Covers of the previous Railway Equipment special issues Fig. 2 Prime-Minister Vladimir Putin at the opening of Tikhvin car-building plant VIGQUHTHE TANCES, President of the Russian Railways JSC Fig. 1 The scheme of the Wegberg-Wildenrath Test- and Validationcenter The theoretical session included the reports of workshop participants. It was also divided in two days. First report called "Rational production — Siemens production systems (SPS)" was pre- sented by Dr. Axel Hausmann. According to the report, the aim of Siemens is the global employ- SERRE apne eee me SaaS ee aortas On the second day c of workshop its participants visited the Wegberg-Wildenrath Test and Valida- tioncenter based in North Rhine-Westfalia Land. The workshop program included theoretical and practical sections. The practical one was divided in two days: first day included the demonstra- tion of shop floor, which is specialized on rolling stock production excluding lining and tinting. The education welding area with approbation practice facilities and the final assembly shop floor were also visited by Russian specialists. Fig. 1 Development of line dispatch transportation control systems by 2015 Today particular attention is paid to the devel- opment of the third stage of control technologies which can be referred to as intellectual to the full- est extent because of decision support systems that cannot be implemented without emergence of a new generation of information and controlling systems. We cannot fail to mention the program for de- velopment of line dispatch transportation control systems (Fig. 1), which are entrusted with the task of coordinating car traffic volumes, a task of incredible difficulty when one has to deal with rolling stocks, which are all private now. A spec- tacular example of that are transport control cent- ers in Oktiabrskaya, Yuzhno-Uralskaya and Sev- ernaya Railways which are equal to their foreign counterparts in terms of functionality. 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. 8.9 million kWh were saved due to energy-saving measures with automatic driving systems and en- ergy-saving schedules implementation. The task for the next year is to shift main diesel-operated train movement to Vladivostok and from Vologda to Vorkuta to similar schedules. More than 2,100 locomotives have been equipped with universal automatic driving systems to enable such energy- saving schedules. IL INTERNATIONAL RAIL SALON EXPO 1520 ANL IV INTERNATIONAL CONFERENCE "RAILWAY INDUSTRY. PROSPECTS, TECHNOLOGIES, PRIORITIES" The work of the Salon started from plenary discus- sion "The railway transport development in context of Russian economy modernization", where Presi- dent of Russian Railways JSC, Vladimir Yakunin, Olympic Games in Sochi. Such electric locomo- tives are more powerful on the one hand and on the other hand are less expansive as for their technical maintenance and scheduled repairs. Those were followed by legends and innova- tions of Russian locomotives construction — recon- structed steam locomotives, modified and newly developed electric and diesel locomotives. Special attention was paid to veterans of railways — the steam locomotives, they were of no less interest to the visitors that new developments. They in- clude the freight steam locomotive of EU series (had been built from 1912 to 1957), 11,000 units of which were produced, freight locomotive of L series (had been built from 1945 to 1955) in line of 4,199 unites, and passenger steam locomo- tive P36, one of 251 units built from 1950 to 1956. However, if the railwaymen cannot be surprised by steam locomotives of E and L series, P36 which arrived from Zlatoust was met with storm of ad- miration, because that is the legendary steam lo- comotive, the most perfect and recent model of domestic steam locomotives construction. The very steam locomotives ran with Red Arrow up to the year 1957, having made the schedule faster, from 11 hours to present 9, driving at speed of 120 Fig. 1 Vladimir Yakunin and Jean-Pierre Loubinoux are greeting each other at the XII International Rail Business Forum "1520 Strategic Partnership" At the 68th session of General Assembly of the UIC passed on June, 12th, 2006 in Montreal (Can- ada), all members of the UIC unanimously had ap- proved the entry of the Russian Railways JSC into the Organization as the full member. 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. Fig. 2 Valentin Gapanovich and Henri Poupart-Lafarge at the X1 International Rail Business Forum "1520 Strategic Partnership" The official nomination of ViadimirYakunin for the UIC chairman will take place on the 81st session of General Assembly (on the 12th of December, 2012, in Paris). Vladimir Yakunin, President of Russian Railways JSC SCIENTIFIC-PRACTICAL CONFERENCE "RAILWAY INDUSTRY: ENGINEERING SOLUTIONS AND DEVELOPMENT" * in prices of 2011. From the presentation of V.A. Gapanovich, Senior Vice President of the Russian Railways JSC (Editor's Note) m introduction of heavy-tonnage and long freight train traffic; He also drew attention to the necessity of exist- ence of the power rolling stock in accordance with the general scheme of the network development for the period up to 2020. Valentin Gapanovich, Senior Vice President of Russian Railways JSC, President of UIRE You can obtain the detailed information of the range of products manufactured by the company and its tech- nical data of the products on the website of the JSC “Kirovsky Mashzavod 1 Maya”: www.crane-kirov.ru One of the main directions of activities of JSC “Ki- rovsky Mashzavod 1 Maya” is crane-building. The company carries out serial production of a wide range of rail-mounted cranes: diesel-electric cranes with lift- ing capacity 16, 25 and 32 tons and hydraulic cranes with lifting capacity 80, 125 and 150 tons, capable of performing a set of handling, construction and instal- lation, emergency recovery works at the railroad. The cranes manufactured by the plant can be operated in JSC “KIROVSKY MASHZAVOD 1 MAYA”, RUSSIA various climatic conditions ranging from the far North to the tropics and hot deserts. en, The complex. is aligned to increase the efficiency of the usage of the scientific and technological in- While seeing the innovative train off, the Presi- dent of the Russian Railways JSC Vladimir Yakunin noticed, that it is impossible to count on the mod- ernization of the national economy without a strong development of the research and development complex. The Russian Railways are creating the conditions of the innovative development not only for railway vehicles, but also for many of related in- dustries, consolidating the efforts of the fundamen- tal and applied sciences, the manufacturing enter- prises and investors. The project of creation of the mobile exhibition-lecture complex, realized by the company, is appealed to stimulate the interest, first of all of the youth, to acquire the technological and natural sciences, directed knowledge in order to in- spire for scientific and technological creative work. Among the passenger electric locomotives the one that captures attention is the innovative speed dual-current locomotive EP20 with an asynchro- nous engine, designed at Novocherkassk Electric Locomotive Plant (NEVZ). On its platform the entire line of electric locomotives, designed for different kinds of field operations, will be created. Another newly-designed and already well-known on West- ern-Siberian and Oktyabrskaya roads passenger electric locomotive EP2K produced by the Kolo- mensky zavod JSC is designed to substitute elec- tric locomotives of ChS2 and ChS2T series. The establishment of the commuter passenger equip- ment is reflected by the electric train ED4MKM-Ae- The videos and presentation materials that are demonstrated on the railcar’s monitors get you ac- quainted with the Strategy of development of the personnel potential of the Russian Railways JSC till 2015, with the program "The youth of the Rus- sian Railways JSC" being provided in the Compa- ny, with the system of professional orientation and personnel training, with the development of student construction gang movement, with the work of chil- dren’s railways. There are some simulators that are really popular among the visitors, installed in the railcar, including the educational simulator for the electric locomotive operator EP1M. On the ba- sis of modern methods of mathematical modeling this simulator reproduces the work of all main sys- tems of the electric locomotive in real infrastruc- ture. The chair of the locomotive driver is installed on a dynamic platform. The feelings, adequate to Even the first tour of the Mobile exhibition and lec- ture unit, during which it ran through 15 railways, following the route from Moscow to Far East and back, confirmed the demand for the project. On each of the 50 stops in the major cities and mic- ropolitans of Russian Federation the train was met with a sincere delight. The honorary guests of the train were governors, mayors of the cities and other bodies of legislative and executive power, heads of railways. Altogether about 50 thousand of residents of our country, including workers and veterans of steel trunks, students, pupils, pupils of orphan homes and boarding-schools, pensioners and oth- ers. Many of the young visitors of MELC after ex- ploring the exposition made decisions to become railroaders, to study in technical, and especially, to transport universities. The high estimate of a pro- ject after the first voyage was given by the president of the Russian Railways JSC Vladimir Yakunin dur- ing the meeting with the train staff and the lecturers’ ~ The Mobile exhibition-lecture complex of the Rus- sian Railways JCS that has already become well known, popular and expected, is going to have many interesting trips with a noble educating mis- sion in future. & Fig. 1 Dynamics of IPEM indexes in 2010-2011 (against the respective month of the last year) In the basis of calculation of demand index of industrial products lies the assumption: the ime of consumption of industrial products corresponds to the moment of its transportation. PEM-demand index is calculated basically on the base of operational data of loading of industrial products on the rail transport. The data about the oading on the Russian stations are cleansed from he influence of transit and import cargo, but they ake export into account. The railroad transport of Russia carries up to 80% of industrial goods In case of steady economic growth the dynamics of industrial indexes will be determined by the fast developing sectors. So, in the period till 2008, the main contribution to the dynamics of industrial production was formed by extractive and middletechnological industries due to the fast growing export supplies and successful pricing 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) Fig. 3 IPEM index dynamics in 2008-2012 (trend with seasonality correspondence) The stock balance is on a high level even now, but the current situation has also another sources. One of the main is the decrease of the transportation index of the significant list of industrial goods (almost all non-massive freight, massive — cement, timber cargo). Growth of the final cost of the freight railway transportation and the deficit of railcars for loading forced many of the consignors to use the alternative modes of transportation, mainly auto, but it’s resources are not endless also, and limited, mainly, by the state of infrastructure of the automobile roads. 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 Table 2. Structure of investments in fixed capital, 2008-2011 The inflow of private investments is limited by the significant quantity of uncertainty factors that do not allow planning of investment process. To the questions of entering WTO and still unsettled questions of tariff regulation of natural monopolies (changes in RAB, repeal of benefits on taxes), sequent changes in the rules of electric energy retail market, uncertainties in tax regulation and indistinct perspectives from possible changes in Civil Code have been added. All of that forms cautious attitude to the investments into the Russian economy from the side of private investors, but even some considered steps of new Government, oriented to raise the investment attractiveness of Russia, could rapidly change the situation for the better. m was not a WTO member (so had no restrictions on subsidies and other prefernces to domestic pro- ducers). These facts gave the possibility to directly support the industries most affected by the crisis — car and aircraft production, shipbuilding and other sectors of raiway industry (Table 1). the demand by providing preferences to domestic producers distorts the competition in the market and could lead to unjustified price increases and increased costs for consumers. The probability of occurrence of adverse effects is higher in cases of direct stimulation of demand - the introduction of protective duties, government procurement. Stimulating consumers to buy domestic goods less frequently has adverse effects. Finally, crea- tion of "greenhouse conditions" at the expense of protection does not encourage businesses to qual- ity development. measures to support the demand — in supported percentage points of the index of processing in- dustry (Table 2, and 3). For modernization meas- ures, aimed at long-term effects, assessment of the impact on the development of the industry was carried out. Direct effect on the industry may be compensatory, when the measure only levels the effects of the crisis, in terms of deteriorating the financial situation of the company or a recession in demand for products, or stimulant that is, favor- ing structural changes. Most measures, taken in 2008-2010 were of a compensatory nature. Com- pensatory measures provide only short-term effect and do not stimulate the company to overcome the crisis and to continue its further development. Stimulating measures include all measures to re- structure and modernize the economy, part of the measures to stimulate the demand, if there is stim- ulation of innovative demand, part of the measures to facilitate access to credit, if the funds are spent for investment. Source: IPEM calculations, the Ministry of Industry and Trade of Russian Federation and the Federal State Statistics Servic The measure on reducing income tax i n Russia was one of the most inefficient in the crisis. The effect of the measures was higher, t ne more profitable the industry was in the crisis year. However, most of the companies in th industry showed a negative financial resul As a result, budget losses from the red e raiway in 2009. uction of income tax in the industry totaled 115 billion rubles and almost all the positive effect was in t he power Many of the decisions to change the rates of customs duties were made during the crisis. And some of them were temporary (usually nine months), and some — constant. As part of the Table 3. Results of direct effects calculation of industry state support in 2010 Source: IPEM calculations, the Ministry of Industry and Trade of Russian Federationand the Federal State Statistics Service 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 DEMAND SUPPORT Increasing import duty for the "protected" products. A striking example is the price of cars, the rising cost of which for the year amounted to more than 8%, while the price of almost all components fell (Fig. 4). state budget. However, this measure has obvious negative effects for consumers, which breaks competition in the market and which most often are expressed by the unjustified growth of prices 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 customs barrier will be much higher — 10.7%. The significant excess of the average customs tariff, weighted for the production, over the weighted im- port is evidence of the effectiveness of customs and tariff policy, since goods that are not manufactured in China prevail in the imports structure. Fig. 5 The average customs tariff in the major economies of the world in 2008-2009 (weighted by the structure of imports) Source: World Bank, IPEM calculations Fig. 6 Average tariffs weighted by imports and production, 2008 Source: World Bank, Rosstat, Federal Customs Service of Russia, IPEM calculations Fig. 7 Volume of direct financing of the automobile industry in 2009 (on returnable and non-repayable basis) Source: IPEM calculations Fig. 8 Direct and indirect stimulation of innovation in the largest economies of the world Let us note metal chipping in the head of re- ceiving rail, chips, wear hammering of the tread Fig. 1 Metal chipping in the receiving rail within the joint area a one of Transsib track sections (passed tonnage is 420.2 millior tons) Fig. 2 Computational model of bouncing oscillations and side oscillation of the railcar However, the car body may behave as a pendu- um on a moving support since its gravity centre is located higher than supporting points. In these conditions non-linear links may exist between he generalized coordinates of the mechanical system. As a result, the car body motion may become unstable at certain motion speed. To il- ustrate this statement, let us make the follow- Fig. 4 Dependence of maximum impact load for the railcar journal aperture, which is located in the last third part of the train, upon initial speed during pneumatic breaking (gaps: 1 - 12 mm; 2 — 16 mm) This predefines the highest concentration of crack formation in the area of the solebar jour- nal-box aperture. It is interesting to note that the Fig. 3 Oscillograph record of the longitudinal force in the contact of a journal box and a solebar during braking the loaded car on a hump plot shape within 0.35-0.9 sec illustrates the ef- fect of vibrating linearization of dry friction non- linear force, which appears in the contact of a solebar support surface with a journal box. The Company is the largest producer of railway signaling equipment in Russia and CIS countries. The list of produced items includes more than 4,000 identities of serial production for railway signaling systems: relay, relay-processor and SCB (signalling, centralization and blocking) microprocessor systems devices, railway crossing equip- ment, control and monitoring systems. The equipment is delivered to the objects of new construction, reconstruction and modernization. Moreover, customer is supplied with backups for repair and maintenance purposes. The strategy of JSC ELTEZA is to provide of complex service package as an integrator in railway signaling projects: from 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: weiygyy ww: Fvuusct Dr., Assistant Lecturer at the Department for Carrying and Lifting Machines and Works, South Russian State Technical University a —_———_—r Dr., ‘Director General of NEVZ LEAN PRODUCTION TOOLS EFFECT ON EFFICIENCY OF NOVOCHERIKKASSK ELECTRIC LOCOMOTIVE PLANT LLC (NEVZ) Analogy with the scientific organization of labor and system of work rationalization Fig. 1 The analogy of lean production tools with the approaches of scientific labor organization in the historical context of NEVz | - total number of the enterprise personnel in relative terms, % _- volume of production in relative terms, % Fig. 3 Nomenclature of NEVZ products of 2005-2010 (Fig. 2a). However, one may observe a significant decline of investments in technical renova- tion and the number of units of purchased processing equipment (Fig. 2b). The number of people working at the enterprise, has remained relatively constant, one may even observe a downward drift. (Fig. 2c). freight electric locomotives of different configurations, kind of current and capacity are planned to be pro- duced at its base. Labor costs for maintenance will be reduced by 20 times, due to the technical solutions implemented in the EP20 locomotive. They will also increase the run between repairs (for example, the average repair will be carried out after 1 million km vs 600,000 km at present) and ensure energy savings. Moreover, the service life of the new electric locomo- tive will be extended to 40 years (now it is 30 years). Fig. 4 The general shape of a new EP20 electric locomotive The fact that our enterprise has developed an inno- vative double-current electric passenger locomotive EP20 (Fig. 4) deserves particular attention. It has been designed as a result of a joint project of Transmash- holding CJSC and the Alstom Transport Company. The EP20 locomotive is the leading model of a new Russian locomotives family, designed for speeds up to 200 km/h. The design of the EP20 electric locomo- tive implemented the principle of a modular assembly on a base platform. A wide range of passenger and Fig. 1 The scheme of interaction between producer and consumer within the application of a methodology for life cycle cost estima- tion rate of growth of carrying capacity of the wagon - an in- crease of 2.8% to the price for each percent of increase in the indicator. The indicator "run between depot re- pairs" is in the second place — 1.5%. Given the fact that the main trend in development of freight wagon build- ing are now the multiple increases in the distances run between overhauls: up to 500,000 and eventually up to one million kilometres, the improvement of this indica- - The results are presented in Fig. 3. Even if they are predictable, they turned out to be rather interesting. The largest contribution to growth in prices was made by the Fig. 2 General scheme of the mathematical model of life cycle cost estimates Fig. 3 Results of the study focused on factors that shape the economically reasonable price of freight wagons Indicators of operating conditions of the wagon were also analyzed: the coefficient of the empty run, capacity of utilization, turnout of the wagon, the income rate, the range of loaded journey, etc. The largest con- tribution to the limit price growth is made by the growth in the revenue rate and the growth of coefficient of uti- lization capacity. The values of both factors are 2.8% growth of the limit price by 1% increase in the value of each indicator. Since the size of the revenue rate does Despite the fact that this study was carried out for abstract operating conditions of the stock, it allowed making a conclusion about another area of applica- tion of the methodology of assessing life cycle cost: the business, for customers developing flexible strategic approaches to organization and business transformation, evaluating the costeffectiveness and risk factors in these Table 1. Prices for mass-produced springs for car truck (model 18-100), rubles* ‘The average rate for euro in 2011 is equal to 40.90 rubles 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- 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- most the entire length of its life cycle. Therefore, maintenance and repair cost of freight railway transport will be reduced substantially. Moreover, the new quality springs may become an important Fig. 1 The diagram showing percentage ratio of uncoupling instances by defective component (Source: Vagonniy Park Magazine, No. 6 2010) Main Line Electric Locomotive production by manufacturers, 2011 Locomotive production 2011 — 1st quarter 2012 Diesel Shunters production by manufacturers, 2011 Main Line Diesel Locomotive production by manufacturers, 2011 Passenger Coaches production by manufacturers, 2011 Freight Car production by manufacturers, 2011 Amount of railway industry production and services sold, exclusive of VAT, bln euro Fig. 1. Interior of metro car designed by GLSK nnovative-Industrial Cluster of Transport Machine- Building “Subway and Railway Technique” (IIC TMB “SRT”) was formed in Saint-Petersburg, Russia by combining the manufacturing, technological, research, infrastructural and other capabilities of geographically related manufacturing companies, research institutes, universities and other organizations of one sector for a more rapid and efficient development of new knowl- edge and production of innovative products in the field of guided transport systems. Metro and urban railway transport is the most rel- evant and accessible (including from the standpoint of cost) type of passenger transport in Saint-Petersburg. And it defines the basic requirements for modern and high quality renovation of rolling stock and railway infrastructure. 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- trialis? on the specialized stand of the exhibition area ‘Cluster-Based Policy of St.Petersburg’. Fig. 3. LED lab of Svetlana Optoelectronics JSC Table 1. Technical characteristics of electric locomotive EP20 Table 2. Technical characteristics of the 2ES5 Electric Locomotive In the design the all-metal cabin and modern light- ing system using emitting diodes is applied. Emitting diodes are used not only in spotlights and buffer flash- 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 Table 1. Basic specifications of CME3 triple-engine diesel locomotive Fig. 1 Cycles of operation of CME3 triple-engine diesel shunting locomotive Fig. 2 CME3 triple-engine diesel locomotive fuel tank with slogan “With care about the future. Equipment of XXI century” Fig. 3 Technical environmental performance demonstration of CME3-ECO locomotive Two-story or double deck coaches are widely used abroad. The European "Stephenson" 1435 mm railways have a very limited size - the height of the rolling stock should be no more than 4.2 m from the railhead level. Such a "squeezed" size made Recently, Russian railwaymen have been quite satisfied with single-deck carriages. Yet time pass- es. The Ministry of Railways of the Russian Federa- tion has been reformed into Russian Railways JSC, from which the Federal Passenger Directorate was assigned, which in turn was recently transformed into "Federal Passenger Company" JSC. These reforms were aimed at improving the economic ef- ficiency of the passenger transport and made Rus- sian railwaymen consider the possibility to improve the economic efficiency of passenger long-distance traffic. Only the middle part of the carriage, located between the bogies, is it actually double-decked. The interior layout of the end parts of the carriage slightly differ from the modern single-deck car- riages manufactured by TVZ. The floor level of the end parts is at the raised platform level. The op- erating end of the carriage includes an operating vestibule equipped with sliding plug entrance and automatic foldaway intercommunication doors — the same as in single-deck carriages. There is a private compartment that includes microprocessor-based facilities control console of the carriage that is al- ready familiar to our conductors, fire alarm system, a microwave, a refrigerator, a sink, an electric ket- tle, and a cooler to have cold and hot water with Vouble-deck Carriages are designed to operate In trains of the permanent formation. This means that the train will move in the same composition through- out the route, a change in the train scheme will be possible at the place of the train formation and turn- around. The carriages are equipped with gapless drag bars and gas-tight inter-carriage passages that reduce noise and vibration levels. Standard Table 1. Standard series of wheel sets Fig. 1 Determination of rectification plane in LSC Fig. 2 Pattern of calculation of the object identification accuracy At Figure 7 the vanishing point V is a level with respect to which the lower plane of scene which coincides with the rectification plane can be mod- eled. The bearings of detected objects will be pro- duced in the rectification plane for the verification algorithm (Fig. 8). List of References: Conclusion 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 Fig. 7 Source image processed by ARRD, determined characteristic lines respectively ‘ithin the work, as well as proving the effective- ess of suggested algorithm of railway detection, fas conducted. = Recently developed TVEMA Group’ visual defect detection system SVOD enables on-line detecting of track structure defects critical for traffic safety (damages of etc.). It is ins vehicle and a of all elemen assembled ra lows continuous s of the track s ils and sleepers. and processes image from t cameras loca monitored obj ed in the immedi in all environmental conditions, with fluid coo ing, heating, dus automated con ructure within he high-resoluti iate vicinity of ects. To ensure effective operati he system is fit removal syste joints, cracks in rails and sleepers, alled on the undercarriage of any rol This device logs ms and system of mechanical external wiper system. All acquired video data are precisely referenced to the geographic and track coordinates. The system provides the possibility of comparing data from other diagnostics systems installed on the vehicle.m= Non-contact automatic scanner and high-speed NDT analyzer are installed underframe. Such design excludes probe to track mechanical contact which can cause acoustic interference, and ensures precise alignment of sensors with rail centerline without reduction in speed during travel along straight and curved track sections and switches. with non-contact sensors. It makes possible previously unattainable inspection speed of up to 100 km/h, automatic location of defective areas and superposition of obtained video data and schematic mapping of defects and ‘suspicious’ point on the track model. Fig. 1 Structure of UIRE Expert Institute The main aim of the Memorandum is to raise the competitiveness of Russian railway industry by means of absorption of the IRIS standards request. IRIS man- agement center together with UIRE provides training of specialists of Russian railway industry enterprises to learn the IRIS standards, to hold conferences and Nowadays the task to gain a new level of railway rolling stock quality on the basis of innovative, disrup- tive technologies is stated in front of Russian railway industry enterprises. The development and launching into manufacture of rolling stock with refined exploi- Fig. 1 The cooperation between the Russian Railways JSC, UIRE, UNIFE and IRIS Fig. 2. IRIS certificates The first Russian enterprise that received the certifi- cate of compliance to the IRIS standard of the railway industry in April 2010 was Izhevsky Radiozavod JSC. About % of the production, produced by the factory, is made for the railway transport. Particularly, these are safety devices and communication tools for the Russian Railways JSC. During the implementation on the enterprise 18 pilot functional projects aimed to raise the work effectiveness were established. More than 3,800 factory workers had a three directions of trainings: technology-engineering, manufacturing and economic. In April 2010 the international agency Bureau Veritas Certification has provided a certifica- 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 On the General meeting of UIRE members Tekh- notest quality bureau LLC was entrusted a function of branch coordinator of IRIS standard implementation in Russia. Tekhnotest quality bureau was created in Table 1. The estimated values of locomotive technical readiness coefficient A, at limiting values of w), L,, and T,,, Fig. 2 The behaviour fields of the locomotive technical readiness coefficient A, for the average monthly running L,, at different average failure rate values @ and delay time at unplanned repair T,,,,
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