CAN interface in order all exclusive requirements the modern technologies to provide the possibility for the locomotive driver do not ensure the complete safety of traffic. Multi- to perform detailed analysis of the visible circum- ple factors such as location of settlements along stances. the railway lines, high interference level for physi- cal security techniques, high intensity and veloc- METHOD OF VERIFICATION OF ity of trains, have an effect on traffic environment INFRASTRUCTURE OBJECTS and contribute to the occurrence of extraordinary COORDINATES circumstances [1]. A solution of the problem of safe movement on rail with increasing speed of the train It is required to use the computer vision technolo- is complicated by the presence of “human factors”. gies (CVT) jointly with technology of geo informa- It is very difficult for a man to react properly to the tion support of objects [2] for the purpose of effec- danger situation when the trip is extensive and per- tive solution of problem related to the control over formed at great speeds. The solution of such prob- railway infrastructure objects. The algorithm of PAK lems as modernization, duplexing, enhancement of DISS surveillance module will carry out the analy- functional capabilities of facilities, minimization of sis of imagery information by means of CVT within “human factors” impact on railway traffic can en- locomotive movement. The space of detected ob- hance the reliability of technical facilities providing jects where the detected objects of railway infra- traffic safety. structure are displayed in the form of points with The development of hardware and software sys- dimensions of weight similarity coefficient at the tem of detection and identification of signaling light image matrix is a result of video analysis carried (PAK DISS) is conducted in order to enhance the out by means of the algorithm of PAK DISS sur- functional capabilities of Integrated Train Protection veillance module. The final identification of railway System (KLUB-U). The usage of computer vision infrastructure objects is performed by the algorithm technologies in the surveillance module of PAK of verification of detected objects with geo informa- DISS provides the twenty-four-hour analysis of im- tion GPS/GLONASS map of railway infrastructure agery information on the running of locomotive on objects coordinates. the track on a real-time basis, as well as monitor- It is necessary to model rectification plane [3] ing of railway infrastructure. If the hazard including and to determine a direction vector of character- non-conformity of traffic guide lights signals with istic lines at the space matrix of detected objects automatic locomotive control signals was identi- in order to perform the algorithm of verification. It fied within train movement, PAK DISS generates will make it possible to determine the scene depth audible warning signal for locomotive driver. At the at the analyzed 2D image from a video camera, as

108 railway equipment NEW ENGINEERING PROJECTS well as carry out the analysis of perspective objects is perpendicular to the rectification plane are deter- projection of detected objects space at the rectifi- mined. LSC is left-handed (Fig.1). cation plane. When the coordinates of rectification plane are It is essential to have two parallel or crossing calculated by means of ARRD it is essential to per- lines [4] for the purpose of plane construction. form transformations of geo information system of Characteristic lines by means of which it is planned coordinates (GISC) to LSC. The result of transfor- to construct the rectification plane are supposed to mation of GISC to LSC represents the underlying be obtained with the aid of algorithm of railway rail surface which coincides with the rectification plane detection (ARRD). Rails are objects which meet the at which coordinates of prospective objects of rail- following requirements: way infrastructure are displayed. Within the anal- Ŷ rails are always present at the analyzed image; ysis of Delta dimension it is possible to calculate Ŷ it is possible to draw two characteristic lines object identification with relevant accuracy (Fig. 2) which are parallel; where Delta is the distance between expected co- Ŷ object has a known size of distance interval be- ordinate of object and projection of coordinate of tween two characteristic lines. the object located in the space of detected objects In order to solve the problem of rectification plane at the rectification plane. construction it is supposed that: Ŷ characteristic lines appertain to the rectification BOUNDARY DETECTION BY MEANS OF plane; GRADIENT Ŷ the ground surface is flat; Ŷ the rectification plane is perpendicular to the Detection of lines such as railway rail can be per- vertical axis of earth referenced coordinate system; formed by means of linear spatial filtering methods. Ŷ the space of detected objects is related to the The method of boundary detection by means of locomotive system of coordinates. gradient is based on the calculation of first-order The basic vectors of locomotive system of co- derivatives [5]. The general view of image gradient ordinates (LSC) where vector Z is directed along vector ƒ(x, y) at the point (x, y) is represented in (1). the locomotive movement and the vertical axis Y ∂ƒ

G ƒΔ = x = ∂x G y ∂ƒ (1) ∂y The calculation of the gradient vector modulus for each point of image enables to emphasize charac-

teristic features of the line (2).

Δ Δ ∂ƒ ∂ƒ ƒ = | ƒ | = + ∂x ∂y (2)

The calculation of the gradient vector modulus is

produced by the following formula (3) | Δ | ≈ |( + + ) - ( + + )| + ƒi,j ƒi+1, j-1 ƒi+1, j ƒi+1, j+1 ƒi-1, j-1 ƒi-1, j ƒi-1, j+1 + |( + + ) - ( + + )| (3) ƒ -1, +1 ƒ , +1 ƒ +1, +1 ƒ -1, -1 ƒ , -1 ƒ +1, -1 Fig. 1 Determination of rectification plane in LSC i j i j i j i j i j i j In order to solve this problem it is expedient to Projection of a light signal at track relay use the Prewitt operator mask within the calculation Expected coordinates of a of gradient vector modulus (Fig. 3) pendent light signal -1 0 1 -1 -1 -1 -1 0 1 0 0 0 Expected coordinates of a high Gy = Gx = light signal -1 0 1 1 1 1

Fig. 3. Prewitt operator masks

The calculation of gradient vector direction shall be carried out for the purpose of extraction of the railway rails characteristics. The angle between the direction ’ƒ at the point (x, y) and the axis x is a direction angle of gradient vector (4). The value of direction angle of gradient vector may be used for the purpose of determination of the angle of char- Fig. 2 Pattern of calculation of the object identification accuracy acteristic lines.

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THRESHOLD BINARIZATION OF Gy α(x,y) = αctg , if G ≠ 0 PROCESSED IMAGE x (4) Gx Figure 7 shows the results of image processing It is necessary to perform the thresholding image by means of the above method. The area of lumi- filtering for the purpose of intensification of rail char- nance difference which coincides with areas of rail- acteristic features at the image after preprocessing way rails location at the reference image is clearly and false signature minimization. distinguished at the processed image. It is proposed to use the Otsu's method for the calculation of optimal binarization threshold [6]. ALGORITHM OF RAILWAY RAILS DETECTION This method is the most effective of the global bi- (ARRD) narization methods. The main idea of the method consists in the following. The characteristic features of railway rails are Suppose that the image is a two-dimensional ar- proposed to be used for the purpose of rectification ray with dimensions of n×m and values of the array plane construction within the determination of char- element lie in the range (0…255). In this case the acteristic lines. It is supposed that the object such histogram of this image will present one-dimen- as railway rail has: sional array H[0...255] where each element H(i) continuity at the small area; contains the total number of pixel in the image with direction angle of gradient vector ɲ(x, y) in the intensity equal to i. range of ±40 degrees; The following expression is proposed for the cal- luminance distribution profile along the hori- culation of threshold value indicator: zontal axis similar to Gaussian distribution. D (0,t) + D (t + 1,255) It is proposed to use ARRD which enables to per- Ots(t) = 1 - , where 0

G - G , if G - G > 0, Δ r l r l The result of railway rail determination at E = (6) { 0, if G - G ≤ 0. the reference image Fig. 6 after the applica- r l tion of thresholding filtering by means of gradi-

The difficulty of rail determination arises on a ent (where GX=0) and ARRD is shown at Fig. sunny day. The presence of rail shadow at the im- 5 and Fig. 6 respectively. Therefore the usage age introduces an error of rail orientation relative to of ARRD method for the synthesizing of filtering shadow into ARRD. It is essential to implement the which determines the object such as rail at the algorithm for determining the shadow for the pur- image is more effective than the usage of gradi- pose of error elimination. If the shadow is on the left ent method. The effectiveness of the algorithm relative to the rails it is necessary to carry out the of rectifcation plane construction depends com- expression (6), otherwise (7). pletely on the quality of determination of the line such as rail.

G - G , if G - G < 0, EΔ = r l r l (7) { 0, if G - G ≥ 0. ALGORITHM OF RECTIFICATION PLANE r l CONSTRUCTION Figure 8 shows the results of image processing by means of the above method. The area of lumi- The rectification plane construction is performed nance difference which coincides with areas of rail- in relation to the parameters of characteristic lines way rails location at the reference image is clearly which in its turn are determined by means of the distinguished at the processed image. Hough method [7] at the processed image with the aid of ARRD (Fig. 7).

110 railway equipment NEW ENGINEERING PROJECTS

Fig. 4 Reference image Fig. 5 Linear filtering Fig. 6 ARRD

Fig. 7 Source image processed by ARRD, determined characteristic lines respectively

At Figure 7 the vanishing point V is a level with within the work, as well as proving the effective- respect to which the lower plane of scene which ness of suggested algorithm of railway detection, coincides with the rectification plane can be mod- was conducted. Ŷ eled. The bearings of detected objects will be pro- duced in the rectification plane for the verification List of References: algorithm (Fig. 8). 1. Ryazanov S.N. Transportation security of rail- way infrastructure objects//Automatics, connection, informatics. – 2011. – No.6. – p. 23–25. 2. Ivanov Y.A. Computer vision technologies in automatic train operation systems//Automatics, connection, informatics. – 2011. – No.6. – p. 46-48. 3. Titarov P.S. ADS 40 photoplotting in the PHO- TOMOD system//Spatial Data. – 2007. – No. 4. – p. 40-44. 4. Aleksandrov P.S. Course of Analytical geom- etry and linear algebra//Science, Main editorial of- fice of physics and mathematics literature – 1979. 5. Gonzalez R., Woods R. - Digital Image Pro- cessing//Technosphera. – 2005. – p. 209. 6. Otsu N. A threshold selection method from Fig. 8 Scene modeling gray-level histograms//IEEE Trans. Sys., Man., Cy- ber. 9. – 1979. –С. 62–66. 7. Forsyth D., Ponce J.. –Computer Vision. A Conclusion Modern Approach//Translation from English – Moscow: Williams. – 2004. – p. 459. It was suggested to use the computer vision tech- nologies jointly with technology of geo information- al technologies in order to enhance the efficiency of non-contact detection methods for railway infra- structure objects. Rail detection algorithm which meets requirements for the rectification plane construction was formulated. A series of computa- tional experiments providing the possibility to ap- prove the validity of conclusions which were made

special issue september 2012 111 NEW ENGINEERING PROJECTS RAILROAD DIAGNOSTICS WITH SIMPLE SYSTEMS

Current TVEMA Group’ product range includes with non-contact sensors. It makes possible equipment for all types of railroad diagnostics: previously unattainable inspection speed of up to from manual removable equipment for local railway 100 km/h, automatic location of defective areas and track section control to mobile high speed trunk line superposition of obtained video data and schematic inspection systems. mapping of defects and ‘suspicious’ point on the Most popular manual systems manufactured by track model. the Company are manual removable track geometry inspection bogies PT-10, geometry/NDT inspection bogies SPRUT and single-thread ultrasonic NDT analyzers SKAT. They all feature light weight, compactness, ease of operation, simple design allowing their use in any environmental conditions, robustness, long-life battery and flexible software and hardware. These systems can be operated globally as they are designed for 1520, 1435 and 1067 mm wide. When moved along the rails, sensors of the track geometry inspection bogie PT-10 automatically measure track level, gauge and length, logging and saving data in the non-volatile memory of the Non-contact automatic scanner and high-speed microprocessor for further transmission to the track NDT analyzer are installed underframe. Such facility server via the communication adapter. design excludes probe to track mechanical contact Apart from the above mentioned PT-10 capabilities, which can cause acoustic interference, and ensures SPRUT detects defects in both rail threads along the precise alignment of sensors with rail centerline entire length and rail section. One of the features of without reduction in speed during travel along this device is monitoring of acoustic contact in each straight and curved track sections and switches. channel throughout the sounding cycle. Precise Recently developed TVEMA Group’ visual defect fixing of measurements is ensured by GLONASS/ detection system SVOD enables on-line detecting GPS receiver. of track structure defects critical for traffic safety NDT analyzer acoustic measuring unit SKAT (damages of joints, cracks in rails and sleepers, sounds the rail thread in several channels logging etc.). It is installed on the undercarriage of any the signals (in the range from – 16 to + 12 dB) of vehicle and allows continuous automated control defects along the length and rail section. Acoustic of all elements of the track structure within the contact is monitored in each channel throughout the assembled rails and sleepers. This device logs sounding cycle. Defect coordinates are displayed and processes image from the high-resolution on microprocessor display in the on-line mode and cameras located in the immediate vicinity of the recorded to the memory chip for further processing. monitored objects. To ensure effective operation Mobile NDT inspection laboratory LDM in all environmental conditions, the system is fitted is a unique product of TVEMA Group allowing with fluid cooling, heating, dust removal systems diagnostics of short sections of the railway track at and system of mechanical external wiper system. the speed of up to 40 km/h. LDM is a re-worked vehicle (UAZ, Land Rover, etc.) which can travel both on the highway and on railway tracks. The system comprises unique equipment allowing fast mounting/removal of the laboratory on/from the railway track with any type of sleepers. Special design of the probe and skid ensures trouble-free operation of the laboratory even at low temperatures and in snow conditions. In addition to defect detection in rails, LDM monitors parameters of the inspected railway track section (coordinates of the kilometer posts, crossings, switches, etc.). All data is logged and automatically processed by the local computer. All acquired video data are precisely referenced to On customer’s request, LDM can be additionally the geographic and track coordinates. The system equipped with geometry and georadar equipment. provides the possibility of comparing data from TVEMA’ most demanded mobile diagnostics other diagnostics systems installed on the vehicle.Ŷ system is unparalleled system of high-speed NDT inspection of tracks and automatic interpretation Advertorial

112 railway equipment NEW ENGINEERING PROJECTS

special issue september 2012 113 STANDARTIZATION

THE “UNCONQUERABLE” HEIGHTS OF QUALITY

Vladimir Matiushin Vice President Union of Industries of Railway Equipment (UIRE)

A serious attention has been given to the subject Moreover, we are already losing certain segments of products quality in numerous research works, of our domestic market and reducing exports of dissertation papers, articles, and many decisions our products to other countries, including CIS concerning it have been taken at all levels. countries, due to low quality, on the one hand, and Certainly, now every specialist knows that rising product prices, on the other. Customers have the socialist system, based on administrative to buy foreign-made products because there are no management, had some advantages in the crisis domestic products of equally high technical level, periods of a society’s development, but quickly or because domestic products are of low quality. deteriorated to standstill if things were in their In this, not only do we give way to industrially normal way. It happened because the basic fault developed countries, while still producing lower of the system was its resistance to innovative quality at prices becoming comparable with theirs, development, to creating new technical means and but we also give way to developing countries, changing to modern technologies, and inability to products of which are cheaper, yet their quality is focus on the task of improving product quality. almost similar to ours. What is the reason for such On the other hand, the market economy situation with product quality? encourages activity in improving quality and This article does not attempt to analyze everything technical level of products, enhancing labor that has happened in the economy, but it only efficiency, refining technology, and reducing the suggests studying problems of quality improvement cost of production. of industrial products as exemplified by railway rolling In the 1960s–1990s, all these things resulted stock. In our analysis of technical equipment supplied in standstill and stagnation of one system, and in to railways, we will also abstain from consideration rapid technical development of the other system. In of experimental products or products manufactured this case, everything is clear. We understand the in small amounts, because their quality indices in reasons for low quality, and we realize that programs regular operation are still unknown. meant to improve were doomed. Yet Russia has Looking for positive examples of market already lived for 20 years without socialism; we development in the field of railway industry have reformed its economy, changed it to a market- production, we should point out the following facts based pattern, but we still fail to see any noticeable - the beginning of commercial production of goods improvements in product quality. Obviously, the that were never manufactured in Russia before that, first ten years were the time of crisis, the period emergence of new rolling stock manufacturers, of breaking the old economy, overcoming crisis beginning of commercial production of spare conditions and adapting companies to work in the parts and components for imported equipment, new market environment, creating market-based and beginning of new equipment with improved management mechanisms, including elaboration of performance characteristics. corresponding laws. There are also factors indicating the end of rolling Ten years is a long period, but there are still stock manufacturing monopoly, with the most no fundamental changes in improving quality. characteristic example being that of freight wagons.

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In this field, competition between manufacturers to perform welding works in production of car arose, which now includes companies from Ukraine underframes; as well. It resulted in an abrupt fall of prices on the Ŷ almost double reduction of internal rejection rate background of declining demand during the crisis in production of molded pieces of car trucks against period, but in the conditions of supply exceeding the background of maximum utilization of foundry demand, in 2010, prices have grown more than facilities without any improvements implemented in the pre-crisis period. Last year, new designs into the corresponding technologies, which suggests of car trucks were produced, their certification massive commissioning of faulty units. was accomplished, and manufacturing of a The above-mentioned facts have been registered preproduction series began. in four enterprises during the last six years. Yet no drastic changes have occurred in improving The most important and the most dangerous thing quality of freight wagons, which is indicated by about these examples is that they do not result from a sharp increase in cases of car truck solebar operating errors, but appear as conscious actions fracture. It suggests that market mechanisms in in producing faulty products. this segment of production are still not so active to Therefore, this problem does not originate from force all market players to work on improving the backward technologies or lack of market relations; competitiveness of their products, determined by it is rooted in factors preventing works on improving the price/quality ratio. product quality, or in complete lack of motivation for There have been notable changes for the better such works. in the field of normative, methodological, and Most likely, the present-day situation in majority procedural support for the work in improving product of enterprises will require investments to solve the quality, and these changes enable manufacturers problem of improving product quality. to engage in this work actively even now. Any investment program can be realized only if Most manufacturers have signed the Charter of it yields results allowing us to recoup all expenses Cooperation between Russian Railways JSC, UIRE, within a specified period of time, and finally brings Russian transport industry enterprises, railway improved profitability and competitiveness. As industry manufacturers and railway equipment and we know from experience of market-economy components producers, undertaking to change countries, investing into quality refinement must to product evaluation by life cycle cost criteria, to result in reduction of costs related to faulty organize permanent work in improving product items. Such cost can be “external” – recovery of quality, to introduce active innovation policy, customers’ expenses, including warranty liabilities, updating production technologies and product and “internal”, determined by how much is spent designs, and to work on reducing cost of production. on quality control, recovery of rejection, and losses At UIRE, we have developed standards from irrecoverable rejection. In addition, these regulating relationships between market players expenses are interconnected in such a way that it and determining ways to solve disputable technical makes companies spend more on “internal” issues issues, perform product quality evaluation tests, in order to cut spending for the “external” costs. including tests by performance rating, and providing However, in the present-day Russian economy, methods for performance of such tests [1]. We “external” expenses are virtually reduced to have formed an Expert Institute, the composition guarantee costs, which are not high, and therefore of which allows performing independent evaluation Russian companies do not feel the need to of any technical problems with a highest degree of improve quality control and increase corresponding competence [2]. See Fig. 1 expenses. We have prepared a package of standards To find out the reasons for such situation, we at UIRE on a quality management system for need to examine the whole system of economic railway industry manufacturers [3]. We have also relationships, beginning with the customer. completed the full cycle of preparatory work that The simplified idea of the market for laymen is allow member companies of the Partnership to that of two parties, the seller and the buyer. The begin implementation of the European business buyer determines demand, therefore he shapes the management systems, ensuring successful market, and his role is of greater importance. The solution of product quality improvement problems buyer’s goal is to purchase an item of better quality in accordance with IRIS. with minimal expenses. Still, very little is being done in this field, and there The seller’s goal is to sell the item he has at a are examples to suggest lack of concentration on highest price possible. If the buyer is not satisfied ensuring safety and product quality even in the with what the seller has, he refuses this purchase segment of car production which is experiencing or starts looking for another item. It makes the tough competition now: seller think of improving his product or reducing its Ŷ application of automatic double-speed welders production cost. in welding works on the car main frame by the order In the railway industry market, the situation is of the company management, while knowing that somewhat different. For example, in the sector strength of such seam is sub-standard; of rolling stock there is an operator on the one Ŷ employment of welders without proper on-site side, and the manufacturer on the other side. It is training and proficiency testing as well as without interesting to know, that they have similar goals appropriate documents, and entrusting them – to receive profit. In addition, we have analyzed

special issue september 2012 115 STANDARTIZATION

Presidium of the Council Secretariat of the Council Scientific and Technical (On the basis of the Council of the UIRE Expert Executive Institute Directorate of UIRE)

Subdivisions by lines of activity

Economics Railway Metal and subdivision subdivision Traction power nonmetallic Research Institute of RIRT JSC supply subdivision material Railway Transport NIIFA-ENERGO LLC subdivision JSC (RIRT) RIRT JSC

Welding Non-destructive Structural Power electric subdivision examination and behavior diagnostics engineering Moscow State subdivision University of subdivision subdivision Railway Engineering RIB Institute of Academy of Electric (MIIT) Petersburg State Machine Science, Engineering Transport University Russian Academy of Sciences

Automatics and control system Rolling stock subdivision subdivision NIIAS JSC VNIKTI JSC

Experts of Experts, technical specialists, Expert centers Voluntary UIRE consultants of third-party of Voluntary Certification experts organizations Certification System at System at UIRE UIRE

Fig. 1 Structure of UIRE Expert Institute

the manufacturer’s position repeatedly and we will Essentially, all of these can be determined by consider it later, but the position of the operator product quality ratings, and in certain cases the as both customer and purchaser requires a more need for application of new kinds and types of careful examination. rolling stock with improved performance indexes To receive more profit, the operator must try to may arise in order to achieve the customer’s goal. increase his income and reduce maintenance Therefore, based on the assumption that he costs. One of the ways to increase income may strives to increase his profit (reduce loss ratio) the be expanding his market of services or freight and operator must state general requirements to the passenger transportation, or improving performance rolling stock being purchased. The next step should of his rolling stock. be to evaluate the technical feasibility of realizing Reducing costs is possible through lowering these requirements. At this stage, one should energy consumption of the rolling stock, simplifying employ highly competent experts with sufficient its handling operations, and reducing maintenance experience in elaboration of similar documents and repair expenses; minimizing costs of violating and product definitions. This work should result cargo safety and emergency maintenance, and in drawing up a document containing necessary reducing damage compensation costs in case of product quality requirements, and this is where the accidents. first stage ends.

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At the second stage, one should calculate income for compliance with engineering specifications down and expenses for operation of rolling stock with to the scope of certification testing. Meanwhile, such quality ratings. In a number of cases, it may be certification testing examines only safety ratings, and reasonable to perform it with account of peculiarities it is forbidden to add quality-rating evaluation into of actual operating conditions, for example, in such testing. It is hard to understand why customers changing the depot over to new rolling stock, or in still put up with such approaches. doing the same to a certain shipment line, for which Even if full-scale acceptance trials have been the new rolling stock is meant. performed, reliability ratings will not be examined, However, it is also necessary to determine the while they are the main factor to determine acceptable price of the new rolling stock before maintenance and repair costs. evaluating the entire investment project for Designated purpose ratings can be controlled implementation of such stock. At the next stage, during acceptance trials, but in the case of rolling European railways and operating companies stock there may be problems with their realization calculate the price limit. For this purpose, they under actual operating conditions. Therefore the determine the minimal profitability level for operation decision on making a purchase must be made of new rolling stock, and with account of already while complete evaluation results are not available calculated data on income and operating expenses, as well as the confirmation for quality ratings of the they find the highest price at which such degree of product. To find the answer on how to act in such profitability can be achieved. a situation, let us analyze the experience of EU Having this basic data, one may analyze the railways, which is economically feasible, justified market for products offered and begin negotiating legally and confirmed by long-term practice. for supply. Yet negotiations may end at a price still For innovative products based on conceptually higher than the set price limit, and one may have new technical solutions and having a high degree to give up the purchase. Another option is that of technological novelty, a preproduction series the market may have no product of the required of items with a certificate of safety should be performance ratings. purchased. This preproduction series should be In this case, one may arrange an order for tested under actual operating conditions in the development of new rolling stock, and provide the course of its intended mode of operation. designer with the maximum life-cycle cost figure These tests enable us to evaluate the realization calculated on the basis of a certain price limit. The of designated purpose ratings (performance, energy life-cycle cost may also be preplanned from the consumption etc.), and register all expenses on level already achieved, determining the real life- maintenance, repair and defect elimination works. cycle cost of serial products and reducing that by Tests provide a combined evaluation of reliability the desired figure. rating, and help to calculate operation cost and life- Today, technical parameters are mostly cycle cost. If results are positive, the certificate of determined based on the current needs and with serviceability is issued, and the decision on bulk account of the technical level achieved by leading purchasing of this item by the customer and other companies in this field, with the subsequent EU operators is made. technical and economic assessment. Formally, If a variant of purchasing products without these actions correspond with the first and second any conceptually new solutions is considered, a stages of the suggested scheme, but in the present- procurement contract for a large batch can be day economic conditions, it is more reasonable to concluded. However, the contract stipulates liability state one’s requirements with the goal of receiving for performance of quality ratings, including life-cycle the maximal profit. cost. In case of default, certain penalties are applied, Currently, they do not calculate the acceptable to compensate economic losses of the operator price limit at all; on the other hand, there is no method incurred because of the product’s non-compliance for such calculation. It is necessary to introduce with quality standards specified in the contract. In calculation of price limit and required life-cycle cost addition, the law provides for compensation of all into the practice of works on ordering new equipment, losses in case of an accident that arose through a as they are the parameters that should determine the product’s failure that took place because of its non- decision to purchase a certain product. compliance with the quality requirements. Yet, this is also only a preparatory stage in the If such system of order and purchase is policy of purchasing new equipments, as all quality implemented, the operator shapes not only technical ratings at this stage exist only on paper – in the parameters of quality, but also economic figures documents prepared by the manufacturer when of that. It introduces a system for their control and accepting the customer’s requirements. At this economic accountability of the manufacturer for stage of the ordering process, it is expedient to product non-compliance. conclude a letter of intent only. All that allows the operator to forecast with a high According to the existing procedure, the degree of certainty, and receive the pre-planned manufacturer shall receive the order and construct profit from putting new rolling stock into operation, experimental items of rolling stock, which then which shapes his active innovation policy – a policy have to pass acceptance trials and certification that is needed by manufacturers. testing. Unfortunately, there is a recent tendency for As a result of implementation of such a system, reduction of acceptance trials, which test the product refusal of purchase if the minimal price limit is

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exceeded (even if the price is not inflated) makes systems, and the introduction of the so-called “lean the manufacturer work on reducing production manufacturing,” and in such situation the cost of costs; introduction of requirements based on their realization will soon be compensated. This is quality ratings and their control leads to the need for the main reason for such systems to become so actual coordination of product quality improvement widely popular in European countries, while in our programs; manufacturing faulty products results in country their implementation sometimes fails to huge expenses for external defective items, which produce any economic effect. forces the manufacturer to impose tighter quality Simultaneous promotion of these two projects will control measures for his products. help to identify processes of critical importance for Further on, let us examine the ways to realize the quality, and determine their effects on production manufacturer’s goal of receiving maximal profits. costs, with account of the need for stronger control The easiest way is to raise the price. However, this and increase in internal rejection rate, respectively, method is checked by mechanisms of competition and help to minimize such costs. In the long run, that limit its opportunities. In case of a monopolistic implementation of the “lean manufacturing” system manufacturer or an abrupt increase in demand, and cost saving may compensate for expenses on the availability of a price limit results in customer’s ensuring quality. reconsideration of his innovative policy. He may end Having determined all processes within the up refusing this purchase, reducing its volumes, manufacturing cycle and their effects on quality, looking for similar products abroad, or purchasing we may effectively formulate the program for an obsolete product, which however does not make improvement product quality. Our first steps in him suffer losses. this process regardless of the kind of product Penalties meant to compensate losses of the we manufacture will be more active work with operator may lead to a sharp decrease in profits, suppliers and increased labor efficiency of the and even to losses from selling products which do design department and production department. not comply with quality standards. To avoid it, the As the rolling stock manufacturer is a customer manufacturer will have to impose strict quality control in his relation to suppliers of raw materials and measures, which reduces “external” expenses for components, he needs to implement the same model low quality, but increases “internal” expenses, and as described in this article, including obligatory finally results in increasing production costs. Both control of quality ratings by specimen test data, to variants of increasing expenses for low quality lead to introduce a required degree of incoming inspection, reduction of manufacturer’s profitability. Therefore, and to stipulate penalties for supply of faulty items when the operator wants to achieve a required in all of his procurement contracts. profitability level for his investment projects and From the very beginning, designers should work realizes a policy of receiving high-quality product on the design of new equipments, as well as when through setting correct requirements, including they modify it to improve its quality, and have requirements for life-cycle cost, introducing a quality perfect knowledge of its in-service environment control system, developing procurement contracts and operation system. At every stage of a which reflect the requirement for compensation product development, reliability ratings should be of losses resulting from poor quality of equipment evaluated, operation cost and life-cycle cost should supplied, it may reduce considerably the profitability be calculated. For this purpose, systems of product of production, if low-quality items are manufactured. maintenance and repair must be developed in the The attempt to preserve profitability of production scope required for the task, making provisions through simplifying technology, reducing the for the necessary equipment needed for control, number of check-out operations, saving on design diagnostics, adjustment and setup of the product, and technology departments, and using cheaper as well as for its repair. low-quality materials will inevitably result in It is possible that realization of such program deteriorating product quality and the corresponding provides an acceptable degree of product quality increase in expenses because of the low quality. and product cost, which is going to ensure Therefore, a situation emerges when it is competitiveness and acceptable profitability. wasteful to manufacture low-quality products, and Yet it is probable that the work in realization the manufacturer will find it expedient to invest in of a quality management system may detect a improving all quality characteristics of his product. process or processes that cannot be adjusted On the other hand, manufacturing a higher-quality at the necessary level. Then there is a need to product with lower life-cycle cost will promote its implement new technologies, i.e. the need for competitive advantage considerably, despite its the realization of an investment project. Usually, price being higher! realization of such project does not only allow The manufacturer, who succeeded in this field of improving product quality, but also reduces activity, need not to fear the opening of the Russian expenses and increases labor efficiency, thus market upon joining the WTO. improving profitability. Besides, there are usually So what should a manufacturer do to preserve his new and considerable opportunities for design profitability while he introduces the abovementioned improvements. As an example of realization of this principles in his relations with customers? approach, we may examine a company from the He should begin with implementation of real southeast of Germany, producing car trucks for and efficient quality and resource management traction of rolling stock.

118 railway equipment STANDARTIZATION

In 2001, a group of specialists from Russia 2. Implementation of the suggested system for studied the experience of implementing ISO 9000 administration of investment projects will allow quality standards in German companies specialized operators to achieve the planned profitability level in rolling stock manufacturing and repairing. The as a result of introducing the purchased rolling program included both modern enterprises with stock into operation. most advanced technologies, and enterprises with 3. For the manufacturer, implementation of the equipment and technologies similar to those used suggested system will ensure quick payback on in Russia. product quality improvement programs, stimulate In terms of technology, the plant producing car changing to product evaluation by life-cycle cost trucks did not differ much from Russian companies, ratings, allow increasing prices along with improving but it manufactured high-quality products supplied product quality and reducing operating costs, and to leading European companies. A distinctive will improve competitiveness considerably. feature of this plant was availability of a roller rig 4. It is necessary to put into practice service imitating dynamic effects of the superstructure and tests for rolling stock and soundness tests for presence of quality control gates after almost every components in order to achieve a balance between operation. It helped to solve two tasks at once. interests of the parties and make relations between In the first place, it prevented faulty product from customers and manufacturers more transparent being sent into operation, because detection of a and predictable, including when any claims arise. faulty car truck in operation will bring on immense penalties, resulting in loss of orders and customers. Reference: In the second place, such system allowed detecting faults right after they appeared, which minimized 1. Standard Evaluation Requirements UIRE “internal” expenses for low quality, because the 6-2009 Comparing trials. Procedure. cost of faulty product increases in many times as Standard Evaluation Requirements UIRE 7-2009 it goes down the processing chain from where the Recommendations for organizing work with fault appeared initially. suppliers. Choice of supplier, organizing incoming In recapitulation, we were informed that marketing inspection with observance of recommendations research was underway, and according to the results on forming requirements to evaluation of supplied of that study, if there were a good sales forecast, products for inclusion into the procurement contract. total reconstruction of production facilities would Standard Evaluation Requirements UIRE 11- begin; in case of an unfavorable sales forecast, 2009 Rules for certification of rolling stock for the plant would be closed. Stockholders were serviceability dissatisfied by low profitability, which resulted from huge expenses for quality control and elimination of 2. www.opzt.ru. detected faults. In realization of the system described above, the 3. Standard Evaluation Requirements UIRE 15.0- principle already provided in technical regulations 2011 Quality management system for enterprises- should also become the principle to determine and manufacturers of railway engineering equipment. regulate relations between the customer and the Basic provisions. manufacturer. Standard Evaluation Requirements UIRE 15.1- The manufacturer must develop and provide the 2011 Quality management system for enterprises- operator with manuals for operation, maintenance manufacturers of railway engineering equipment. and repair, the observance of which ensures Requirements. realization of quality ratings in everyday operation. Standard Evaluation Requirements UIRE 15.2- In compliance with these documents, the life- 2011 Quality management system for enterprises- cycle cost should be calculated. The next step to manufacturers of railway engineering equipment. take is testing which should confirm quality ratings Recommendations to ensure quality of the specified in the contract. Therefore, in further purchasing process. application of the product, claims of the operator for Standard Evaluation Requirements UIRE 15.3- penalties should only be accepted if requirements 2011 Quality management system for enterprises- for operation and repair documents are fulfilled, manufacturers of railway engineering equipment. and it affects the post-warranty period as well, if Recommendations to ensure quality at the stage of corresponding requirements have been stipulated production. in the procurement contract. Standard Evaluation Requirements UIRE 15.4- 2011 Quality management system for enterprises- Conclusions. manufacturers of railway engineering equipment. Recommendations to ensure quality at the stage of 1. Presently, the manufacturer lacks economic design and development. incentive to finance implementation of programs for Standard Evaluation Requirements UIRE 15.5- improving product quality, due to absence of any 2011 Quality management system for enterprises- real competition in a number of market sectors, and manufacturers of railway engineering equipment. absence of a system to compensate for operator’s Recommendations to ensure quality at the stage of costs incurred by a defective product. operation.

special issue september 2012 119 QUALITY PARAMETERS

IRIS STANDARD IS THE MOST IMPORTANT COMPONENT OF TRANSFORMATION OF RUSSIAN RAILWAY INDUSTRY

Sergey Gapeev The Head of the Technical Audit Center – structural subdivision of the Russian Railways JSC

Russian Railways JSC Board of Directors has set a ments of ISO 9001 standard and IRIS international strategic task to improve the quality of technical equip- standard, there takes place the meeting of 10 main ment that is used in the infrastructure of the Russian challenges. Railways JSC. 1) Forming of the efficient cooperative connections Within this instruction on the 17th of September for production manufacturing for the Russian Rail- 2009 the main directions of the Policy of the Russian ways JSC and reduction of operating costs. Railways JSC in the sphere of strategic management 2) Create the base of modern requirements to the of production quality, used by the Russian Railways quality of the production, using the latest achieve- JSC, were confirmed. ments of international practice. Nowadays the Policy is posted on the websites of 3) Forming and renovation of the data base of the the Russian Railways JSC and the UIRE and provides production manufacturers and its main components. the certification of business management systems 4) Production monitoring in exploitation and realiza- (BMS) of the railway engineering enterprises to com- tion of the correcting and preventive actions on the ply with the specifications of IRIS standard. found discrepancies to the standards of quality by the The policy encourages the achievement of the next manufacturers of the production. main goals in the sphere of strategic management of 5) Undertaking agreements with the manufacturers production quality utilized by the Russian Railways of the production about the terms of preparations to JSC: the implementation of the international railway indus- the upgrade of transport service by means of try standard IRIS and instruments of quality FMEA implementation of new rolling stock types and com- (failure mode and effect analysis), RAMS (reliability, plex engineering systems that are relevant to the best availability, maintainability and supportability) and world analogues; others in the enterprises. the raise of productive-economic efficiency of the 6) Adoption to the formation of the product price company on the basis of the acceleration of innova- considering the system life cycle cost and perfor- tive development and realization of the tasks of tech- mance measurements in maintenance. nological modernization and technical re-equipping of 7) Optimization of the system of subcontracted sup- the rail transport; plies and a development of the competition among the harmonization of machinery complex devel- the manufacturers of component items. opment strategy with long-term programs of the Rus- 8) Regular assessment and conformation with re- sian Railways JSC. quirements of the IRIS standard of engineering and Here with, orienting the producers of rolling stock manufacturing systems and quality management sys- and complex technical systems to meet the require- tems of production manufacturers.

120 railway equipment QUALITY PARAMETERS

9) Phased transition from the system of inspec- seminars devoted to the problems of implementation tion and acceptance control to the product quality of the standard in Russian enterprises. management on the basis of a regular and planned In addition, to increase the effectiveness of the col- technical audit of the second party and, as the result, laboration in February 2008 there was a reciprocal increase of the Quality Management System (QMS) Contract about strategic partnership, directed on the effectiveness of production manufacturers. dynamic development of both associations and inten- 10) Implementation of the flexible system of motiva- sification of their influence in European and Russian tion to improve the quality of the production. market of railway equipment, signed by UIRE and UNIFE. The president of the Russian Railways JSC Vladimir Also, on the 1st of June 2012 as a part of the VII Yakunin has settled the next terms of the Policy reali- International railway business-forum "Strategic part- zation: nership 1520", the Memorandum about mutual under- 2010-2011 – in association with manufacturers standing was signed. It is aimed at: unification of the there was made a preparation of plans of implemen- efforts of railway transport development, harmoniza- tation of the requirements of IRIS standard in the ma- tion of Russian and European legislation in the sphere chine-building enterprises campaigns; of technical regulation, organization of joint activity in 2012-2014 – switch to the requirements of IRIS the sphere of standardization and development the of standard and main instruments of quality; quality and business management systems. starting from 2015 – finishing forming the system Besides, the Licence agreement, that provides of strategic quality management of production and ac- granting UIRE exclusive rights for the translation and quisition, by the Russian Railways JSC, of the railroad distribution in Russian Federation and CIS countries equipment and components mainly from the enter- of the European IRIS standard of railway industry, prises, certified according to the requirements of IRIS. was signed. The authenticity of the translation of the The implementation of IRIS standard in Russia start- standard into is confirmed by the ed from signing the Memorandum about the collabo- experts of IRIS group. ration between UIRE, the Association of the European Rail Industry (UNIFE) and IRIS Management Center THE IMPLEMENTATION PROCESS OF in November 2007. The Memorandum was prolonged IRIS STANDARD AT RUSSIAN RAILWAY and complemented on the 31th of March 2011. INDUSTRY ENTERPRISES. The main aim of the Memorandum is to raise the competitiveness of Russian railway industry by means Nowadays the task to gain a new level of railway of absorption of the IRIS standards request. IRIS man- rolling stock quality on the basis of innovative, disrup- agement center together with UIRE provides training tive technologies is stated in front of Russian railway of specialists of Russian railway industry enterprises industry enterprises. The development and launching to learn the IRIS standards, to hold conferences and into manufacture of rolling stock with refined exploi-

Russian IRIS Advisory Board Railways

License agreement UIRE

Specialized body Organiza on and holding of Quality bureauTekhnotest joint events and conferences

Collaboration Memorandum Prepara on and cer Įca on TRAINING 2010 1 enterprise ‡ Consul ng organiza ons 2011 2 enterprises Cooperation ‡ Travelling seminars of UIRE 2012 10 enterprises chart ‡ UNIFE and IRIS experts 2013 20 enterprises

Railway industry,scienceorganiza ons

Fig. 1 The cooperation between the Russian Railways JSC, UIRE, UNIFE and IRIS

special issue september 2012 121 QUALITY PARAMETERS

tation characteristics is being made by the leading tion audit in Izhevsky Radiozavod JSC, which results Russian railway equipment producers. This approach gave the factory a right to get the IRIS compliance cer- will allow getting the high-effective rolling stock with tificate. In 2011 two more Russian enterprises were refined characteristics of energy consumption, eco- certified to get the IRIS compliance certificate: MTZ logical compatibility, interrepair exploitation and other TRANSMASH JSC and Bombardier Transportation indicators in the nearest future. On the other hand, (Signal) LLC (joint venture of Bombardier Transporta- the backup for production of completely new items tion and the Russian Railways JSC). of railway equipment, that had no analogues in the In 2012 the Russian Railways company made the world practice, is being made. Naturally, the solution assessment of readiness of Russian enterprises of of such ambitious targets is impossible without the railway industry for the certification of compliance to implementation of the most progressive international the standard requirements. At the present time efforts standards and, first of all, IRIS standard. UIRE and the to implement it are constantly made on more than Russian Railways JSC, being the members of IRIS 70 enterprises. There are 15 enterprises in the high consultative committee, actively participated in the readiness degree of certification in 2012. In 2013 20 supplement of the 2nd version of the standard. At the enterprises and in 2014 – 30 are planning to pass the present moment the second version of IRIS standard certification procedure, and also numerous sub-con- is translated and being distributed among the enter- tractors. The average level of enterprises’ readiness prises-manufacturers of the railway production. for the certification is 85% in 2012, 70% – in 2013 and The first Russian enterprise that received the certifi- 50% – in 2014. cate of compliance to the IRIS standard of the railway At the present time according to the estimates made industry in April 2010 was Izhevsky Radiozavod JSC. by the majority of experts, in the range of national iron About ¼ of the production, produced by the factory, and steel plants Vyksa Steel Works JSC (is a member is made for the railway transport. Particularly, these of United Metallurgical Company (OMK) is ready to are safety devices and communication tools for the implement new European standard in its production to Russian Railways JSC. During the implementation the fullest extent. Currently the enterprise has already on the enterprise 18 pilot functional projects aimed to sent an application to the certifying authority. raise the work effectiveness were established. More Other major machine manufacturing companies than 3,800 factory workers had a three directions of are also declaring about their readiness to imple- trainings: technology-engineering, manufacturing ment the new standard. Kamensk-Uralsky Metallurgi- and economic. In April 2010 the international agency cal Works JSC, Novokuznetsky carriage works JSC, Bureau Veritas Certification has provided a certifica- Novokuznetsk Car-Building Plant JSC (NKVZ), No- vocherkassk Electric Locomotive Plant LLC (NEVZ), Ludinovo diesel locomotive building plant JSC (LTZ), Tvema CJCS, Factoria LS LLC and others are plan- ning to get the certificate in 2012. UIRE under the auspices of the Russian Railways JSC and UNIFE accepted an important task to adapt the European standard IRIS for Russian enterprises

of railway industry. In 2009-2012 there were six train- ing seminars with the assistance of IRIS Management center experts given, 122 specialists trained, they re- ceived qualification of training specialists for a further cascade implementation of the IRIS standard require- ments in national enterprises. Executive directors of Russian railway industry en- terprises, who took part in the seminars, highly ap- praised the informativeness, competence and philo- sophical loading of the IRIS Center lecturers. During such seminars people are able not only to learn the requirements of the standard, but also to see the practical aspects of implementation and interpretation of the standard from the first hand. The instructions

Fig. 2. IRIS certificates

122 railway equipment QUALITY PARAMETERS about the IRIS standard requirements are contin- order to assist the railway industry enterprises in the ued to be given in the enterprises using the cascade sphere of effectiveness improvement of quality and method, about 14,000 workers have already been in- business management system functioning, to provide structed and the instructions continue being lectured. the constant quality improvement of the production Except trainings with experts of IRIS group in 2010- produced. 2012 a range of events was organized, aimed to pre- To accomplish the goals set by the General meeting pare national enterprises to the implementation of of the Partnership Tekhnotest quality bureau: IRIS standard: these are international conferences, implements the policy of UIRE in the sphere of practical seminars in Russian and leading internation- quality assurance of the supplied production by hold- al railway industry enterprises, constant discussions ing the complex of system activities on strategic in- of difficulties of implementation in the quality commit- teraction of enterprises and organizations of railroad tees of UIRE. industry that realize the production and capital repairs One of the last seminars "The practical usage of of the rolling stock, its components, technical devices the IRIS standard was given on the 16-21th of April and components of railway infrastructure; 2012 in France in the Alstom transport enterprise in organizes and conducts audits of QMS (Quality La Roshel with the participation of the managers and Management System) enterprises that are oriented specialists of the railway engineering enterprises, cer- on perfection of methods of production quality man- tification bodies and consulting organizations. The agement, increase of compliance to technical require- seminar was organized by UIRE Tekhnotest quality ments, implementation of progressive instruments of bureau under the auspices of the Russian Railways quality assurance; JSC and Transmashholding CJSC companies. coordinates the conduction of long-term quality agreements between the Russian Railways JSC and METHODOLOGICAL SUPPORT AND enterprises, with determination of main indexes and CERTIFICATION agreed objectives; takes part in the process of standards and tech- At the current moment the estimation of the corre- nical conditions harmonization of the enterprises with spondence in IRIS system is provided by 14 interna- UIRE standards; tional certifying bodies approved by IRIS group, includ- implements measures of systematization of en- ing one Russian state authority – Russian Register. terprises’ work with suppliers, conduction of sample IRIS makes the equally high certification demands of quality inspections of the production supplied by the the existence of internationally-recognized accredita- subsuppliers, that are the components of complicated tion, qualified auditors, the experience of certification systems of special importance; of the railway industry enterprises, the professional develops methods of assessment of enterprises’ responsibility to all of the approved bodies. achievements in the quality sphere using indexes de- UIRE provides methodological help to implement termined in UIRE; the standard, the organization standard of UIRE provides methodological assistance to the enter- "Methodological recommendations about the IRIS prises that hold activities of quality management sys- standard implementation in the railway industry enter- tems certification of correspondence to the interna- prises", the assistance in registration in the Portal and tional standards requirements and UIRE standards; acquisition of Audit Tool methodology is provided, the conducts the procedures of production accept- procedure of approval of consulting organizations that ance and production supervisory control at the re- help to implement systems of business management quest of interested organizations; in the enterprises is formulated. At the present mo- organizes and conducts training and preparation ment 5 consulting organization are already approved: concerning advanced methods of quality manage- Center Priority CJSC, FINEX Quality CJSC, IRICONS ment system organization and requirements of inter- LLC, Ural interregional certification center, Kuzbass national standards in this sphere for managers and SSC LLC. specialists of transport engineering enterprises. On the General meeting of UIRE members Tekh- The work conducted by the Teknotest quality bu- notest quality bureau LLC was entrusted a function of reau encourages the active development of national branch coordinator of IRIS standard implementation machine manufacturing, the improvement of quality in Russia. Tekhnotest quality bureau was created in and reliability of the manufactured production. At that a wide implementation of IRIS standard requirements all over the machinery complex will allow national en- terprises to become the owners of the most modern management system based on the requirement of constant improvement. This approach fully conforms the objects of modern stage of economic development and will provide a long-term motivation for innovative development of machine manufacturing complex for the enterprises.

special issue september 2012 123 QUALITY PARAMETERS

INFLUENCE OF RELIABILITY AND UTILIZATION INDEXES VALUES ON LOCOMOTIVES TECHNICAL READINESS

Yuri Babkov Dr., First Deputy Director General of VNIKTI JSC Valery Perminov Dr., Head of department of VNIKTI JSC Elena Belova Engineer of VNIKTI JSC

In general the analytic formula for locomotives technical readiness coefficients was obtained. It indicates the relation of this coefficient to the reliability and the utilization indexes, as well as to the planned maintenance system parameters. On the basis of the calculations results the conditions of required readiness and reliability indexes values performance for freight locomotives were established. The physically and statically adequate regression three-index model of additive type for technical readiness coefficients was deduced.

The system approach to the locomotives readiness The MUDT expression,can be used to modify (2) to assessment is based on theirs conditions types relation MDT MDT Â PM CM hold – the Up State and the Down State. At that the t = 1 – – (3) MUDT MUDT locomotive readiness is understood to be its ability to

perform required function at required conditions and For the further analysis (3) let's agree to that Ât is given instant or during the specified time interval at its determined by the sampling of N locomotives for the provision with external resources [1]. certain time period of their operation, which consists The «Up State» characteristic is the locomotives of M months. With provision for these designations MUT (Mean Up State) for the considered time period, the locomotives time budget can be conceived of as the «Down State» characteristic is the locomotives

MDT (Mean Down State) for the same time period. MUDT = MUDT1×N×M (4) The locomotives can be in the MDT in conjunction

with the planned (preventive) maintenance MDTPM where MUDT1 – is the monthly time budget for the (Preventive Maintenance) or in conjunction with one locomotive.

the unplanned (corrective) maintenance MDTCM The value of the one locomotive MDT due to MDTPM (Corrective Maintenance), as well as due to the depends on the interrepair time values and planned

logistic and administrative delays MDTLAD (Logistic maintenance delay time values. and Administrative Delay). Let's also agree to that for the certain calendar time In accordance with the type of locomotives state, period of operation for the N locomotives sample

characterized with MUT, relation to the state, there are two types of MDTPM – maintenance (MT) characterized with the one or another MDT, three and routine repairs (RR). In this case the locomotives

categories of their readiness are recognized - intrinsic MDT due to the MDTPM can be conceived of as (i), technical (t), operational (o), which are estimated by the values of relative readiness indexes according L ×N×M L ×N×M L ×N×M M M × M × to the formula MDTPM = ( Δ – Δ ) TMT + Δ TRR (5) LMT LRR LRR

MUT where LM – is the locomotive monthly average А = i,t,o MUT + MDT (1) running; ¨LMT , ¨LRR – interrepair running for MT and RR, The locomotives technical readiness is characterized correspondingly;

with the technical readiness index value, which is TMT, TRR – is the locomotive delay time for MT and calculated according to the formula RR, correspondingly.

The value of locomotives MDT due to the MDTCM MUT depends on the average failure rate ʘ, which are  = t MUT + MDT + MDT (2) result in unplanned locomotives repairs and on the PM CM locomotives delay time for these repairs. By this

where MUT+MDTPM+MDTCM=MUDT – locomotives means the locomotives MDT due to the MDTCM can time budget for the considered calendar time period of be conceived of as their operation (reference designation).

124 railway equipment QUALITY PARAMETERS

values, as well as for L =15,000 km However, the MDT = L × N × M × ω × T M CM M UR (6) discrepancy of the mentioned Ât values do not exceed 0.3%. At LM=20,000 km. the Ât estimated values fully where TUR – is the locomotive delay time for coincide. unplanned repair. Prior to the total data analysis which are represented By substituting (4), (5), (6) in (3) and taking into in the Fig. 1, 2, we should mention that the values of -1 account that ʘ = 'L UR ('LUR), and having fulfilled freight locomotives technical readiness and reliability corresponding transformations we obtained coefficients values required by the Russian Railways JSC are as follows:  =0.95 (at least), ʘ=11 1/106 km ɦήή οɦήή ɦήή t ሺ െ ሻή൅ ή ο ο ο ɦήήήȦή (at most) [2]. We should also mention that the adopted ෡– ൌͳെ െ ൌͳെ  ͳήή  ͳήή locomotive delay time for unplanned repair TUR=120  ήήή  ήήή  ήήή ɦ  ൅ ɦ  െ ɦ  െ (7) hours corresponds to the maximum time, which is οή ͳήή οή ͳήή οή ͳήή allotted for the defect elimination by the Manufacturer  ήήή      ɦ  ൌͳെ ɦ ήሺ  െ  ൅  ൅  ሻ during the locomotives warranty maintenance in the ο ή ήή  ο ο ο ο  ͳ ͳ     Moscow, Gorky, North-Caucasus and South-Eastern

railways, TUR=240 hours – the same for the locomotives, The important conclusion follows (7) from the which operate in the Oktyabrsk, Northern, Sverdlovsk, analysis – the locomotives readiness coefficient value, Kuybyshevsk, Volga and South Urals railways. We in general, does not depend on the locomotives sample also underline that the following calculations results number but it depends on planned maintenance are fair only for the above mentioned locomotive PMS system (PMS) parameters. Its dependence on planned parameters values. maintenance and repairs coefficients, delay time for The following arises from the data of the Fig. 1: the unplanned repairs is compelling by convention, as for the simultaneous approaching the At=0,95 6 exemplified by the assumption formula (2). and ʘ=11 1/10 km in the LM from 10 to 20 ths. km On the assumption of the previously denoted range the TUR stipulates the limit value; and by applying in (7) the conditional constant with locomotive utilization intensity increase, coefficients Ci, we obtain the following general which is characterized by the LM, the required values expression for Ât for PMS as a function of reliability of At and ʘ are provided by the smaller values of TUR -1 factor ʘ (ʘ = 'L UR) and utilization factor LM (point 1 on the Fig.1 a, b, c); the approach of the At required value is possible Â × ω × × 6 t = 1 – (C1 + TUR ) C2 LM, (8) at the values of ʘ>11 1/10 km. with the constraint on

the TUR value (point 2 in the Fig.1 а, b, c); The following calculation results At are represented the approach of the At required value is possible for the locomotive, included in the PMS with the repair at any locomotive utilization intensity and at any value cycle, which consists of the RRs with the 50,000 km of the ʘ, but with the constraint on the TUR value (point frequency. At that the locomotive delay time for RR 3 in the Fig.1 а, b, c); with order numbers 1, 2, 3, 5, 6 and 7 is accepted at locomotive intensive utilization (LM>15 ths. to be equal to the standard value of mainline diesel km.) the ʘ required value approach is more possible. locomotives delay time for RR-1 by Russian Railways At that, however, it is possible that the locomotive will JSC direction, dated 17.01.2005 №3r, with number 4 be uncomfortable with the At required value, although for RR-2, and with number 8 – for RR-3, according the TUR value at that can be less than the maximum to this direction. Two variants of Ât calculations were value of the time, allotted for the defect elimination provided: the first one was for locomotive running for by the Manufacturer in accordance with the Supply 200,000 km; the second one was for calendar period agreement for the locomotives (point 4 in the Fig. of 2 years. For both variants calculated at TUR=24, 1 b, c). At the direct adoption in At calculation of the 48, 72, 96, 120, 240 hours, the following values of ʘ TUR (10 and more days) maximum admissible value, 6 and LM were used: ʘ=11, 22, 33 1/10 km; LM=10, 15, it can be predicated with a high probability that the 20 ths. km. The results of Ât calculation for minimum logistic-administrative item will be accounted for in the and maximum coefficient values combination are locomotive technical readiness assessment. Let's also represented in the Table 1, the complete results are mention that the time consumptions for such delays represented in the Figure 1, 2. should always be excluded from the TUR; The data of the Table 1 show that at LM=10,000 km at light utilization of the locomotive (LM<15 ths. km) the value of Ât, calculated for the 2 years period slightly the At required value can be approached in the bigger differs from this factor value, calculated for the 200 range of ʘ at lower «response» of Ât for TUR value. ths. km running. The similar situation is observed at the same LM value and at different ʘ and TUR adopted

Table 1. The estimated values of locomotive technical readiness coefficient at limiting values of , L and T Ât ʘ M UR

Value of Ât 6 ʘ, 1/10 km LM , ths. km TUR, hour for the for the 200 ths. km running 2 years period 11 10 24 0.982 0.985 33 20 240 0.752 0.752

special issue september 2012 125 QUALITY PARAMETERS

Ât 1.00 T UR 24 2 0.95 72 1 3 120 0.90

240 0.85

0.80

L = 10,000 km; T = 24-240 h 0.75 M UR

0.70 5.5 11 16.5 22 27.5 33 38.5 a) ω, 1/106 km

Ât 1.00 TUR 24 0.95 2 48 1 3 60 4 0.90 120

0.85

0.80 240

L = 15,000 km; T = 24-240 h 0.75 M UR

0.70 5.5 11 16.5 22 27.5 33 38.5 b) ω, 1/106 km

Ât 1.00 TUR

0.95 2 24 1 3 36 4 72 0.90

0.85

0.80

L = 20,000 km; T = 24-240 h 0.75 M UR 240

0.70 5.5 11 16.5 22 27.5 33 38.5 c) ω, 1/106 km

Fig. 1 The behaviour fields of the locomotive technical readiness coefficient At for the average failure rate ʘ at the different average monthly running LM and the delay time for the unplanned repair TUR

126 railway equipment QUALITY PARAMETERS

Ât 1.00 TUR 24 0.95 72

0.90 240

0.85

0.80

ω= 11 1/106 km; T = 24-240 h 0.75 UR

0.70 510152025 a) LM, ths.km

Ât 1.00 TUR

0.95 24

0.90 120

0.85 240 0.80

ω= 22 1/106 km; T = 24-240 h 0.75 UR

0.70 510152025 b) LM, ths.km

Ât 1.00 TUR

0.95 24

0.90 120

0.85 240 0.80

ω= 22 1/106 km; T = 24-240 h 0.75 UR

0.70 510152025 c) LM, ths.km Fig. 2 The behaviour fields of the locomotive technical readiness coefficient for the average monthly running L at different At M average failure rate values Ȧ and delay time at unplanned repair TUR

special issue september 2012 127 QUALITY PARAMETERS

The behaviour of the At estimated values as a are the continuation of the previously started work function of LM at the different ʘ and TUR values are in this direction [5]. The represented results also represented in the Fig. 2. Essentially this behaviour prove the reliability and readiness prioritization in follows from the data of the Fig. 1 and requires little the general assessment of the locomotives reliability comments. requirements conformation. The locomotives

On the obtained by calculations massive of the At conformation with the specified reliability requirement values (successful attribute) at different combinations is the necessary condition, and the conformation with

of the adopted values of ʘ, LM, TUR (component the specified readiness requirement is the sufficient attributes) the 14 regression models for At were condition for total assessment of the locomotive constructed, they are represented in general in the reliability requirements conformation. [3]. The one from this functions set is specified below – it is of linear (additive) type, consists of additive Bibliography: factors, each of them has an individual effect on the resulting attribute. 1. EN 50126:1999. Railway Applications. The specification and demonstration of Reliability, Â = 1,0658 – 0,0015 × ω – 0,0036× L – 0,0005 × T , t M UR (9) Availability, Maintainability and Safety (RAMS) on (η=0,94; ε=0,78%) railways. European standard (English version). 2. D.L. Kirzhner, Y.V. Babkov, V.A. Perminov. The where the ɻ - is the correlation ratio, ɸ - the ratio requirements for the locomo-tives reliability factors error. and methodological basis of their operation based The formula (9) is fair for the factor values range: assessment // Railway Equipment – 2008 - №4 – 6 Ȧ=11–33 1/10 km, LM=10–20 ths. km, TUR=24–120 p.46-50. hours. The most precise results of the At calculation 3. The computerization of empiric data statical in the (9) are achieved at TUR=48-96 hours. The processing for the questions of locomo-tives physical adequacy of the model is evident, the static reliability and performance assessment. Technical adequacy is proved by the high value of the η and quote. №18-2007-08. Work supervisor E.E. Belova. the low value of the ɸ. Let's also mention that the VNIKTI JSC, 2007, 86 p. intercept term in the formula (9), which reflects the 4. I.P. Suslov. The main theory of statistics. Tutorial. influence of uncounted in the model factors in a 2nd edition, revised and enlarged. М.: Statistics – way, is not interpreted meaningfully in regression 1978 – 392p. equations [4]. 5. V.A. Perminov. The relation of certain reliability Generally the represented results correlate on the factors of the road diesel locomotives // VNIKTI JSC influence of their reliability and utilization indexes works. . 2004, Is. 83. p. 141-148. values on the locomotives technical readiness and

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