Belarusian Road buys Russian diesel locomotives. Transport complex of the Republic of Belarus

In wartime, the service manages train and cargo work, takes the necessary measures to regulate the movement of trains in the event of destruction (infection beyond the permissible limits) of individual objects railway.

On the issues of military transportation, the head of the transportation service and his staff interact with the head of the military communications department on the Belarusian Railway (Z) and his deputy - head of the 1st department. In everyday practical activities, the interaction between the transportation service and the military communications management apparatus on the Belarusian Railway is carried out on issues of ensuring plans for loading, unloading and moving military echelons and transports, maintaining the secrecy of military transportation, and preparing the traffic economy for work in wartime.

Locomotive Service (T) provides a transportation plan with technically serviceable locomotives, develops and implements measures to improve the use and repair of locomotives, organizes the supply of locomotive depots with fuel and spare parts for repairs, organizes the training of drivers and workers - specialists in the repair of locomotives. In addition, the service controls the provision of trains with dangerous goods with fire extinguishing equipment, the allocation of coordinated locomotive brigades and drivers to service special military trains, and the repair of locomotives of the Ministry of Defense.

The service is also entrusted with the task of preparing and maintaining the locomotive economy in a condition that ensures the stable operation of the road in wartime in accordance with the military schedule.

Carriage Service (IN) ensures the implementation of the transportation plan with technically sound wagons, develops and implements comprehensive mechanization and advanced technology depot repair wagons, ensures the supply of wagon depots with spare parts for repairs.

The service is also entrusted with the task of preparing and maintaining the carriage economy in a condition that ensures the stable operation of the road in wartime in accordance with the military schedule.

General technical service– develops measures to prepare the railway for sustainable operation in wartime

Railways are geographically divided into railway departments.

Railway department- the main transport company that organizes and carries out the transportation process within the boundaries established for it, ensures the implementation of the plan and tasks for transportation, manages the production and economic activities of subordinate services, linear enterprises and organizations.

The head of the department is headed by the head of the department, appointed by the Head of the Belarusian Railway. Under the head of the department, as an advisory body, there is a technical and economic council. The railway department consists of separate branch departments and linear enterprises (Figure 2), which report to the head of the department and the relevant branch services of the road. The main departments with which interaction is carried out on issues of military transportation are the department of transportation, the department of cargo and commercial work, and the general technical department.

Operational management of the movement of trains is carried out by the dispatching apparatus of the transportation department. It is headed by a senior branch manager (DNCS), 2-3 his deputies. They manage the work of the dispatching apparatus, provide daily and shift operational planning for the operational work of the road department, and also draw up shift tasks and current plans for dispatching sections and nodes.

Train dispatcher (DNC) supervises the work of a certain section of the road department - the dispatch circle (120-200 km). He is responsible for the implementation of the traffic schedule and tasks of the shift plan on the site. During his duty, he single-handedly manages the movement of trains, all employees involved in train work within the site are operationally subordinate to him: stations, depots, PTO, SHCh, FC, locomotive and train crews.

Nodal Manager (DNCU) operationally supervises the work of a major railway junction. It ensures the fulfillment of the schedule of transfer and transit trains in the junction, controls their preparation for departure according to the daily (shift) plan, transports local cargo and empty cars, organizes the loading of departure routes and the delivery of agreed groups of cars to form stepped routes, the departure of empty cars from the junction on regulated assignments.

Carriage Fleet Regulation Manager (DNCV) supervises work with local cargo, organizes unloading, ensures loading, primarily of dispatch and staggered routes, empty wagons, fulfillment of adjustment tasks for the delivery of empty wagons and the correct use of the wagon fleet.

Dispatch shifts are led by shift attendants on department (DNCO). The shifts include train, district, hub, locomotive and energy dispatchers. The officer on duty in the department manages the work of the shift, is engaged in current work planning, plans and controls local work and the work of train-forming stations, the use of locomotives, organizes the timely supply of trains to the stations for processing car flows, achieves the elimination of train and locomotive downtime, compliance with the norms of continuous work and rest of locomotives brigades.

3. LINEAR RAILWAY TRANSPORT ENTERPRISES AND THEIR MAIN TASKS.

The linear enterprises of railway transport associated with the movement of trains include:

train stations,

locomotive and wagon depots,

passenger wagon sections,

track distances, signaling and communications, electricity, water supply and sewerage, etc.

They are designed to ensure the movement of trains strictly on schedule, to accurately carry out the technological process of work.

railway station called a separate point with track development and devices that allow you to receive and send trains, cross and overtake them, as well as receive and issue goods, serve passengers, and, with developed track devices, disband and form trains and perform technical operations with them.

In system railway transport Stations are the main production and economic units at which direct communication between the railways and the clientele is carried out. The stations perform the initial and final operations of the transportation process and big job to ensure the movement of trains.

According to the nature of the work, the stations are divided into:

• intermediate;
• precinct;
• sorting;
• passenger;
• cargo.

There are more than 8,000 intermediate, about 50 passenger, 930 freight, 650 precinct and 220 marshalling yards on the roads of the CIS countries. Stations to which at least three trunk lines adjoin are called nodal. Depending on the volume and complexity of the work and the availability of certain technical devices, stations are divided into classes. Stations with a large volume of work and a high level of technical equipment are out-of-class, followed by stations of I, II, III, IV and V classes.

There are about 900 out-of-class and class I stations, about 2800 classes II and III, over 7000 classes IV and V.

locomotive depots (PM) are the main production units of the locomotive economy and provide transportation work with traction means and the maintenance of these means in accordance with technical requirements. They are built at certain precinct, sorting and passenger stations, selected on the basis of a technical and economic comparison of various options. Depots that have an assigned fleet of locomotives for servicing freight or passenger trains, locomotive buildings, workshops and other technical facilities for routine repairs, maintenance and equipment are called main depots.

According to the type of traction, diesel locomotive, electric locomotive, motor-carriage, diesel, locomotive and mixed depots are distinguished. In large railway junctions with specialized stations - passenger and marshalling - separate locomotive depots for freight and passenger locomotives are provided.

Wagon depots (ICP) designed for current and depot repairs of passenger and freight cars, repair and assembly of components and parts of car equipment, maintenance of cars in operation.

Car depots are divided into freight, passenger and refrigerator depots. With a small amount of repair, they can be mixed (for passenger and freight cars).

Power supply distances (ES) - serve 150-250 km of lines with direct current or 200-300 km with alternating current. They are in charge of traction substations, contact network, workshops, storage facilities. Traction substations are divided into substations with manual control, substations with automatic control and centralized telecontrol.

Signaling and communication distance (SHH) - the main production units for the maintenance of signaling and communication devices, they are divided into sections, and the latter, into neighborhoods. The production and technical staff of the distance ensures the maintenance of signaling and communication devices in good condition.

Travel distances (IF) - linear enterprises of track facilities. They are subdivided into sections, districts, headed by road foremen, and the districts are divided into working sections. Depending on local conditions, the length of the route is 150 - 300 km. Track distances carry out the current maintenance and repair of the track. Major track repairs and other capital works are carried out by track machine stations (PMS), and in some cases, repair columns of the track distance.

Distances of water supply and sewerage (VodCh) designed to supply locomotives with water and meet the industrial and domestic needs of depots, traction substations, railway stations and other consumers and must ensure their uninterrupted supply of water in the required quantities, as well as satisfy other household, fire fighting and drinking needs.

Passenger car sections intended for equipment and maintenance passenger cars when preparing for a voyage (supply of water, fuel, bedding, food, external and internal cleaning of cars with washing and sanitizing). They are located at the points of formation of passenger trains and registration of a large number of passenger cars.

Assistant to the military commandant of the railway section and Mogilev station of the military communications department

Senior Lieutenant S.G. Rotsyk

TRANSPORT one of the most important sectors of the economy, which provides industrial relations branches of the economy, transportation of goods and passengers, is a component of the social division of labor. The level of development of the state's transport system is one of the most important signs of its technological progress and civilization, and is one of the most important economic subsystems of the country's national economy.

The share of transport in the country's gross domestic product in 2010 was about 7%. The number of employees is more than 288 thousand people. In the same year, the freight turnover of all types of transport amounted to 61,384 million ton-kilometers, and the passenger turnover - 20,845 million passenger-kilometers.

The industry is managed by the Ministry of Transport and Communications.

Transport as a type economic activity subdivided into public and private transport.

According to the nature of the work performed, transport is divided on the passenger and cargo.

Public transport is divided into types: rail, road, water (sea, river), air, pipeline.

Railway transport differs from other types of land transport by the mass flow of various cargoes and passengers, the relatively low cost of their transportation over long distances.

Railway transport of the Republic of Belarus combines the main and industrial modes of transport. The first of them is represented by the production complex "Belarusian Railway", the second - by transport serving the access roads of enterprises.

The Belarusian Railway is a state association subordinate to the Ministry of Transport and Communications of the Republic of Belarus. It borders on the Oktyabrskaya and Moscow railways of Russia, on the South-Western and Lvov roads of Ukraine, on the railways of Lithuania, Latvia and Poland.

There are 6 branches in the structure of the road - Minsk, Baranovichi, Brest, Gomel, Mogilev and Vitebsk. Most significant railway junctions- Minsk, Molodechno, Orsha, Baranovichi, Grodno, Volkovysk, Lida, Luninets, Brest, Gomel, Zhlobin, Kalinkovichi, Mogilev, Osipovichi, Krichev, Vitebsk, Polotsk, which serve the corresponding centers of the republic, working in 2-6 directions. The operational length of the Belarusian railway is 5511 km, incl. electrified - 989 km.

Favorable conditions for the transportation of goods and passengers are created by a double-track electrified railway line Brest - Minsk - the border of Russia with a length of 615 km, which ensures the movement of freight trains at a speed of up to 100 km/h and passenger trains - up to 160 km/h.

Great importance is attached to equipping the road with automation and electronics. 65.1% are equipped with automatic blocking, and 52.5% of the operational length of the tracks are equipped with dispatcher centralization, 98.1% of the switches are controlled remotely using latest systems electrical centralization. modern views traction - electric and diesel is provided by 21.2% and 78.8% of the freight turnover of the road. In technical terms, there was a transition to the most advanced types of traction - more powerful diesel locomotives and electric locomotives. The traffic control centers of the road departments are equipped with high-speed electronic devices.

The share of the railway accounts for more than 70% of all freight and passenger traffic. In the system for ensuring the transportation of goods along land routes between Europe and Asia, the highway is geographically located in the main direction.

According to the approved State Program for the Development of Railway Transport of the Republic of Belarus for 2011-2015, the main tasks for the development of railway transport for the next five years are: ensuring the safety of train traffic; renewal of traction and multiple unit rolling stock; modernization of railway infrastructure; creation of new and improvement of existing technologies for the transportation of goods and passengers; reduction of energy intensity of transportation.

To achieve the goals set, it is planned to implement a number of strategically important investment projects:

• - acquisition of traction and multi-unit rolling stock: 30 electric locomotives for freight traffic, 24 electric locomotives and 8 diesel locomotives for passenger traffic, 6 shunting diesel locomotives, 29 electric trains, 20 diesel trains, 182 passenger cars, 10 thousand freight cars;
• - electrification of railway lines in the sections Osipovichi - Zhlobin, Zhlobin - Gomel, Molodechno - Gudogai - State Border of Belarus, Zhlobin - Kalinkovichi, Kolodishchi - Shabany and Gatovo - Mikhanovichi. The total volume of electrification of railway lines in the period from 2011 to 2015 should be 387 km;
• - development of high-speed interregional passenger traffic. The implementation of the project will reduce the duration of the passenger's stay on the way between Minsk and regional centers;
• - reconstruction of station complexes in Brest, Grodno, Baranovichi.

The implementation of the measures of the state program should ensure by 2015 the growth of the main indicators of the development of railway transport. The growth rate of cargo transportation volumes in 2015 should be 121.3% compared to the level of 2010, including an increase in transit is projected at the level of 135%, import - 129%, export - 118.8%. The growth rate of passenger traffic for all types of communications is planned at the level of 104.3%. The energy intensity of GDP in rail transport should decrease by 29.5%. The growth rate of the gross domestic product of the industry in 2015 will be 168%, the volume of investments in fixed assets - 199.2%, the balance of foreign trade - 253.4%, industrial products - 168.5%, labor productivity - 175.7 %.

Automobile transport carries out transportation of goods and passengers on trackless tracks. It is divided into cargo and passenger.

The share of road freight transport in 2010 accounted for 24.4% of all goods transported mainly over short and medium distances. The share of passenger road transport in total volume passenger turnover in the same year amounted to 56.1% (bus, electric, taxi).

The management of automobile, urban electric transport and the subway is carried out by the Ministry of Transport and Communications of the Republic.

The number of bus and truck fleets in the structure of the Ministry of Transport is 155, the average number of trucks is 4613 units, buses - 5982 units. Services for the transportation of passengers and goods in the motor transport market of the republic are provided by:

• - on the road transport-- 36,240 business entities that have a license (permit) for the right to carry out activities in the field of road transport;
• - in urban electric transport - 8 organizations of communal ownership.

At present, motor transport organizations of the Ministry of Transport inter-republican road transport passengers in regular service are carried out on 4460 routes, incl. 949 urban, 2893 suburban, 618 intercity. Behind last years the fleet of buses was replenished with modern domestic models: "Radzimіch", "Neman", "MAZ".

Passenger transportation by urban electric transport (trolleybuses, trams and metro) is carried out in nine of the most major cities republics. About 3.78 million people, or 56% of the total urban population of the republic, are transported daily by this type of transport. Transportation of passengers by taxi cars in the Republic of Belarus is carried out by 7235 business entities of various forms of ownership.

Inland water transport-- a type of transport on which the transportation of passengers, cargo and baggage is carried out along inland waterways using inland navigation vessels, mixed (river-sea) navigation vessels and small boats.

Inland water transport is one of the links in the transport system of the Republic of Belarus. Specific gravity inland water transport in the transportation of goods and passengers is small and in 2010 amounted to 0.18% and 0.01%, respectively, in the total cargo and passenger turnover of the country.

State regulation in the field of inland water transport in accordance with the "Code of Inland Water Transport of the Republic of Belarus" is carried out by the President of the Republic of Belarus, the Government of the Republic of Belarus, the republican body government controlled in the field of inland water transport and other government bodies in accordance with the legislation of the Republic of Belarus.

10 river ports operate in the water transport system (Bobruisk, Brest, Gomel, Mikashevichi, Mogilev, Mozyr, Pinsk, Rechitsa, Vitebsk, Grodno), 4 waterway enterprises (Gomel, Pinsk, Mozyr, Bobruisk) serving waterways on the Dnieper rivers , Berezina, Sozh, Pripyat, Western Dvina, Neman, Mukhovets and the Dnieper-Bug Canal.

The construction and repair of ships is carried out at shipbuilding and ship repair plants (Pinsk, Rechitsa, Gomel). The design of ships and watercraft is carried out at OJSC Belsudoproekt (Gomel).

Control over the technical condition of ships, certification of products used in shipbuilding is carried out by RUE "Belarusian Inspection of the River Register" (Pinsk).

Monitoring compliance with the rules of navigation on waterways, ensuring safe navigation conditions, as well as maintaining State Register ships are carried out by the Belarusian River Navigation Inspectorate (Gomel).

In the system of water transport organizations, there are freight forwarding companies that carry out sea transportation of goods - Belarusian Shipping Company JSC, Belarusian Shipping Company CJSC, Belarusian Freight Forwarding and Freight Company CJSC.

The total length of operational waterways is about 1800 km, which are fully used for navigation by public transport during the entire navigation.

Air Transport The Republic of Belarus is a complex of enterprises, organizations that transport passengers and goods by air both in the republic and abroad. All of them are state institutions and are organizationally part of the Aviation Department of the Ministry of Transport and Communications of the Republic of Belarus.

It includes enterprises and organizations: Republican unitary enterprise“National airline “Belavia”; open Joint-Stock Company"Transaviaexport Airlines"; Republican unitary enterprise "Airline Gomelavia"; Republican unitary enterprise "Airline Grodno"; Republican Unitary Enterprise "National Airport Minsk"; Republican unitary enterprise for air navigation services for air traffic "Belaeronavigatsiya"; Republican Unitary Enterprise "Minsk Aircraft Repair Plant"; Open Joint Stock Company "Orsha Aircraft Repair Plant"; Republican Unitary Enterprise "Information and Computing Center for Aviation"; Republican Unitary Enterprise " shopping complex"Airfield"; government agency"Medical Service of Civil Aviation" of the Ministry of Transport and Communications of the Republic of Belarus; Educational Institution "Minsk State Higher Aviation College".

Share air transport in the total volume of traffic in 2010 was: freight - 0.07%, passenger - 7.5%. These data indicate that the prospects for the development of air transport in Belarus will be associated with the expansion of passenger traffic. Aviation will continue to be used in interstate and international transportation of passengers over long and extra long distances.

The most important directions for the development of air transport in the Republic of Belarus are: ensuring flight safety; ensuring cost-effective and profitable operation of aviation enterprises; expanding the use of aviation in the country's economy, etc.

Pipeline transport transfers liquid, gaseous or solid cargo over a distance through pipelines under pressure, which is ensured by pumping stations. Designed mainly for transportation of gas, oil and oil products.

There are main and industrial pipeline transport.

The main pipeline transport includes pipelines through which products are transported from places of extraction or production to places of processing or consumption. Industrial pipeline transport is used to transport goods within manufacturing enterprise to continue the process.

Pipeline transport is characterized by high efficiency - cheap transportation and high labor productivity, relatively small specific capital investments. In the freight turnover of all types of public transport, the share of pipeline transport is more than 53%.

In the total volume of cargo transportation by pipeline transport, a large share belongs to the main pipelines.

Main pipeline transport - a type of transport intended for transportation by main pipelines of products prepared in accordance with the requirements of technical regulatory legal acts in the field of technical regulation and standardization, from the point of acceptance of products to the point of its delivery, transfer to other pipelines, to another type of transport or storage.

The main pipeline is a single property, indivisible production and technological complex, consisting of underground, underwater and surface pipelines and other facilities that ensure the safe transportation of products from the point of acceptance to the point of delivery.

Main pipelines or a system of main pipelines may be in public or private ownership.

State administration in the field of main pipeline transport is carried out by the Council of Ministers of the Republic of Belarus directly or through authorized government bodies, other state legal entities.

The main pipelines passing through the territory of the country, which ensure the pumping of oil, have a length of 3.0 thousand km; natural gas - 6.7 thousand km and oil products - 1.2 thousand km. Transportation of oil and natural gas for the needs of the economy of the Republic of Belarus and other countries is carried out by the Gomel and Novopolotsk oil transport enterprises "Druzhba" and state enterprise Beltransgaz. The length of the main oil pipelines in a single-line calculation is 1.8 thousand km for the Gomel enterprise, and 1.1 thousand km for the Novopolotsk enterprise.

The first oil pipeline runs from the producing regions of the Volga region through Michurinsk and Unecha of the Bryansk region to Krichev - Orsha - Polotsk and further to the Baltic economic region to Ventspils. Another line runs in the west, through Mozyr to Brest and on to Poland and Germany. From Mozyr, its branch goes southwest through the Yelsky district to the Volyn region of Ukraine and further abroad. This great "oil river" was called the "Druzhba" oil pipeline. Its length is 5 thousand km (the largest in the world) with a pipe diameter of 1020 mm. Construction began in 1960 and completed in 1964. In 1972-1975. the second line of the oil pipeline with a pipe diameter of 1220 mm was built.

The Druzhba oil pipeline supplies crude oil to the Polotsk, Mozyr, and Myazheikiai oil refineries. Transit of crude oil is carried out in the following directions: Gomel enterprise - Adamova Zastava (Russia) - Mozyr - Poland - Germany with a branch to Ukraine, Hungary, Slovenia, Czech Republic, Adria (through Brody); Novopolotsk enterprise - Surgut - Polotsk with branches to Novopolotsk, Mazeikiai (Lithuania), Ventspils (Latvia).

There are three main oil product pipelines in the Republic of Belarus, through which diesel fuel and gasoline are pumped: Unecha - Polotsk, Unecha - Western border, Novopolotsk - Minsk (Fanipol). The first two oil product pipelines run in the same corridors with oil pipelines and mainly carry out transit pumping of oil products outside the republic. The total length of oil product pipelines is 913 km, and the annual pumping capacity is 90 million tons. An insignificant amount of oil products (less than 1 million tons) is pumped through the Novopolotsk-Minsk oil product pipeline, the rest is transit pumping. The length of the branches from the main oil product pipelines to the oil product supply enterprises of the republic is about 70 km. There are 4 pumping stations and 2 loading points on the product pipelines. In accordance with the intergovernmental Agreement of the Republic of Belarus and Russian Federation oil product pipelines remain the property of the Russian Federation.

CONNECTION- a branch of the country's economy that provides the transfer and dissemination of various information flows. It is one of the main components of the infrastructure of any state, ensuring the transfer and dissemination of information necessary for the normal operation of all spheres of society.

The share of communication in the gross domestic product in 2010 was more than 2%. The number of employees in the industry is about 63 thousand people.

The industry is managed by the Ministry of Communications and Informatization and the Ministry of Information (television and radio broadcasting).

Communication in the Republic of Belarus is divided into postal and electric (telephone and telegraph communications, television and radio broadcasting, radio communications, data transmission).

Postal communication (mail) is the most complex organizational and economic system. It carries out regular forwarding of written correspondence, periodicals, money transfers, parcels, parcels.

In accordance with the Law of the Republic of Belarus "On Postal Communications", the National Postal Operator - the Republican Unitary Postal Enterprise "Belpochta" (RUP "Belpochta") ensures uninterrupted work on the provision of services to the population throughout the republic.

RUE "Belpochta" is: 6 regional branches and the production of "Minsk Post", branch "Uzel special connection” and motor transport production, 117 regional postal centers, 3745 branches and postal points (of which 755 are urban, 2795 rural and 84 mobile).

Postal services are the reception, processing, transportation, delivery (delivery) of letter-post items, parcels, money orders to addressees, distribution, forwarding and delivery of printed media, payment of pensions and benefits. In addition, post offices provide more than 40 types of non-core services: reception various kinds payments, dealer services for connecting to networks of cellular mobile operators, provision of Internet access services, banking services, direct mail advertising, photocopying, delivery of goods according to catalogs, etc.

RUE "Belpochta" is largest enterprise in a country that provides the population with services for receiving various types of payments. Payments from the public are accepted as paper media(according to receipts), and electronic databases of suppliers.

One of the strategic directions for the development of a cashless payment system and the implementation of the "one window" principle: in the postal industry is to provide customers with the maximum number of services provided on self-service devices - payment and information terminals, through which payers can independently, without the participation of an operator, subscribe to newspapers and magazines, send email remittance in Belarus, pay for utilities and other services, place and pay for an order in the Internet store of RUE "Belpochta". To date, more than 630 information kiosks operate in post offices. The introduction of self-service devices made it possible to reduce queues at post offices and increase the availability of services provided. transport communication economics management

Expedited mail services are developing and enjoying popularity among the clients of RUE "Belpochta". The functioning of the intra-republican service "Express mail" is carried out under the motto "Today - for tomorrow" with home delivery of items. Items of international express mail EMS are sent on a priority basis and are delivered personally to the addressee in 191 countries of the world as soon as possible. Currently, services for the acceptance and delivery of EMS items are carried out throughout the country.

RUE "Belpochta" continues to develop banking services under commission agreements with various banks. Currently, there are about 2,000 post offices in countryside under the contract-instruction of JSC "JSSB Belarusbank" they provide banking services for deposit operations. In post offices, you can draw up documents for the deposit of Priorbank OJSC and Belgazprombank OJSC.

Telecommunication is a communication in which the transmission of information of any kind (voice, alphanumeric, visual, etc.) is carried out by electrical signals propagating through wires, or by radio signals.

In accordance with the methods of transmission (transfer) of signals, wired communication and radio communication are distinguished.

According to the nature of the transmitted messages, telecommunications are divided into the following main types: telephone communications, providing telephone conversations between people; telegraph communications designed to transmit alphanumeric messages - telegrams; facsimile communication, in which graphic information is transmitted - still images of text or tables, drawings, diagrams, graphs, photographs, etc.; data transmission (telecode communication), the purpose of which is the transmission of information presented in a formalized form (signs or continuous functions) for processing this information by computers or already processed by them; videotelephone communication, which serves for the simultaneous transmission of speech and visual information. With the help of technical means of telecommunications, wire broadcasting, radio broadcasting (sound broadcasting) and television broadcasting are also carried out.

Significant development in recent years has been mobile connection. Mobile communication systems include cellular telephone, paging and radiotelephony.

In the telecommunications market of Belarus, the main operators cellular communication are two enterprises: JV "Mobile Digital Communications" (MCS, trademark VELSOM) and JV Mobile Telesystems (MTS).

The main objectives of the development of communications for 2011-2015. are:

formation of a modern information and communication infrastructure, ensuring its availability throughout the country, transition to multiservice telecommunication networks based on a single hardware and software platform (IMS platform) on the core network of the national operator;

development of digital television and radio broadcasting, progressive types of mobile telecommunications, broadband Internet access throughout the country;

expanding the use and accessibility of information and communication technologies in various fields life of society (creation e-government, trade, healthcare, education);

Creation of conditions for increasing the export of services in the field of information and communication technologies.

Railway infrastructure and rolling stock is extremely capital intensive, so the life cycle of wagons and locomotives is significant. The practice that developed back in the USSR determined the service life of rolling stock on railways in the region of 30 years without a major refurbishment. When carrying out deep repairs, the service life could be repeatedly extended, and this, again, is a practice that has been established for a long time. In addition, conceptually, the railways on the territory of the former USSR remain practically unchanged since the post-war years, the speed and volume of transportation do not grow. This means that there is no need to update the rolling stock, which “knows how” to do what the road requires of it. In general, these two reasons are enough for the system to be served by real dinosaurs of retirement age - locomotives and wagons with a huge length of service. Look at what old people Belarusians drive.

Yes, I know that rolling stock is being updated a little bit in Belarus. Basically, of course, we are talking about freight wagons and locomotives, but the supply program also applies to the passenger part. Stadler electric trains and Pesa diesel trains appeared, there are relatively new trains from RVR, diesel locomotives of the Kolomna plant. All this is wonderful, but not enough - so far very little, so little that a trip by a piece of iron in Belarus is most often like going to a museum. The economy is aging, in general, much faster than it is updated, and for some positions (passenger electric locomotives, freight diesel locomotives) it is not updated at all.

I will not touch the freight section of the railway, because most of us are not affected by it. I will also not try to sort out the fleet of passenger cars, since there are a lot of them. Just know that it’s still quite possible to ride in the reserved seat of the seventies of production;)

Let's start with the trains.

Most of them are presented in the form of classic compositions of the Riga production of the ER9 model and its modifications. Here and further photos trainpix.org.

The oldest train serving the Minsk junction is the train ER9M-566, built in February 1981. Thus, he is already 37 years old.

His colleague in the workshop is ER9M-574 manufactured in January 1982. Thirty-six year old:

Finally, the third place belongs to the ER9M-580, the train was built in March 1982.

It is curious that Minsk was lucky with the renewal of the rolling stock of electric trains in the 80s and the first half of the 90s before the collapse of the USSR. Since the electrification of the suburban sections of the capital began back in the 60s, the train station of the previous generation was serviced, which by the 80s had not yet exhausted their resource, but were sent to various depots throughout the USSR and replaced with new ones. Probably, the concept of the BSSR as a showcase of the entire Union played its role.

The last large batch of “erok” produced in Riga came in the first months of 1991. BZD bought two more trains in 1995 and 1996 (these are ER9T-737 and ER9TM-801). Thus, they are the “youngest” of the Riga squads (23 and 22 years old respectively). The main park has a length of service in the region of three decades.

In 2011, Swiss Stadlers began to enter the railway. On the this moment there are 18 of them - in urban and suburban versions.

Now about diesel trains. These hard workers, also of Riga production, serve the main non-electrified nodes of the Belarusian Railway: Mogilev, Krichev, Vitebsk, Lida, Grodno, as well as partially electrified ones (Baranovichi, Orsha, Brest, Gomel, etc.). Many diesel trains of the DR1 model and its modifications still operate in Belarus.

Probably the oldest is the composition assigned to the Mogilev depot. In the 90s and 2000s, the Belarusian Railways, in dire need of updating the suburban train fleet, with the help of engineers from the Riga plant, formed many prefabricated trains from serviceable cars from different “parents”, giving newborns special names, in particular DRB1M, DDB (formed forces of the Demikhovsky plant in Russia).

The composition of the DRB1M is made from the cars of the DR1-040 and DR1-048 trains - all manufactured in 1969 (!) Years. That is, next year this handsome man will celebrate his half-century anniversary in the work for the benefit of the Belarusian working people:

There are whole compositions that have come down to us unchanged, and their age is also very respectable. Here is the DR1A-124 (operating in Baranavichy): built in 1976, it has been in operation for 42 years.

Mostly fully operational diesel trains are not older than 40 years, only a few copies have crossed this line. It should be noted that the Belarusian Railways is the largest operator of this model and received new trains from the Riga plant until 1995. Thus, there are no diesel trains of the DR1 type younger than 23 years old in the country, but in general they have a service life of 33-38 years.

At the same time, the renewal of their fleet is much slower than the fleet of electric trains. A few units of modern PESA rail buses and diesel trains were delivered to the depot, in the 2000s - a batch of the renovated DR1B model. However, there are still many “home-made products” such as DRB1M / DDB1 / DDB2 / MDP, and formally their service life is still far from retirement, although they are already being sent for recycling one by one.

But what about passenger locomotives? The legendary TEP-60 diesel locomotives manufactured by the Kolomna Diesel Locomotive Plant still operate at the Belarusian Railways. Work during plural- said with a stretch, because it seems that only TEP60-0429 manufactured in 1971 survived. Another one has not been formally decommissioned, but retired from service, and a couple of others are simulators.

So, the famous “slipper” TEP-60, 47 years old (Vitebsk):

In addition, two cars from the disconnected 2TEP-60s remained in Minsk, both of them are from 1979, which means they are 39 years old.

Also, Belarus was and is one of the main operators of the next model from Kolomna - TEP-70 and its modern modification TEP-70BS. Modification does not interest us because of its “youth” (cars are mostly 13-16 years old), but the old Soviet diesel locomotives are curious.

The most ancient machine is TEP-70 205 manufactured in 1990 (28 years). Unlike many other cars, these “slippers” were supplied regularly until 2002, and after that their modified version with the BS suffix.

Finally, there are 15 passenger electric locomotives of the ChS4T model (manufacturer Skoda) in the BZD fleet. All of them were delivered in 1983 and all are still in use. Each of them is 35 years old. The car with the number 545 stands out a little, since it was produced a few months earlier than its brothers:

The situation is generally similar with freight diesel locomotives and electric locomotives. Average age locomotives are probably about 30 years old, there are almost half a century old men, but there are also brand new Chinese trucks.

What are the results? Yes, not really :) It is not surprising that with the preservation of low speeds and volumes of traffic, the Belarusian Railway “preserves” very old trains and locomotives on the lines. For lovers of antiquities, our doors are always open!

This is the name given to the scientific-practical conference held last week in Baranavichy. The meeting was attended by specialists from the ministries and departments of Belarus, the National Academy of Sciences, other institutions of science and education, as well as railway specialists from neighboring countries. A wide range of issues related to the further development of railway transport, interaction with regional authorities, experience in developing and reforming the industry with our neighbors were discussed.

Why is coordination of actions and constructive cooperation in this area so necessary? The answer is obvious: in Belarus, railway transport plays a fundamental role not only in the transportation of goods and passengers, but also in the arrangement of the population's way of life, the country's security system, and the fulfillment of the state's international obligations. It is on it that the main transport load is assigned, in addition, railway transport provides the state with significant assistance in solving a large block of social problems.

The reality is that today railway transport is not only public transport, but also access roads of enterprises and organizations, their cars and locomotives. By the way, for transport service consignors and consignees of Belarus has 1500 access roads with a total length of 2800 km. According to the management of the highway, it is necessary to carefully study the feasibility of their use, because many of them are inactive.

Raised at the conference and other issues. What will be the share of private cars in the future, will we have private locomotives, passenger rolling stock? It's no secret that private business shows some interest in the railway industry. However, the position of the leadership of the Belarusian Railways is extremely clear: before going down this path - changes and transformations - it is necessary to weigh all the pros and cons. And the State Program for the Development of Railway Transport of the Republic of Belarus for 2011-2015, which is being actively worked on at the Belarusian railway, should set the accents.

Two international transport corridors pass through the territory of Belarus - II and IX. The favorable geographical position of the country imposes another important function on rail transport - ensuring the unhindered passage of goods and passengers in transit. Meanwhile, the situation in the international market transport services characterized by the emergence of a large number of private companies, owners of rolling stock. The use of their services, as the analysis shows, leads to a significant increase in the cost of transportation in a private car - compared to the same transportation in inventory cars. Our neighbors have examples when the rise in the cost of transportation in certain directions reaches 50%. But there should be no distortions in the market of transport services, the leadership of the Belarusian Railways is convinced.

The legislation of our state does not prohibit private ownership of railway rolling stock. But at the same time, as noted at the conference, private companies are focusing on creating an additional extra link in Belarus - intermediaries between our highway as a carrier, and demand additional tariff discounts, which can lead to the displacement of the road from the highly profitable sector of export transportation. Therefore, decisions on these issues should be as balanced as possible!

The leadership of the Belarusian Railways is interested in the formation of a transparent and effective system of relations between the industry and the state as a customer of socially significant services and the development of the country's railway network. There is a need to legislate the procedure for the state order of passenger rail transport with the introduction of appropriate amendments to the regulatory framework.

Today's agenda is development transport logistics(taking into account the efficient use of railway transport), improving the tariff policy ... Moreover, the emphasis was also placed on the transition from consumer attitudes to the highway to joint cooperation, especially in the passenger transportation segment.

IN Lately road initiated a series major projects- "City train" in Minsk, electrification of some sections (including in the direction of Lithuania), the management of our highway recently negotiated with colleagues from JSC "Russian Railways" on the organization of high-speed traffic within the II Pan-European transport corridor. The implementation of these and many other large-scale projects is aimed not only at increasing speeds, but also at creating proper comfort for passengers, and together this will give a tangible effect at the state level. That is why the participation of the state in these most serious projects is so important. Thus, it is difficult to disagree with the fact that the realities and challenges of today have caused the need to develop a comprehensive document - State program development of railway transport of the Republic of Belarus for 2011-2015, which was supported and understood at the highest level - by the President of the country.

These and many other issues raised during the plenary session were discussed in more detail during the work of the sections.

The first section headed by Nikolai Bekish, Chief Economist of the Belarusian Railways, was entitled “Economics and Finance. The experience of reforming the railway transport”.

The second section - "Innovative technologies in railway transport", its head - the head of the technical policy and investment service Vasily Khvalko.

“Development of the railway transport system in the regions” - this is the name given to the third section, which was headed by the head of the passenger service, Mikhail Fedyukovich.

Representatives of the Office of the Council of Ministers, the Ministry of Transport and Communications, Economy, Labor and social protection, National Academy of Sciences of Belarus, BelSUT, Russian Railways JSC, Lithuanian Railways JSC, State Economics and Technology University of Transport of the Ministry of Transport of Ukraine. In fact, the scientific and practical conference has acquired an international status and scale, which means that it has fulfilled its main task - it has allowed to consolidate the colossal experience, creative and scientific potential of Belarus and neighboring countries. Railway transport has received a new impetus in development, and this pace, of course, will only increase.

The movement of trains in railway transport is carried out with the help of traction rolling stock. It includes locomotives and multiple unit rolling stock. The latter consists of motor and trailer cars.

Locomotives in which the conversion of thermal energy obtained by burning fuel into mechanical energy is carried out by an installation with a steam boiler and a steam engine are called locomotives.

Locomotives with reciprocating internal combustion engines (diesels) are called locomotives, and with gas turbine plants - gas turbine locomotives.

Steam locomotives, diesel locomotives and gas turbine locomotives are autonomous locomotives.

Ulocomotives and motor-car rolling stock with non-autonomous traction(electric locomotives(Figure 2.55) and electric trains) primary (electrical) energy is supplied to the locomotive and motor car from external sources (from contact traction wires).

With electric traction, the power of the locomotives is not limited by the prime mover, so electric locomotives can have higher horsepower compared to autonomous locomotives.

TO

Figure 2.55 - One of the first three-phase electric locomotives created

ny in 1892

when powered by thermal power plants,

is 25–26%. Taking into account the share of hydro-

power plants efficiency increases up to 32%. The efficiency of diesel locomotives is 29–31%, and that of steam locomotives is 5–7%.

According to the type of work, locomotives are divided into freight (powerful), passenger (high-speed) and shunting.

On electrified lines for the carriage of passengers in suburban traffic, electric trains, on non-electrified lines - diesel trains And railcars.

All locomotives in operation and under construction can be classified as

c i r o v a t b on the following grounds:

by service(performed work) - cargo (Figure 2.56), passenger (Figure 2.57) and shunting (Figure 2.58);

by number of sections- one-, two- (articulated) and multi-section (motor-car sections);

by transmission type- with electric, hydraulic, hydromechanical, mechanical and direct transmissions.

E electric transmission is used in electric locomotives and in most diesel locomotives; hydraulic and hydromechanical - in diesel locomotives; mechanical - for low-power diesel locomotives (motor locomotives); direct (crank-rod) - for steam locomotives.

P

Figure 2.56 – Freight electric locomotive VL80

electric motors makes it possible to use both an individual and a group drive. With an individual drive, each driving wheel pair is connected to its traction motor by a gear train. With a group drive, the driving wheelsets, placed in one rigid frame, are interconnected by intermediate gears.

R

Figure 2.57 - Passenger

diesel locomotive TEP75

number of wheelsets.

In the formula, the "-" sign means that

both bogies are not articulated - they are not hinged, and the traction force from the driving wheelsets in the locomotive automatic coupler is transmitted through the body frame. The "+" sign indicates that the bogies are articulated and the traction force is transmitted through the bogie frame. If the driving wheelsets have an individual drive, then the index "o" is added to the figure showing the number of axles.

Figure 2.58 - Shunting

locomotive TEM7

Electric locomotive VL23 with characteristic 3o + 3o is a locomotive with two articulated three-axle bogies and with an individual drive of driving wheelsets.

Diesel locomotive with axial characteristic 2 (3o - 3o) - two-section loco-

motive, each section of which has two three-axle non-articulated bogies with an individual drive of driving wheelsets and can work independently. If the sections cannot work independently, then the axial characteristic has the form 3o - 3o - 3o - 3o.

A series is a locomotive of the same type and design.

For electric locomotives of alternating (single-phase) current, the following numbering is established: four-axle - from VL40 to VL59 (VL - Vladimir Lenin); six-axle - from VL60 to VL79; eight-axle - from VL80 to VL99.

DC electric locomotives are numbered: six-axle - from VL19 to VL39; eight-axle - from VL8 to VL18;

Passenger electric locomotives of Czechoslovak production on the railways of the CIS have a series of emergency situations. Electric locomotive ChS200 provides a speed of 200 km/h. The new electric locomotive ChS8 can drive trains of 23 passenger cars on a section with a rise of 25 o / oo at a speed of 85 km / h.

Modernized electric locomotives have the index "m" (VL22 m); electric locomotives with silicon rectifiers - index "k" (VL60 k); electric locomotives with regenerative braking - index "r" (VL60 r); electric locomotives with rheostatic braking - index "t" (VL80 t).

The design speed of modern electric locomotives is in the range of 100–220 km/h. The maximum speed for all electric locomotives of the ChS series is 20 km/h less than the design speed. Hourly power - from 3150 to 9700 kW. (Hour power is the maximum traction motor shaft power that the machine can run for one hour from cold.)

Locomotive series with electrical transmission have the letter designation TE, and with hydraulic - TG. The letter designation of the series includes the sign of the type of service of the locomotive: P - passenger (TEP60), M - shunting (TGM7). The number after the letters corresponds to the issue numbering. For example, diesel locomotives of the Kolomna Plant are assigned a number from 50 to 99 (TEP60), diesel locomotives of the Kharkov Plant - from 1 to 49 (TE3, TE10), Lugansk (Voroshilovgrad) Plant - from 100 to 150 (2TE116) (retreat: 2TE10V - Voroshilovgrad, 2TE10L - Lugansk).

CIS railways operate about 20 series and modifications of electric locomotives and 25 series and modifications of diesel locomotives. One of the most powerful is the VL80r two-section eight-axle AC electric locomotive with smooth (stepless) speed control. An even more powerful 12-axle VL85 r electric locomotive was built on a similar principle to operate on lines electrified by a single-phase alternating current system with a voltage of 25 kV. It consists of two six-axis sections. Can drive trains weighing 6000 tons or more. The power of the locomotive is 10000 kW, the design speed is 110 km/h. Among the new locomotives is the VL15 freight electric locomotive for driving heavy trains on lines with a voltage of 3000 V DC. Its power is 9000 kW, design speed is 110 km/h. Among diesel locomotives, the most modern one is 2TE121 with a capacity of 5884 kW with AC-DC electric transmission. A diesel locomotive 4TE10S of increased power was created for operation in harsh climatic conditions. A diesel locomotive TE126 was manufactured for driving freight trains in a temperate and cold climate. At the Bryansk Machine-Building Plant (1988), a shunting diesel locomotive TEM15 with reduced fuel consumption was produced.

Modern electric locomotives and diesel locomotives can run between equipments, depending on the mass of the train and the track profile, up to 1200 km, and between technical services- from 1200 to 2000 km.

Forces acting on the train. A moving train is subject to forces that vary in magnitude, direction, and time of action. For the convenience of calculations, all external forces that affect the movement of the train are combined into three groups and denoted: F – traction force; W – forces of resistance to movement; IN - braking forces.

In traction calculations, either the full value of these forces, expressed in kgf, or their specific value, referred to the unit mass of the train ( f, w, b).

Traction force is created by the locomotive engine in interaction with the rails, is applied to the driving wheels and is always directed in the direction of the train movement. Its value is regulated over a wide range by the driver driving the train.

Torque M engine (Figure 2.59) creates a pair of forces F And f 1 acting on the shoulder R, equal to the radius of the wheel in a rolling circle. These forces tend to rotate the wheel around its axis. To obtain translational motion, you need an external force applied to the driving wheels. Such a force is the horizontal reaction of the rail f 3 caused by the force f one . numerical strength f 2 and f 1 are equal to each other and directed in opposite directions.

Figure 2.59 - Scheme

traction force generation

Thus, the reaction force of the rail f 2 balanced force f 1 and thereby released the power F to carry out the forward movement of the locomotive. In practice, the traction force of the locomotive is called the horizontal reaction f 2 ,

applied from the rails to the rim of the driving wheels and directed in the direction of movement. Since this force is directed tangentially to the circumference of the wheel, it is called the tangential traction force. For the locomotive as a whole, the tangential traction force is defined as the sum of the tangential forces applied

attached to all driving wheels of the locomotive, and is indicated f to .

With an increase in the torque applied to the wheels of the locomotive, the traction force also increases, but only until it reaches the limit force of adhesion of the wheels to the rails. With a further increase in torque, the adhesion between the wheels and the rails is broken and the wheels begin to slip. The adhesion force depends on the adhesion coefficient Ψ k and the adhesion mass of the locomotive R sc, i.e., from the mass attributable to the driving wheelsets. The greatest traction force of the locomotive, which can be realized under the conditions of adhesion of wheels to rails, is f k ≤1000Ψ k R sc.

The adhesion coefficient Ψ to depends on many factors, of which the most significant are: the type of locomotive engine, speed, condition of the surfaces of wheels and rails, meteorological conditions. The use of sand allows you to significantly increase the coefficient of adhesion, and, accordingly, the traction force of the locomotive. The design values ​​of the friction coefficient are set by the PTR depending on the type of locomotive and the speed of movement.

The values ​​of the traction force at different speeds are determined by the traction characteristics of the locomotives, which are based on data obtained during traction tests. These characteristics are depicted in the form of diagrams that determine the dependence of the thrust force f to from the speed of movement v at various modes engine operation. These diagrams are marked with the indicated traction force limitation on the adhesion, as well as other traction force limitations associated with the characteristics of the locomotives.

Calculation of the mass of freight trains. A moving train is affected by many constant and variable forces, various in magnitude and direction: the gravity force of the wagons and the locomotive, the traction force of the locomotive, as well as the forces of resistance to movement in coupling devices, from the interaction of wheels with rails in horizontal and vertical planes, inertia, etc. Under the action of these forces, simultaneously with the rolling of the wheels on the rails, wobbling, galloping, sliding, and inclination of individual units of the rolling stock in the train take place.

The relationship between the resultant of these forces and acceleration is described by a differential equation called train equation.

When solving the train motion equation, of all movements of the rolling stock, only translational and rotational ones are taken into account, for example, anchors of traction motors, gears and wheelsets. These factors determine the nature of the train movement.

When moving along sections and in curves, the force of resistance to movement changes, and in the braking mode, the train is also affected by the braking force.

In general, the moving train is subjected to the traction force of the locomotive F k, the total force of the main and additional resistance to movement W k and braking force IN m. The resultant of the forces applied to the train,

R = F to ± W to - IN t. (2.14)

The train motion equation, reduced to 1 ton of its mass, has the form

(2.15)

whereξ – acceleration of the train from the action of a specific force of 1 kgf / t (for operational calculations ξ = 120 km / h 2; f to - specific tangential traction force of the locomotive; w k is the total specific resistance to the movement of the train; b m is the specific braking force of the train from the action of the brake shoes.

For special cases, the basic equation of motion (2.2) is simplified and for motion in the traction mode at a uniform speed takes the form

b t = 0;
;f k = w k, (2.16)

F k = W k =
(2.17)

(2.18)

where Q And R- respectively, the mass of the train and the locomotive, t; And - respectively, the main specific resistance to the movement of locomotives and wagons, kgf / t; i p is the calculated climb (the steepest and longest climb that cannot be overcome using the kinetic energy of the train. It is determined taking into account the additional resistance from the curves, if any, on this climb), ‰.

Electric locomotive device. The body of an electric locomotive (Figure 2.60) serves to accommodate electrical equipment and other equipment in it. It rests on bogies on which traction motors are mounted, one for each axle. With the help of a gear drive, the torque from the traction motors is transmitted to the wheel pairs.

T The electric locomotive carriage consists of a frame, wheel sets with axle boxes, spring suspension and brake equipment.

P

Figure 2.60 - Electric locomotive VL85 series

over 130 km / h use a frame

traction motor mount. In this case, the engine is located above the axle of the wheelset and is attached to the bogie frame, but here the transfer of force from the engine shaft to the wheelset is complicated. The location of the main equipment on the body of the electric locomotive is shown in Figure 2.61.

The transmission of electricity from the contact wire to the power circuit of the electric locomotive is carried out using a current collector (pantograph).

Electrical equipment of electric locomotives. As traction motors on DC electric locomotives, motors with

Figure 2.61 - Location of the main equipment on the body of an AC electric locomotive: 1 - Remote Control; 2 - driver's cab; 3 – current collector; 4 - control devices: 5, 7 – rectifier installations; 6 – transformer with step switch; 8 – block of the cooling system; 9 – switchboard; 10 – motor-compressor; 11 - interconnection

series excitation with nominal U= 1500 V. The main control apparatus of the electric locomotive is the driver's controller. The main handle of the controller is used to switch the traction motors from one connection scheme to another and change the starting connections. With the help of the reversible handle, the direction of movement of the electric locomotive is changed. Auxiliary machines - motor-fans, motor-compressors, motor-generator and control current generator, batteries (backup power supply for control circuits).

P

Figure 2.56 - Principal device of an electric locomotive

At the junction of a single-phase voltage of 25000 V and a constant U= 3000 V, electric locomotives with dual power supply (VL82, VL82 m) are used.

Locomotive device. The history of the locomotive is as follows. December 20, 1921 in the newspaper " News"an article by A. Belyakov was published" New ways to revive railway transport", which spoke about "trucks put on rails." V. I. Lenin read the article and predicted a new type of locomotive in a "truck on rails". The construction of diesel locomotives was soon approved by the bureau for the construction of diesel locomotives, which was headed by Ya. M. Gakkel.

The design of the locomotive began in December 1922. The first domestic diesel locomotive was built in Leningrad at the Baltic Shipyard. The running gear for the diesel locomotive was supplied by the Krasny Putilovets plant, and the traction motors were supplied by the Elektrik plant.

In less than two years, the unique machine was ready. On August 5, 1924, the diesel locomotive left the gates of the Baltic Shipyard. And on November 7, 1924, the world's first mainline diesel locomotive with a capacity of 1000 horsepower with electric transmission made its first trip along the October Railway from Leningrad to Obukhovo station and back.

Here's what the paper said about it: Evening Moscow": "On the October Railway, the first test of the Gakkel locomotive was made. The locomotive quickly and smoothly took off. It is assumed that the locomotive will be able to lift up to 80,000 pounds".

The construction of such a diesel locomotive was an outstanding victory. The whole world was surprised by the "metal miracle" that the Soviet people created in the incredibly difficult 1920s, having neither experience nor a special technical base. The Soviet Union became the birthplace of mainline diesel locomotives.

A diesel locomotive (Figure 2.62) consists of the following main parts: a crew (frame, bogies, wheel sets with axle boxes, spring suspension), a body, a prime mover (diesel engine), transmission, auxiliary equipment (fuel system, lubrication system, cooling system, etc. .).

At

Figure 2. 62 - Main locomotive 2TE116

there is a diesel generator set. The cabin, body, power and auxiliary equipment of the locomotive are located on the main frame.

Types of gears used on traction rolling stock. The most common is e electrical transmission, at which the force is created by a traction motor connected by a gear transmission to a traction wheel pair. Such a transmission is used on electric rolling stock and in most diesel locomotives. The crankshaft of a locomotive diesel engine rotates the armature of the traction generator, which generates electric current supplied to the traction motors. In addition, the traction generator, powered by the battery, operates as an electric motor when starting the diesel engine.

mechanical transmission similar to an automobile and consists of a gear box (speeds), a reversing device and a clutch. However, when switching speeds, there is a sharp drop and increase in traction force, which causes jerks in the composition. Therefore, such a transmission is used only in locomotives, railcars and diesel trains of relatively low power.

hydraulic transmission(Figure 2.63) does not have the disadvantages inherent in mechanical transmission, it is cheaper and simpler than electric. The main elements of hydraulic transmission are torque converters and fluid couplings.

P

Figure 2.63 - Scheme

hydraulic transmission

Locomotive economy ensures the transportation work of railways by traction means and the maintenance of these means in accordance with the technical requirements. The facilities and devices of this economy include the main locomotive depots, specialized workshops for the repair of individual locomotive units, maintenance points, locomotive equipment and crew shifts, locomotive stock bases. Equipment is understood as a complex of operations for supplying them with fuel, water, sand, lubricants, cleaning materials related to the preparation of locomotives for work.

locomotive depots – these are the main production units of the locomotive economy. They are built at precinct, marshalling and passenger stations selected on the basis of a technical and economic comparison of various options. Depots that have an assigned fleet of locomotives for servicing freight or passenger trains, locomotive buildings, workshops and other technical facilities for the production of current repairs, maintenance and equipment are called main depots.

Along with them, in order to improve the organization of repair and For a better use of production capacities on the roads, repair bases-depots, specialized in types of repairs and types of locomotives, are also being created. For example, lifting repairs can be concentrated in the largest and most equipped depots when the rest of the depots are released from this type of repair. Such large repair depots may not have an assigned fleet of locomotives.

According to the type of traction, diesel locomotive, electric locomotive, motor-carriage, diesel and mixed depots are distinguished. In large railway junctions with specialized stations (passenger and sorting), separate locomotive depots are provided for freight and passenger locomotives.

IN turnover points locomotives are waiting for trains to take them back. During this time, as a rule, their maintenance is carried out, combined with equipment.

Crew change points provide mainly at the district stations and place on the basis of the condition of ensuring the normal duration of the work of the teams.

Equipment items located in the depot area. Sometimes equipment devices are placed directly on the receiving and departure tracks for operations without uncoupling the locomotive from the train.

Locomotive maintenance points placed both in locomotive depots and in points of turnover and outfitting of locomotives.

The location and technical equipment of locomotive depots, locomotive maintenance points, workshops, outfitting devices and other structures and devices of the locomotive economy must ensure the established dimensions of train traffic, efficient use of locomotives, high quality of their maintenance and repair, high labor productivity.

All locomotives assigned to the road or depot and being on their balance sheet constitute the so-called inventory fleet, which is divided into operated and non-operated. The operating fleet consists of locomotives that are in operation, in the process of equipping, maintenance, acceptance and delivery, as well as in anticipation of work. The non-operating fleet consists of locomotives under repair and reserve.