Armenian Railways: Five Year Business Plan
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- 3.4.1Rollingstock Fleet
- 3.4.2Yerevan Locomotive Depot
- 3.4.3Yerevan Wagon and Coach Depot
- 3.4.4Gyumri Locomotive and Wagon Depots
- 3.4.5Cost Reduction Opportunities
3.4Rollingstock ServicesThe depots, wagon repair facilities and coach repair facilities are the responsibility of the Rollingstock CJSC. The company has seven branches:
I 3.4.1Rollingstock FleetThe Rollingstock CJSC owns a fleet of about 146 locomotives, including both diesel and electric. Of this number, about 34 are required in the operational fleet to meet current needs. The 34 unit requirement includes time for scheduled technical inspections but not unscheduled repairs.
While AR has 29 electric locomotives in operating condition and ready for service; the operating requirement currently is for 22 electric units. Seven of the 12 diesel shunting locomotives are currently required for shunting and local services, others are assigned to the recovery and fire trains for emergency use. The Rollingstock CJSC also maintains a fleet of seven electric passenger-trains (EMUs). Currently, one train is in the Yerevan Locomotive Depot undergoing major overhaul, one is being overhauled in the Gyumri Locomotive Depot, and one is awaiting overhaul in Yerevan. These are generally used in short haul service with little passenger amenities and operate like commuter trains to and from their origin station in a day. In addition to these trains, a similar service is operated between Armivar and Akshalois using conventional locomotive hauled passenger coaches. Finally, an international train operates from Yerevan to Tiblisi using conventional equipment and electric locomotives. The Rollingstock CJSC reported that they own about 270 passenger coaches and use 12. They have selected the 12 most modern coaches from the larger owned fleet to minimize expense and maximize customer amenities. Other coaches are used on the Armivar/Akshalois service. Some coaches are also being used on the Gyumri/Airum passenger service, which is normally run using EMUs. Finally, the Rollingstock CJSC is responsible for a fleet of 4,280 wagons in the freight wagon fleet. Of this amount only about 1,000 are operationally required, the remainder are stored. The Rollingstock CJSC does capital repairs and major repair work on this fleet in its wagon depots. Major repairs are not made to foreign wagons. Under the agreements governing interchanges of wagons between CIS railways, the Rollingstock CJSC must perform running maintenance on foreign wagons on its line as required. The Rollingstock CJSC does those repairs at each major station where there are wagon and train inspectors, but not in it’s major depots. 3.4.2Yerevan Locomotive DepotThe Yerevan Locomotive Depot is contained within one building complex. The depot handles heavy maintenance and capital repairs to VL8 type electric locomotives, diesel locomotives, and electric train sets. A total of 268 staff are employed at Yerevan Locomotive Depot. This includes 150 drivers and assistance and 118 staff at the Depot. A rail yard filled with derelict rusting locomotives and other rolling stock surrounds the locomotive depot. Several of the approach tracks to the locomotive depot are filled with old rolling stock that is not likely to be repaired. Some of this excess equipment serves as a storehouse for parts used in repairing working locomotives. 
The depot facilities are naturally lit, dry and appear to be reasonably well maintained. Most tracks have under-floor pits, some have elevated structures to put external work floor surfaces at deck height. The overall structure appears to be composed of concrete support and overhead structures with concrete block sides. The roof is in good condition. Maintenance requirements would be expected to be low. No plant heating equipment was visible in the locomotive depot. There was no plant steam (not working any more), but lighting was sufficient. Interior lighting resembles ordinary streetlights. The workshop is not electrified (electric trains and locomotives cannot operate through or even into the facility). The picture below shows a nearly complete VL8 locomotive and one just starting the rebuild process on tracks 4 and 5. One of several hydraulic jacks is positioned beside the nearly complete rebuild. The picture above on the right shows an electric train set being rebuilt on track 1. While there are a number of hydraulic jacks and two 30 tonne overhead cranes in operating condition, the lack of power tools, power points, and any kind of portable work equipment is notable. Nearly all work is with manual tools and techniques, or with the assistance of the overhead crane. The workshop has one working drop pit for the removal of wheels and an in-floor wheel lathe of Russian design that appeared to be producing good results. Yerevan Depot does not have an electrical sub-shop so traction and blower motors cannot be rebuilt there. Such work is sent out to a local electrical company. Gyumri Depot has a small motor workshop; they repair most compressor and blower motors for the railway. T The VL8 rebuild is similar: most components are removed, cleaned, tested for tolerances, adjusted and repaired as necessary. High-voltage wiring and wiring for control circuits are replaced. The pantograph workshop is at Gyumri Locomotive Depot, Yerevan Depot does not have a pantograph workshop. T  he same locomotive depot facilities are used for diesel locomotive overhaul and rebuilding work. A single unit ChME3 diesel locomotive undergoing overhaul is shown in the picture at left. As with the electric units, the diesel rebuild seems complete. Cylinder assemblies are pulled, pistons removed and valves reseated (a hand process), valve guides are checked and defective ones replaced with new components. Cylinder assemblies that need overhaul are sent out to a local engine overhaul contract shop. The crankshaft and block are not removed. The turbo charger was removed, cleaned, bearings checked and replaced as needed, reassembled and then repainted. An injector workshop disassembles, cleans, checks for broken components, reassembles and tests with a hand pressure testing machine. The Rollingstock CJSC has a lot of injectors in the injector repair shop, so most injectors are repaired by replacing defective components with excess components from storage. The railway does purchase new injector tips (these come from Russia and cost about $30). The Rollingstock CJSC does not have the machine tools to produce new injector tips or critical internal injector components.
The plan for the Yerevan Locomotive depot is for it to continue to rebuild electric trains (one train per year) and overhaul VL8 and ChM3 locomotives. The number of VL8 and ChM3 units to be overhauled will depend upon the budget. This year, two of each are scheduled. The Chief Engineer said that they could do an overhaul of either type unit in two months if they had the parts. It is taking them longer now because they don’t have the money for new parts and components. It is clear that most work in the locomotive depot is being conducted with very limited access to replacement parts. Only access to a large store of excess equipment makes this possible. At some point, new components will be required. 3.4.3Yerevan Wagon and Coach DepotT  he Yerevan Wagon and Coach depot performs major and capital repairs on freight wagons and passenger carriages. The shop has a capacity of about 10 wagons. Wagons for overhaul or major repair are placed and repaired units removed once each day by a diesel locomotive switching the facility. The workshop is naturally lit and appears dry and in reasonable working condition. The floor near the wheel lathe is dirt but is being slowly finished with concrete. There are a number of low capacity overhead cranes. In addition, the facility has 12 hydraulic jacks to lift wagons and coaches at work locations as needed. Track 4 does not go through the depot. Rather it is used as the wheel handling track. The shop does not have a mount and de-mount press so wheels are turned on their axles. No wheel set assembly work is done within Armenia.
A bearing shop repairs bearings but no work has been conducted there for some time. The brake shop is fitted with two testing stands and two manual rebuild stands. A separate room is used for repairing slack adjusters and other brake rigging components. A coupler and yolk shop is located near track 1 and is equipped with a home crafted electrical heating and hardening or strengthening system. The workshop reconditions couplers and yolks. Wear areas are built-up by welding. Wear areas include coupler interior faces, yolk stay holes. The coupler shop has a magnetic testing device. As in the locomotive workshop, work was performed with only limited access to new parts or components. All components possible are either rebuilt or taken from excess wagons. 3.4.4Gyumri Locomotive and Wagon DepotsThe Gyumri Locomotive Depot maintains 12 LV10 electric locomotives, two emu train sets, and four diesel shunting locomotives. The Diesel Depot was destroyed in the 1988 earthquake. While reconstruction was started, it was never completed. The Locomotive Depot does capital repairs to VL10 and emu equipment but only current repairs on shunting locomotives. Diesel locomotive overhauls are done in Yerevan Depot. The current repair depot at Sanahin (where the helper locomotives work) is a branch of the Gyumri Locomotive Depot. A current repair Wagon Depot is situated next to the Locomotive Depot. The layout of Gyumri workshop complex is shown below. 
A total of 300 staff are employed at the Locomotive depot. 123 drivers and driver assistants; 147 staff in the locomotive depot; 10 maintenance and support staff; 20 management and engineering staff. In the past, more than 1,000 employees were on the Gyumri roster. Some 200 staff work at the Sanahin Locomotive Depot, mostly drivers. The Locomotive depot has a Polish built under floor wheel lathe for turning locomotive wheels. The lathe is very busy, which is surprising given the small number of locomotives maintained at this location. A bi-level elevated platform is located between track 3 and 4, providing two work levels, one at the top of the locomotive, the other at deck height. In addition, there are pits under these tracks, allowing access to undercarriage, wheels and bogie components. A drop pit is located on Track 2. A coach depot is located next to the Locomotive Maintenance Depot. This facility holds 16 carriages and has facilities for working on the roof and undercarriages of the coaches, and for performing running repairs. These facilities do not perform capital repairs but rather running repairs on carriages. However, both tracks in the Coach Repair D  epot are full of coaches that require significant maintenance. A pantograph workshop is located south of the Locomotive Depot area. It is in a separate building. Next to the Locomotive Depot, a diesel maintenance depot is under construction. This was begun after the earthquake but construction was halted due to a lack of funds. Officials intend to complete the facility over the next few years. While there is no floor, pits have been poured, and the support structure and roof are complete. Finally, the office building contains not only offices for Locomotive depot staff but crew callers offices, a nursing station for locomotive drivers and guards as well as a crew hotel. Each driver and guard is tested for alcohol and alertness prior to signing on duty.
Component workshops are located in the daily locomotive maintenance shed, beyond the Pantograph workshop from the Locomotive Depot. The daily locomotive maintenance shed can house three VL10 locomotives on each of three tracks. The component workshops provide repaired and overhauled components to both the daily locomotive maintenance shed as well as the larger Locomotive Depot. Again at this location there is new work on locomotive wheel turning. In this case, a wheel and axle facility is being built in the Daily Locomotive Maintenance Shed. This will replace an existing locomotive wheel truing facility and provide room to expand the wheel flange welding shop. This is the workshop that is welding new metal on wheel flanges. After they have been welded, they are turned in one of the wheel truing machines and are then ready to put on locomotives. This is another example of a very stringent effort to reduce the use of imported materials and reduce cash flows. It appears to take about 4 hours to weld one full wheel flange, a shift to do a wheel set. The will be able to do two sets a day once the wheel and axle facility is complete. The Gyumri Wagon Depot conducts capital repairs to freight wagons. The depot turns out an average of 4.3 wagons per day and completes capital repairs to about five wagons per month. As with the locomotive depots and workshops, the Wagon Depot has a large area devoted to wheel turning. This workshop turns pairs of wheels mounted on axles and is the wheel workshop for all Armenian freight wagons. The wheel shop turns out 250 pairs of wheels a month. Here, too, wheel flanges are welded and turned to produce new wheel sets. The Wagon Depot contains a series of component and specialty workshops necessary for wagon repairs. There is a workshop for the repair of gates, locks, and covers and a small blacksmith shop with forge and drop hammer for forged components. The workshop was working mostly on drop-bottom hopper cars this year. The facility has no cafeteria or worker rest area. It has no artificial lighting though it is naturally well lighted during daylight. The facility need track repairs. The Wagon Depot is staffed by 95 employees. 3.4.5Cost Reduction OpportunitiesSeveral opportunities exist to reduce rolling stock maintenance costs. Given the reduced number of locomotives now required for service, locomotive depots can be consolidated into one facility. It should be possible to consolidate all three locomotive depots into one at Gyumri. It may also be possible to consolidate the electric locomotive fleet to one type, either VL10 or VL8 locomotives. This would require an increase in overhauling older locomotives of that type. The work will require several years to implement. In addition, emu maintenance can be consolidated into one workshop specializing in their overhaul and repair. These consolidation efforts will require moving some specialized employees from one workshop to the consolidated facility but substantial staff reductions could be achieved. In addition, the number of facilities can be reduced and costs of operating, heating, maintenance, insurance and taxes could be eliminated. Locomotive driver and driver assistant productivity can be improved through better management structures arising from the recent restructuring and as a result of the increased traffic levels forecast for the next few years. Electricity charges for traction power are part of the Rolling Stock company charges. A concerted effort to reduce energy consumption (by turning off substations and sections of catenery during no use times can contribute to reduced energy consumption. Increased supply of materials and imported parts can also increase productivity of depot maintenance staff. Overhaul of diesel locomotives means that the few required for service will be recently overhauled in the next few years. That will improve reliability and permit an increase in the productivity of diesel locomotives as will the forecast increase in traffic over the period. The use of new wheels and improved lubrication of center plates, flanges and bogie components can reduce the demand for wheel truing and welding, which seems to have reached an alarming level. Elimination of excess fleet and better management of the wagon fleet will improve wagon cycle times. The Rolling stock company should plan the proposed changes and then develop a zero based budget plan for implementation over the plan period, resulting in improved employee productivity. Finally, all excess locomotives, wagons and coaches should be shifted to the management of a new company designed to dispose of these assets or earn a return from them through leasing or sale to outside parties. Excess wagons may be used for shelter, sold for scrap, or rented to other railways. The new company should be responsible for managing the excess fleet. It may be privatized at some point. Directory: ECA -> Transport.nsf -> ExtECADocByUnid ECA -> Phonetics and phonology ECA -> Brightspace Platform Requirements 1 Document Change History 1 Brightspace Platform Requirements 2 Brightspace Apps 5 About D2L 9 ECA -> Microservices in the Brightspace Cloud ECA -> Brightspace Assignment Grader for Android 6 ECA -> - ECA -> Brightspace Platform Requirements 1 Brightspace Apps 4 About D2L 9 ECA -> My Course series objective ExtECADocByUnid -> Review of sector transport, infrastructure and communications in bulgaria ExtECADocByUnid -> Review of the sectors transport, infrastructure and communications in romania Download 0.9 Mb. Share with your friends:
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n addition, there are wagon and coach repair depots at several terminal locations (e.g., the running-repair facility at Massis). These fall under the responsibility of one of the seven branches listed above. For example the Massis wagon repair facility falls under the direction of the Wagon and Coach Depot at Yerevan.
he rebuilding of the electric train was very complete. Trains are stripped to the frame and exterior walls and all components disassembled, cleaned, repaired and reassembled. All wiring is replaced with new wire with modern insulation characteristics. A new floor is installed; instruments are removed, cleaned and rebuilt. For the most part, components are removed, cleaned,