It's time to draw conclusions. Based on the materials of the online school

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It's time to draw conclusions. Based on the materials of the online school

Recently, a network school was held at the depot of the Kuibyshev Road Depot, where the results of the locomotive industry for 2005 and five months of this year were summed up, and measures to ensure train safety were identified. The network school was attended by heads of services and departments of the locomotive industry of roads, representatives of industry science, and leading specialists.

N.M. PROTASOV, Deputy Minister of Transport of the Republic of Bashkortostan, and A.K. TEPYSHEV— Head of the Kuibyshev Road, greeted the participants.

The meeting participants shared their experience in servicing locomotives, safety systems and devices, decoding speed tapes, and working with documentation in electronic form. The main report to the audience was delivered by the Deputy Head of the Department of Locomotive Engineering (CT) of JSC Russian Railways, M.N. KROKHIN.

Next, M.N. Krokhin focused on the formation of locomotive crews. There are still enough problems here. The depots of Kolerye, Vologda, Ulan-Ude, Tikhoretskaya, etc. are poorly working in this direction. Violations of the control of car brakes on passenger trains are of concern. Cases of the formation of sliders and swamps on the wheels of wagons have become more frequent, leading to long delays.

So, on January 14, 2006, a passenger train was delayed on the Oktyabrskaya road due to the formation of sliders. The reason is the wrong actions of the driver, who allowed the wheelsets of the CS2T electric locomotive to box from 97 to 153 km/h. The actual speed exceeded the permissible limit set in the CLUB-U program. As a result of incorrect and non-operational actions of the driver, the EPK-150 was disrupted due to the activation of the safety device.

The specialists of the Russian Railways Central Control Center, who checked the Moscow-Oktyabrskaya depot, came to the conclusion: the management of this enterprise completely missed the work on preparing locomotives for passenger trains. Their acceptance by the command and instructor staff is conducted formally. Repair personnel and locomotive crews do not check the sand equipment. At some TPS, the anti-boxing protection system does not work.

After some time, repeated violations were revealed there. The management of the locomotive department was forced to establish a month of train safety on the Oktyabrskaya road with round-the-clock TPS acceptance after TO-2 for passenger trains.

The Central Committee of Russian Railways is constantly targeting the heads of roads, departments and enterprises to strengthen labor discipline. However, the preventive work carried out among locomotive crews is clearly insufficient. The poor quality of the selection of candidates for the position of assistant machinist, the inability of train drivers to identify potential violators, the lack of a firm position among managers on the mandatory dismissal of persons who appeared drunk at work - all this and much more led to the fact that in 2005 168 members of locomotive crews, 110 of them assistant drivers, were suspended during pre—flight medical examinations due to signs of alcohol intoxication.

According to the speaker, a lot of things in ensuring train safety and strengthening discipline depend on train drivers, who spend most of their time in contact with locomotive crews. Therefore, the deputy heads of depots must properly organize and control their work. Unfortunately, inspections reveal a lot of deviations from the requirements that are defined in the Regulations on the train driver.

The selection of locomotive crews based on the "human factor" is also important in ensuring traffic safety. And here, train drivers, together with depot psychologists, should play a special role, while ensuring work in the following areas::

the study of the individual psychological characteristics of machinists, their state of health, efficiency, and professionally important qualities;

formation of locomotive crews using data from psychologists (psychophysiologists) on their compatibility;
monitoring of compliance by locomotive crews with the work and rest regime, study of family relations, knowledge of bad habits;

training of machinists and assistants in ways to distribute attention in difficult situations, prevent the effects of monotony, work in stressful situations, in conditions of interference, passing contradictory commands;

knowledge of the features of the currently implemented automated system of pre-trip medical examinations (AFS) based on hardware and software complexes (KAPD-01-CT).

In fact, nowadays an instructor driver must be not only a professional in his field, but also a practical psychologist and teacher.

In the near future, said M.N. Krokhin, it is necessary to solve a whole range of tasks. First of all, ensure careful selection and thorough training of candidates for work as machinists. To improve the quality of prevention of traffic safety violations, which includes briefings, technical training, monitoring compliance with the rules of negotiations, and train driving on high-speed tapes. By no means

to lose control of individual work with monthly participation in meetings of heads of departments of departments and services of locomotive facilities of roads.

It is necessary to organize high-quality training of crews and, above all, for driving passenger trains using modern technical training tools: simulators, PC-based programs, operating schemes. Today, a reserve is needed to fill the positions of train drivers and deputy heads of depot operations. Prior to their appointment, internships should be conducted where train safety is consistently ensured.

Machinists with less than one year of work experience deserve special attention. They need to be helped in acquiring the skills of rational attention distribution when driving a train on different sections of the route. In order to improve the quality of training of young machinists during their internship, it is required on each road to have a standard subject of theoretical training in depot conditions without interrupting the main job.

Then the deputy head of the Kuibyshev Railway Locomotive Service, V.I. Brovarets, took the floor. In his opinion, the negative trend of deterioration of the technical condition of the TPS remains. The main reasons are well known: physical aging and the lack of replacement of exhausted locomotives, the lack of satisfaction of the fleet's need for major repairs, the availability of TPS with overruns, the substitution of heavy types of repairs (CR) with lighter ones (CP, TR-3). Because of this, the equipment included in the CD volume is not restored in a timely manner.

As a result of locomotive failures, the number of defective work on the Kuibyshev railway is 61.5% of their total number. The main reasons are malfunction of electrical equipment and traction motors. The number of failures of technical means remains high. 228 train stops in 2005 were caused by locomotive workers. There was an interesting statistic: 37 trains stood on the tracks and stations for more than one hour, and this indicates the low quality of TPS repairs. In the first 5 months of this year, the increase in overtime hours of machinists and assistants, if we take the same period in 2005, amounted to more than 40%. One of the main reasons is the failure to comply with mileage standards and turnover of locomotive crews.

V.I. Brovarets named a figure that literally shocked the audience. In the period from 2000 to 2005 alone, 16 depot managers, 18 chief engineers and 29 deputies were replaced on the road! And here's what's interesting: if 50% of them have been promoted, then the same number have been demoted.

Currently, 83% of the safety and radio devices used on Kuibyshev Railway locomotives are obsolete, and 54% of radio stations have reached their end of life. The variety of safety devices complicates the repair system and increases the cost of their maintenance. To solve this problem, it is necessary to replace old security systems with newer and more advanced ones, or switch to a single device.

The speaker highly appreciated one of the latest areas of technical re-equipment of the locomotive fleet with USAVP car guidance systems developed by the Industry Implementation Center, which with amazing accuracy fulfill the timetable on each trip, increase safety, ensure optimal power consumption and facilitate the work of the driver. Currently, these systems are implemented on more than one hundred CS2 electric locomotives and 70 VL10 electric locomotives.

What is needed to ensure train safety today? First of all, as V.I. Brovarets said, it is necessary to retrofit the classrooms of all depots with diagrams, posters, technical documentation, computers with training programs and simulators. We also need a simulator for training locomotive crews to operate the VL10UK electric locomotive.

This year, it is planned to complete the training of freight traffic crews for driving trains with locomotives equipped with the USAVP system. The issue of creating speed-measuring tape decoding centers on the road has long been overdue, promptly subordinating them to the service of the locomotive industry.

N.N. Shvetsov, Deputy Head of the Central Heating Department of Russian Railways, devoted his speech to the problems of breaks in automatic coupling devices. In 2005 alone, their number increased by 23%. About 35 train breaks are allowed on the road network every year. There are cases of breaks in the ridge beams of wagons, but the advantage remains with the couplers. There are many reasons. During the analysis, measures are determined for almost every case. And from the fact that the number of cliffs as a whole does not change from year to year, we can conclude that effective measures to study and prevent this phenomenon have not yet been developed.

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Эта тема была перенесена из раздела Комната совещаний.

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