Relational Effect of Preservation of the Wagon Fleet

N. F. Sirina and V. B. Sverdlov

Ural State University of Railway Transport, Ekaterinburg, Russia

Keywords: Damage to the wagon, preservation of the wagon fleet, gravity hump, slid flat, JSC "VNIIZHT", relational

strategy, complementary effect.

Abstract: The analysis is carried out and the causes of damage to wagons during freight operations are considered. It

is proposed to consider the relations between the rail traffic participants as relational. A system of ranking

indicators of profitability of enterprises from participation in the relational process has been developed. A

relational model of the process of organizing the work on the preservation of the wagon fleet in Russian

Railways JSC has been developed, it has been proved that the maximum effect for the preservation of the

wagon fleet can be achieved only from joint projects to organize the processes of the preservation of the

wagon fleet by financing infrastructure projects of Russian Railways JSC by private investors with further

profit due to the implementation of investment projects.

1 INTRODUCTION

The structure of the organization of work to ensure

the preservation of the wagon fleet was created in

the Ministry of Transport of the USSR by

conducting long-term research and accumulating

experience in preventing damage to wagons en

route. The limiting factor was the ownership of the

wagons by one owner – the state. The emergence of

wagon owners in parallel with the development of

the market for the provision of railway transport

services has led to a redistribution of functions and

differentiation of interests of participants in the

railway transportation market.

The leaders among the owners of rolling stock

are First Freight Company PJSC, Federal Freight

Company JSC and a number of others (Table 1).

During the post-war years, with the development

of railway transport in the USSR, a system was built

to ensure the preservation of wagons, aimed at

improving the technical maintenance of the wagon

fleet. An inspection for the preservation of the

wagon fleet was established and actively operated in

the Ministry of Railways. The tasks of the inspection

included the development and implementation of

measures to prevent damage to wagons. At the

Department of Wagon Economy (in the Ministry of

Internal Affairs - the main department of wagon

economy), an apparatus of auditors for the

preservation of the wagon fleet has been created.

In parallel with the creation of the structure for

monitoring the preservation of the wagon fleet in the

USSR, research, design and project work was

launched to ensure the durability and survivability of

the wagon fleet, both when creating new wagons and

from the development of the rules for the operation

Table 1: The largest wagon owners and operators of rolling stock.

Ser. No. Com

name Fleet of wa

ons Date of establishment

1 PGK PJSC

(

First Frei

ht Com

PJSC

)

110000 2007

2 FGK JSC

(

Federal Frei

ht Com

JSC

)

134200 2010

3 Transcontainer PJSC 122000 2006

4 Neftetranservice JSC 70200 2006

5 Modum-Trans LLC 69000 2010

6 Globaltrans 68190 2008

7 GC RTC 68000 2008

8 SUE

55000 2001

9 RailGo 31500 1997

10 Gazpromtrans LLC 30000 2002

Sirina, N. and Sverdlov, V.

Relational Effect of Preservation of the Wagon Fleet.

DOI: 10.5220/0011587000003527

In Proceedings of the 1st International Scientiﬁc and Practical Conference on Transport: Logistics, Construction, Maintenance, Management (TLC2M 2022), pages 347-354

ISBN: 978-989-758-606-4

 2023 by SCITEPRESS – Science and Technology Publications, Lda. Under CC license (CC BY-NC-ND 4.0)

347

of the wagon fleet.

Advanced designs of wagons with metal

sheathing, metal floor and sides appeared at that

time, and the direction for the development and

application of anticorrosive materials began to

develop.

2 ORGANIZATION OF

SCIENTIFIC RESEARCH IN

THE FIELD OF WAGON

FLEET PRESERVATION

In order to solve the issue of preventing damage to

wagons at the end of the 60s of the last century, the

All-Russian Research Institute of Railway Transport

of the Central Research Institute of the Ministry of

Railways (now VNIIZHT JSC) began work on

creating a standard for ensuring the preservation of

the wagon fleet during shunting and loading and

unloading operations. This standard was called

GOST 22235-1976 "Freight cars for 1520 mm gauge

main line railways. General requirements for

preservation during loading and unloading and

shunting operations" (GOST 22235-1976, 2000).

This GOST established the basic terms and

definitions characterizing the damage to the wagon

during its operation. A group of railway scientists

under the leadership of the head of the laboratory of

wagons of the Ural Branch of the Central Research

Institute of the Ministry of Railways, Candidate of

Technical Sciences Senderov, G.K., developed the

basic principles of ensuring the preservation of

wagons. For these purposes, studies, calculations,

tests were carried out, since each figure included in

the standard required confirmation. Thus, the works

of S.A. Drugal are devoted to the development of

systems for unloading frozen cargo and

requirements for them, the works of V.V. Zubarev -

to the rules of cargo transportation, the works of

M.Yu. Pashkevich - to the reliability of wagon

designs, the works of A.P. Stupin, M.L.

Kamenomost, V.S. Usov, V.V. Kolomiichenko,

S.G. Ivanov and other scientists - to maintenance

issues (Drugal, 1974; Zubarev, 1968;

Kolomiychenko, 1980).

The above-mentioned studies cover a wide

range of issues related to the organization and

management of the preservation of the wagon fleet

for a period of almost 40 years, i.e. up to the

moment when the division of the railway

transportation market took place.

Already after the beginning of the reform of

railway transport, in order to streamline the

relationship between the owners (operators) of

rolling stock, the owner of infrastructure,

stevedores (owners of non-public tracks), as well as

the wagon repair complex, attempts were made to

process the regulatory documents in force at

Russian Railways JSC. In 2010, under the guidance

of the authors of this study, the standard for the

preservation GOST 22235-2010 was revised

(GOST 22235-2010, 2011), and later, in 2019,

VNIIZHT JSC developed a standard for the

organization of a non-profit partnership

"Association of Manufacturers of Railway

Equipment" (OPZHT NP) (STO OPZHT 00.000-

2018), aimed at streamlining relationships within

the organization.

To date, there is a situation in the industry when

the requirements for the manufacture of new

wagons, the operation of railway rolling stock are

regulated by technical regulations (Technical

regulations of the Vehicle, 2011) and Railway

Operating Rules (Rules of technical operation of

railways of the Russian Federation, 2019), and the

requirements for preservation are voluntary.

There is a need to analyze statistical information,

control the production activities of enterprises, and

develop effective solutions for organizing the

continuous process of preserving the wagon fleet.

3 ANALYSIS OF THE DAMAGE

OF FREIGHT CARS ON THE

RAILWAY NETWORK OF

RUSSIAN RAILWAYS JSC

The losses of participants in the railway

transportation market from damage to wagons on

non-public tracks and during shunting work are

enormous. And although in recent years there has

been a tendency to reduce the number of damaged

wagons, the overall dynamics of the growth of

damaged wagons in the conditions of structural

reform of railway transport remains at the level of 80

- 100 thousand damaged wagons annually. Thus,

according to the management of the carriage

economy of Russian Railways JSC,

if in 2005 - 17,155 wagons were damaged on the

railway network, 2007 - 43,500, 2010 - 57,806, then

in 2013 - 118,380 cases were recorded. Currently,

the situation has stabilized (Table 2), remaining at

the level of 70-80 thousand wagons (Sverdlov,

2021).

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The main reason for the large number of

damaged wagons is the result of their interaction

with technical means of loading and unloading: rope

grab buckets, car dumpers, vibrating rippers,

unfreezing facilities, and other devices (Klavdienko,

2013; Lapshin, 2017). On railways serving sea and

river ports, this is the use of clamshell technology

for unloading coal from gondola cars (Lapshin,

2012), and the current technical and technological

level of organization and conduct of cargo

operations at industrial enterprises cannot guarantee

the exclusion of risks of damage to freight cars.

Figure 1 shows a graph diagram of the causes of

damage to wagons on public and non-public tracks.

The checks carried out on the roads to ensure the

SVP, mechanisms interacting with the car,

compliance with the requirements of GOST 22235-

2010, technical conditions of loading and unloading

mostly depend on the consent and "goodwill" of the

owners of industrial enterprises and non-public

tracks (Ministry of Internal Affairs of the Russian

Federation, 1999; JSC Russian Railways, 2020; NZ1

Sverdlovsk railway, 2021). In addition, in the last

two decades, the losses of wagon owners from the

theft of components and parts of rolling stock have

increased significantly (Table 3) (Korsakov, 2011).

There are about 180 gravity humps on the roads

of the Russian Federation, including more than 20

fully automated humps, about 50 fully mechanized

humps and 40 partially mechanized humps, which

use car retarders of various designs (Savitsky, 2000).

On low-power humps, of which there are up to

70 units, gravity brake shoes are used for braking,

which are placed under the moving uncouples with

the help of special forks by the speed controllers of

the wagons. On the Sverdlovsk road there are four

non-mechanized gravity humps and six more humps

where there are manual braking positions. Gravity

brake shoes have a limited service life, as well as

such a dangerous effect as "welding" the skid to the

Table 2: Damage on public and non-public tracks.

Indicator Damaged wagons, total

2016 2017 2018 2019 2020 2021

Damaged wagons on

the Sverdlovsk

Railway have been

identifie

1071 1054 1058 1127 1004 1074

Damaged roads on the

network have been

identifie

126715 117382 99976 95970 85950 70718

Figure 1: Causes of damage to wagons during shunting and cargo work.

Relational Effect of Preservation of the Wagon Fleet

349

rail during braking. The main disadvantage of

using shoe braking is the formation of slid flats -

thermal damage as a result of heat generation when

the wheel rubs against the rail (Table 4). On the slid

flats, as a result of heating and subsequent

mechanical action, microcracks are formed, during

further operation leading to discoloration of the

metal and the formation of dents, which, in turn,

lead to the formation of fatigue cracks in the disk or

in the rim of the wheel (Tankeev, 2021).

Financial losses of Russian Railways JSC from

the need to reimburse the owners of wagons for the

repair of wheel sets caused by damage from slid flats

and shelled treads account for a significant share of

non-production costs. In 2021, Russian Railways

JSC was sued by the owners of wagons for more

than 660 million rubles in cases of wheel damage

such as slid flats and shelled treads, most of which

were satisfied by the courts (Puzanov, 2022) (Table

5).

In total, for the whole of 2021, the court

recovered 481,194.9 thousand rubles on claims from

wagon owners from the formation of slid flats and

shelled treads from Russian Railways JSC.

Table 3. Identification of stripped down wagons on the Sverdlovsk Railway in 2020 and in 2021.

Year

Number of

identified

wagons with

stripped down

assemblies

and parts

Number of missing brake equipment parts Number of

identified

wagons with

stripped

down

unbraked

assemblies

and

arts

Auto-

mode

bearer

bar

Nipple

Fitting

Coupling

Supply

tube

Auto Mode

Parkin

brake

Steering wheel

Thrust

Other

2020

12285

477 102 3 232 1507 670

459

329 307 4060

2021

39570 65 32 54 1270 4540 4140

965

157

1843 16400

Table 4: Identification of one-sided slid flats on gravity humps Sverdlovsk railway and the network of Russian Railways

JSC.

Year Type of gravity hump

M PM NM Total

up to 0.5 mm

from 0.5 mm to 1

more than 1 mm

up to 0.5 mm

from 0.5 mm to 1

more than 1 mm

up to 0.5 mm

from 0.5 mm to 1

more than 1 mm

up to 0.5 mm

from 0.5 mm to 1

more than 1 mm

2021 Sv

railwa

0 0 0 268 6 1 253 18 0 521 24 1

Railway

networ

152 9 0 3326 1198 5 9609 5913 130 13087 6120 106

2020 Sv

railwa

0 0 0 117 13 0 75 10 0 192 23 0

Railway

networ

0 0 F 3261 1007 0 12004 5682 29 15265 6689 29

2019 Sv

railwa

13 10 0 8 6 0 4 0 0 25 16 0

Railway

networ

70 31 0 2071 730 0 6212 3470 41 8353 4231 41

2018 Sv

railwa

18 13 0 15 12 1 0 0 0 33 25 1

Railway

networ

870 48 0 256 326 1 5723 2155 65 6849 2529 66

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4 DEVELOPMENT OF A

RELATIONAL STRATEGY IN

THE FIELD OF

PRESERVATION OF THE

WAGON FLEET

Considering the issues of the preservation of the

wagon fleet, it is necessary to take into account the

formation of a complementary effect for all rail

traffic participants (hereinafter referred to as RTP).

Historically, the concept of complementarity was

introduced for the market when, with a decrease in

the cost of one product, the consumer's interest in

another product arises.

By participating in a complementary business,

each rail traffic participant, acting as an investor,

should receive a profit and additional remuneration

to his main activity.

Changes that enhance the effect of each other are

called complementary (Zimin, 2013). That is, the

task of searching for complementary relationships in

relation to the preservation of the wagon fleet is to

search for such indirect effects that would ultimately

surpass direct effects. As an example, we can cite

the solution of the problem of preventing the

formation of one-sided slid flats when braking cars

on non-mechanized gravity humps and the formation

of slid flats and shelled treads on the wheels of

freight cars).

The term complementarity was first introduced

in (Milgrom, 1990) and consists in the following

formulation:

Several types of activities are considered

complementary if an increase in the volume of any

of them increases (or at least does not decrease) the

marginal profitability of each of all other activities

of this group.

As a result, the solution to the problem of

ensuring the preservation of the wagon fleet, there is

a need to create complementary assets, which

consists in reducing the losses of Russian Railways

JSC, owners of wagons and enterprises-owners of

non-public tracks. Complementary assets are assets

that complement each other in such a way that

increasing one of them increases the efficiency of

investing in the other, which ultimately creates a

positive relationship between them.

Ensuring the complementarity of certain assets of

all RTP leads to stimulating relations with

companies that increase innovation activity by

coordinating their activities with business partners

(Salkina, 2015), transforming complementary

activities into a relational strategy.

A relational strategy is a strategy aimed at

forming the relational space of a specific RTP, as a

set of bilateral ties between RTP and other

participants in the railway transportation market,

which create partnership advantages in order to

make a profit (Krymov, 2013).

The relational effect Er is a complementary

effect from the activities of a particular RTP in the

technical, technological and socio-economic fields,

Table 5. Amounts presented by recoverers for 11 months of 2021 on one-sided slid flats and shelled treads.

Recoverer

(10 main wagon

owners)

TOTAL Slid flats, shelled treads In favor of

Russian

Railways JSC

Against Russian

Railways JSC

cases Amount of

claims

cases Amount of

claims

PGK PJSC (First

Freight Company

PJSC)

801 819877909.24 574 368198657.04 7554465.64 229673573.89

Locotrans CJSC 263 171561186.93 259 171244456.46 5513002.72 132910128.62

HC Novotrans 60 45434560.27 60 45434560.27 12150232.57 11653049.30

SGK LLC 60 23061080.09 59 23046886.47 11190447.82 3839606.38

Archbum LLC 46 18773552.33 40 18485063.62 1456114.10 13904165.09

Neftetranservice JSC 33 304501029.27 1 2959829.03 522114.87 2437704.16

SG-trans JSC

38 5552481.7 2 570850.81 0 570850.81

RK Novotrans LLC 14 18213746 2 1513883.00 0 1513883.00

-NNE LLC 7 2350533.82 5 2282649.64 884276.38 1398373.26

TPK "Vostok-

Resource" LLC

13 8922876.28 13 8922876.28 0 6366332.32

TOTAL 1683 1583505176.32 1096 664495429.59 42 410 932.9 405 600 718.52

Relational Effect of Preservation of the Wagon Fleet

351

obtained by comparison with the complex effect of

Ec from the activities of this RTP as an independent

market entity without the use of concessional forms

of management and private investments for a certain

period of time t (t=0, 1, ... ζ) (Sirina, 2020):

𝐸





∑

















∑











,𝐸





∈𝑅



(1)

where a it is an estimate of the output according

to the i-th indicator of the off-project activity of the

RTP; n is the number of indicators of off-project

activity of the RTP; q it is the weight of the i-th off-

project activity of the RTP

𝑞





∑





∑



∑









(2)

The relational effect calculated according to the

formula (GOST 22235-1976, 2000) means the

maximum amount of additional income that each

RTP can potentially count on, taking into account

the impact of the external environment and a set of

indicators of an out-of-project agreement on the

object of the agreement.

The ranking of profitability indicators is carried

out according to the following indicators:

− unsatisfactory,E r = 1 - there is practically no

potential for cash income;

− satisfactory, E r=2 – there is a slight economic

effect;

− good,E r=3 – provides a significant effect

from additional activities on the part of a

private partner on the object of the

preservation of the wagon fleet;

− excellent, E r=4 – a high level of net

discounted income, low financial risks, or

their absence (striving for 0).

If we consider public-private partnership in the

railway transportation market, then in general, the

economic efficiency of investments by the state E g

and the private concessionaire E in differs by the

discount rate. For a private partner, the allowable

interval is 3-10 years, for the state – up to 50 years,

up to the non-return of the invested funds.

The peculiarity of the onset of the

complementary effect in order to achieve acceptable

indicators for ensuring the preservation of the wagon

fleet is an identical payback period for all project

participants, which should achieve the necessary

effect over a period of 3-5 years.

Net discounted income is considered as a

function of investments I and discount rates E g for

Russian Railways JSC and E in for private partners.

NPVg=f(Ig+

ΔΚ;

E g)

NPV in= f

( I in-

K; E in), (3)

where NPV g is the net discounted income of

Russian Railways JSC, Ig is the investment of

Russian Railways JSC at E g, NPV in is the net

discounted income of the i-th private partner, I in is

the investment of the i-th private partner

participating in the project, n is the number of

private partners participating in the project, the

ΔΚ −

difference in investments of the i-th partner.

The effect of the implementation of joint RTP

projects can be represented as:

E=Ek+Er, (4)

The relational effect of the private partner E rin

can be defined as the weighted average value of the

indicator E r for each participant of the relational

strategy side for all indicators for the period t+1:

Erin(t+1)=B(Erin1 * y1)=(Er1/Ki)qk1, (5)

where Kt is the number of participants of the PPP

agreement party.

The relational effect is a compensating element

in the business investment project and allows you to

guarantee the replenishment of financial risks and

receive additional profit from ancillary activities.

For the public partner - Russian Railways JSC, this

will be a reduction in losses from payments on

claims of wagon owners for damage to wagons

during shunting work and the passage of damaged

wagons to the infrastructure when they are admitted,

for owners of access roads - a reduction in losses

from loading bad-order wagons, fines for repairing

damaged wagons, the maintenance of a large

number of wagon repair depots and those involved

specialists. For the owners of rolling stock, the

relational effect includes a reduction in the cost of

maintaining wagons, especially for the organization

of current uncoupling repairs, an increase in the

service life of wagons to physical wear, a reduction

in the staff of specialists servicing auxiliary non-

production activities of concessionaire enterprises.

Figure 2 shows a relational model of the process

of organizing work on the preservation of the wagon

fleet.

5 CONCLUSIONS

In the conditions of changing external environment,

the division of the wagon fleet and the appearance of

many owners of rolling stock, the maximum effect

for ensuring the preservation of wagons can be

achieved from joint projects to organize the

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processes of ensuring the preservation of the wagon

fleet by financing infrastructure projects of Russian

Railways JSC by private investors with further profit

due to the implementation of investment projects.

The implementation of the proposed directions

for the development of relations between rail traffic

participants in the field of the preservation of the

wagon fleet allows you to set targets for achieving

the effects of the preservation of the wagon fleet,

increase the attractiveness of investing money in

safety as an object of investment, ensure compliance

with regulatory legal acts concerning the

preservation of the wagon fleet.

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