No power, no money
Let's talk about the problems of middle-level commanders
Speaking about the role of managers in ensuring traffic safety, it must be said about the crucial importance of middle-level commanders in this process. And when it comes to the quality of locomotive repairs, this role is primarily assigned to the craftsmen. Using the example of our depot, I want to share their work experience.
Chelyabinsk depot is the largest enterprise of the South Ural Railway. According to the point qualification, there are four Class I depots. It serves four directions of passenger and cargo traffic, provides shunting work at the hub and adjacent stations. Apart from depot repairs, about 200 passenger and freight locomotives are put into operation daily on the Trans-Siberian Railway and other service areas.
We were the winners in the industry competition based on the results of our work in 2001 and the first quarter of 2002. This is a high assessment of the work of the entire team, including the middle-level commanders.
The depot employs 10 senior foremen, 65 foremen, 29 train drivers and 217 engineering and technical workers. These are mainly specialists with higher education, work experience, and high qualifications.
I often recall the words spoken by the late Boris Timofeevich Taranenko, an honorary railroad worker and deputy head of the depot: "There are no bad performers, there are bad managers." After 26 years of work, I am convinced that no matter what programs are given, the keys to their implementation are with the master, the train driver, the ordinary engineer. And the slogan "Cadres decide everything" applies most to these specialists.
I can say that our depot has established a system of training and becoming foremen, senior foremen, and train drivers. We do not receive ready-made specialists, but having selected candidates directly at the institute or college, we do not lose contact with them, we guide them until the end of their studies. They are interning with us, getting their initial production skills.
After graduation, based on the results of the professional selection, we determine one or another direction in their development: whether it will be a technical employee or a supervisor. At the same time, the depot management solves its social problems. The effectiveness of such work is evidenced by the fact that over the past two years alone, 37 specialists have been transferred from the depot to the office of the department and management of the road to higher positions.
However, there was no crisis after their departure — the positions are staffed and the company is operating normally, as there are reserves grown locally. So, today 235 people are studying, 35 of them are craftsmen, train drivers and engineers. We have someone to choose from.
I must say that the Council of Masters provides great assistance in the formation of young specialists and solving the internal problems of middle-level commanders. We have had it for more than 10 years and it does not exist formally. In my opinion, the Council's decisions and its assessment of colleagues are the most effective and efficient. The depot management necessarily takes into account the opinion of its members. No master will raise his class without the approval of the Council of Masters, respectively, his qualification level. Appointment, release from work, and even protection from unfair attacks (and this happens) are only a small fraction of the work.
A major role in the formation of mid-level specialists is assigned to the technical training of both them and locksmiths. The depot has a good base, there are training classes and training grounds, simulators. The Depot standard for training has been developed, as well as a system for periodic knowledge monitoring and taking credits for computer programs. We make technical videos on our own, produce educational posters, and operating diagrams.
We could go on, but I would also like to express my view on the problems we face. With a satisfactory level of work organization, we feel like "self-taught artisans" in many matters. It is necessary to teach students at the university the psychology of communication and command decision-making. Today, our educational institutions train techies. But every master must become a teacher. Who is teaching him this? After all, teaching others is a whole science.
In addition, it is necessary to centrally supply locomotive depots with a set of training manuals, computer training programs, and technical videos. And to be honest, today we use long-worn technical posters. There is absolutely no popular literature on safety devices, training manuals for repairmen. But the first requirement for a specialist is his competence, technical literacy. Why, for example, in the 60s there were comments on the PTE, but now there are none? We need popular technical literature that is accessible to a locksmith, foreman, or foreman.
The reform of railway transport is gaining momentum. In both formal and informal settings, do we discuss what awaits us? What awaits the company? And how will this affect the technical condition of the locomotives? When will we get new ones? And what will our families get from this?
Runs have increased, repair times have increased, and an intensification program is underway. But the technical condition of the locomotive fleet is deteriorating, as the locomotive rehabilitation program, the level of education of repairmen and locomotive crews do not correspond to the level of operation that has been determined for today.
How does the master control the quality of repairs today? With a lantern and a hammer, attributes of the locomotive times. I consider it necessary for our transport scientists to take a decisive step in the development and implementation of diagnostic devices. The devices "Doctor" and "Forecast" produced by Omsk TSVNTIT "Transport" are far from today's requirements and are famous, except for the price (414 thousand rubles). Why don't CT, PKB CT, MGUPSu, together with Omsk colleagues, take over the development of diagnostic devices and test them accompanied by specialists in one of the base depots — I suggest Chelyabinsk. And what will be selected and refined will be put into production.
It is necessary to take increased care, first of all, of the locomotives, which act as a filter when delivering locomotives to the line. I will not say that we are abandoned — a lot of money is invested, but outdated or imperfect equipment often arrives.
23.11.2022, 21:15
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