“Railway transport in Belarus - the present and the future. Locomotives of renovation Locomotives of the Belarusian railway

Railway infrastructure and rolling stock are extremely capital intensive, so the life cycle of cars and locomotives is significant. The practice that developed back in the USSR determined the service life of rolling stock on the railways in the region of 30 years without overhaul and refurbishment. When carrying out deep repairs, the service life could be extended several times, and this, again, is a long-established practice. In addition, conceptually, the railways on the territory of the former USSR have remained practically unchanged since the post-war years, the speed and volume of traffic do not grow. This means that there is no need to renew 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. retirement age- locomotives and carriages with great length of service. Look at what old people Belarusians ride.

Yes, I know that the rolling stock in Belarus is being updated a little bit. Basically, of course, we are talking about freight wagons and locomotives, but the delivery program also applies to the passenger side. Stadler electric trains and Pesa diesel trains have 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 on a piece of iron in Belarus is most often like a trip to a museum. The economy is aging, in general, much faster than it is being renewed, and for some items (electric passenger locomotives, freight diesel locomotives) it is not being renewed at all.

I will not touch the cargo part railroad because it doesn't concern most of us. Nor will I try to understand the passenger car fleet, as there are many of them. Just know that it is still quite possible to take a 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 model ER9 and its modifications. Hereinafter, photos from trainpix.org.

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

His colleague in the shop is the ER9M-574 produced 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 areas of the capital began in the 60s, the previous generation electric trains were 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 played a role as a showcase for the entire Union.

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

In 2011, the Swiss “Stadlers” began to arrive on the railway. At the moment, there are 18 of them in operation - in urban and suburban versions.

Now about diesel trains. These hard workers, also made in Riga, serve the main non-electrified junctions 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 are still operating in Belarus.

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

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

There are whole trains that have come down to us unchanged, and their age is also very respectable. Here is DR1A-124 (works in Baranovichi): built in 1976, in use for 42 years.

Basically, fully operating diesel trains are not older than 40 years, only a few copies have crossed this milestone. It should be noted that the Belarusian Railway 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 under 23 years old in the country, but in general they have a term of service 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 was delivered. However, there are still many “homemade products” of the DRB1M / DDB1 / DDB2 / MDP type in operation, and formally their service life is still far from retirement, although they are already sent for recycling one by one.

What about passenger locomotives? The legendary TEP-60 diesel locomotives manufactured by the Kolomna Diesel Locomotive Plant still operate at the Belarusian Railways. They work in the plural - it is said with a stretch, because it seems that only TEP60-0429 made in 1971 remained alive. One more is not formally decommissioned, but dismissed from service, and a couple of others are simulators.

So, the famous "slipper" TEP-60 aged 47 years (Vitebsk):

In addition, there are two cars left in Minsk from the disconnected 2TEP-60, both of them in 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. We are not interested in the modification because of its "youth" (the 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 old). Unlike many other cars, these “sneakers” were delivered regularly until 2002, and after that their modified version with the BS suffix.

Finally, the Belarusian Railways fleet has 15 electric passenger locomotives of the ChS4T model (manufactured by Škoda). All of them were delivered in 1983 and all are still in use today. Each of them is 35 years old. The car with the number 545 stands out slightly, since it was produced several months earlier than its brothers:

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

What are the results? Yes, especially none :) It is not surprising that while maintaining low speeds and volumes of traffic, the Belarusian Railways “canned” very old trains and locomotives on the lines. For lovers of antiquities, our doors are always open!

In the coming years, a large-scale renewal of traction rolling stock will continue on the Belarusian Railway. In 2016 - 2020, it is planned to purchase 18 electric freight locomotives, 3 passenger electric locomotives, 22 electric trains and 6 diesel trains.

As of September 2016, the inventory of traction rolling stock of the Belarusian Railways is 773 locomotives and 163 multi-unit trains. Among them there are 79 electric locomotives, including 64 freight and 15 passenger, 694 diesel locomotives (263 freight, 85 passenger, 346 shunting). The park also has 53 sets of electric trains of the ER9 series, 92 diesel trains, 18 electric trains of the EP series.
In recent years, a significant renewal of the rolling stock has taken place on the Belarusian Railway. Within the framework of the State Program for the Development of Railway Transport for 2011 - 2015, 17 electric trains manufactured by Stadler Bussnang AG (Switzerland) were purchased, including 6 four-car electric trains EPG city lines, 4 four-car EPR regional, 6 five-car EPR II regional lines, 1 seven-car electric train EPM interregional.
In addition, the fleet was replenished with 6 single-car diesel trains DP1 produced by OJSC UKH Belkommunmash (Belarus) using the technology of PESA Bydgoszсz SA (Poland), 3 three-car diesel trains DP3 (produced at the Polish enterprise itself). The Belarusian Main Line also acquired 12 freight two-section electric locomotives BKG1 from the Datong Electric Locomotive Plant (China), 7 passenger diesel locomotives TEP70BS manufactured by OJSC Kolomensky Zavod (Russia).
On the basis of the Lida locomotive depot, together with the Czech JSC "CZ LOKO", the assembly of 49 six-axle shunting diesel locomotives TME1 and TME2, as well as 20 two-axle TME3 was organized.
This year, 2 single-section freight electric locomotives BKG2 of the Datong Electric Locomotive Plant, 2 three-car diesel trains DP3, 1 seven-car electric train EPM of interregional lines have already been delivered.
According to the contract with PESA Bydgoszсz SA, by the end of 2016 it is planned to receive 2 more three-car diesel trains DP3. Under the contract with the Datong Electric Locomotive Plant, another 16 single-section BKG2 freight locomotives will be delivered by the end of 2017.
All types of locomotive depots of the Belarusian Railway Maintenance, current, medium and overhaul repairs of its own assigned fleet of locomotives and multiple unit rolling stock. Also, repair services are provided to foreign companies.
So, in 2016, the Volkovysk locomotive depot completed overhaul diesel locomotive TEM18, owned by the Russian CJSC Sodruzhestvo-Soya. In addition, at the Lida locomotive depot, equipment was overhauled for two more Russian clients: the TGM4 shunting diesel locomotive for Dumpkar Railway Transport Enterprise LLC and the D1 diesel train for UralRemMash LLC were updated. At the locomotive depots Lida, Molodechno, Baranovichi, they provide repair services for wheelsets of traction rolling stock for Šviesos Spektras, UAB (Lithuania), Pasazieru vilciens, AS (Latvia) and Russian OJSC Experimental Plant Matallist-Remputmash and LLC ZhD Retro Service".
Currently, the service of the locomotive economy is developing cooperation with foreign partners in organizing, on the basis of locomotive depots Baranovichi, Lida, Kalinkovichi and the multi-unit depot Minsk, medium repair of electric trains of the EP series, diesel trains DP, electric locomotives BKG and diesel locomotives of the TME series. Further plans include mastering capital repairs of this rolling stock.

Artyom Ledenev, PR Director of Transmashholding CJSC, told Gudk that the TEP70BS diesel locomotives produced by the Kolomna plant were sent to the BC within the framework of the contract signed in 2009.
In total, last year the plant supplied 4 TEP70BS diesel locomotives to the BC, 21 1A-9DG diesel generators for the modernization of 2TE10 freight diesel locomotives, 8 5-26DG-01 diesel generators for the modernization of M62 freight locomotives. In addition, spare parts for the above equipment were regularly supplied.

Artyom Ledenev noted that for many years the products of the Kolomna plant have been successfully operated on the railways of Belarus. In particular, the passenger diesel locomotives TEP60, supplied to the warhead in the 60s – 80s of the 19th century, have proven themselves well. Some of them are actively used now, after many years. Kolomensky Zavod has been supplying TEP70BS passenger diesel locomotives for the needs of the warhead for several years now. In addition, for the modernization of the country's diesel locomotive fleet, the plant supplies diesel generators 4-36DG and 5-26DG, as well as spare parts and other products. Now the BCh locomotive fleet has 12 TEP70BS diesel locomotives at its disposal. The first diesel locomotives TEP70BS were handed over to the Belarusian railway workers in 2006, reminded Artyom Ledenev.

As the deputy head of the locomotive economy service told "Gudku"

Belarusian Railway Valery

Mazets, as of January 1, the average technical wear of BCh locomotives is more than 50%. To maintain traction rolling stock in a technically sound condition, a repair base for locomotives and multiple unit rolling stock was created on the road, buildings, workshops and repair areas were built, reconstructed or renovated: electric locomotives ChS4T, VL80S, electric trains ER9 in the Baranovichi depot; diesel locomotives 2TE10M in Vitebsk; diesel locomotives 2M62 in Volkovysk and Brest; diesel locomotives ChME3 and 2TE10U in Zhlobin; diesel locomotives TEP70 in Orsha; diesel trains in Lida, diesel locomotives TEP60 in Minsk. In addition, contracts have been concluded and work is underway to extend the service life of locomotives 2TE10U (M), M62, ChME-3, electric locomotives ChS-4t. All this made it possible to abandon the repair of traction rolling stock outside Belarus, he noted.

In order to maximize the efficient renewal of traction rolling stock, the locomotive service department regularly conducts research on the locomotive building market in Russia, Ukraine, and the countries of the near and far abroad. The most adapted to the operating conditions on the Belarusian Railways are locomotives and multi-unit rolling stock produced by locomotive-building enterprises of the CIS and Baltic countries.

The greatest interest, according to Valery

Mazets, they are attracted by the development of specialists of JSC "Russian Railways", locomotive factories, scientific institutions and a number of leading foreign firms, the samples are fundamentally new technology, including an AC freight electric locomotive 2ES5K "Ermak", passenger diesel locomotives of the TEP70BS series, freight diesel locomotives 2TE25A "Vityaz" with an asynchronous drive. In the future, this locomotive can be considered as an alternative to the 2M62 and 2TE10U (M) freight locomotives currently existing at the BC.

Valery Mazets also said that Belarusian Railways plans to continue cooperation with OJSC Kolomensky Zavod. In particular, after approval, in the near future, contracts will be signed for the supply by the end of 2010 of 5 passenger diesel locomotives TEP70BS to replace the exhausted TEP60 diesel locomotives and 38 modern diesel engines of the D49 type for the modernization of diesel locomotives of the 2TE10 and 2M62 (U) series

In wartime, the service manages train and freight operations, takes the necessary measures to regulate the movement of trains in the event of destruction (contamination in excess of permissible norms) of individual railway facilities.

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

Locomotive Service (T) provides a transportation plan with technically sound 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 locomotive repair. In addition, the service monitors 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 state that ensures the stable operation of the road in wartime in accordance with the military schedule.

Service of carriage facilities (IN) ensures the fulfillment of the transportation plan with technically sound wagons, develops and implements complex mechanization and advanced technology for depot repair of wagons, and ensures the supply of wagon depots with spare parts for repair.

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

General technical service- develops measures to prepare the railway for sustainable work in wartime

Railways are geographically divided into railway departments.

Branch of the railway- the main transport company, which organizes and carries out the transportation process within the boundaries established for it, ensures the fulfillment of the plan and tasks for transportation, manages the production and economic activities of subordinate services, linear enterprises and organizations.

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

The operational management of the train movement is carried out by the dispatching office of the transportation department. It is headed by the senior dispatcher of the department (ДНЦС), 2-3 his deputies. They supervise the work of the dispatching office, provide daily and shift operational planning of the operational work of the road department, and also draw up shift tasks and current plans for the dispatching sections and nodes.

Train dispatcher (DNTs) supervises the work of a certain section of the road section - the dispatching circle (120-200 km). He is responsible for fulfilling the schedule of movement and tasks of the shift plan on the site. While on duty, he solely manages the movement of trains, all employees involved in train work within the site are operatively subordinate to him: stations, depots, PTO, ShCh, FCh, locomotive and train crews.

Nodal dispatcher (DNTSU) promptly manages the work of a large railway junction. It ensures the fulfillment of the schedule for the movement of transfer and transit trains in the junction, controls their preparation for departure according to the daily (shift) plan, the delivery of local cargo and empty wagons, organizes the loading of dispatch routes and the delivery of agreed groups of wagons for the formation of stepped routes, departure of empty wagons from the junction on regulated tasks.

Car fleet regulation dispatcher (DNTSV) supervises the work with local cargo, organizes unloading, provides loading, primarily of dispatch and stepped routes, empty wagons, performance of adjustment tasks for the delivery of empty wagons and correct use car fleet.

Dispatcher shifts are headed by shift attendants on branch (DNTSO). The shifts include train, district, junction, locomotive and energy dispatchers. The duty officer of the department manages the work of the shift, is engaged in the current planning of work, plans and monitors the local work and the work of stations that form trains, the use of locomotives, organizes the timely supply of trains to stations for processing car flows, seeks to eliminate idle time of trains and locomotives, compliance with the norms of continuous work and rest of locomotives. brigades.

3. LINEAR RAILWAY TRANSPORT ENTERPRISES AND THEIR MAIN TASKS.

Line enterprises of railway transport associated with the movement of trains include:

railway stations,

locomotive and carriage depots,

passenger carriage sections,

track distances, signaling and communication, power supply, water supply and sewerage, etc.

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

Railway station is called a separate point with track development and devices that allow receiving and dispatching trains, crossing and overtaking them, as well as accepting and dispensing cargo, serving passengers, and with advanced travel devices, disbanding and forming trains and performing technical operations with them.

In the system of railway transport, stations are the main production and economic units on which direct communication of the railways with the clientele is carried out. The stations carry out the initial and final operations of the transportation process and a lot of work to ensure the movement of trains.

By the nature of the work, the stations are divided into:

intermediate;
precinct;
sorting;
passenger;
freight.

On the roads of the CIS countries there are more than 8000 intermediate, about 50 passenger, 930 freight, 650 precinct and 220 marshalling yards. Stations that are adjacent to at least three trunk lines are called nodal. Depending on the volume and complexity of the work and the availability of certain technical devices, the stations are subdivided into classes. Stations with a large volume of work and a high level of technical equipment are extracurricular, followed by stations of I, II, III, IV and V classes.

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

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

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

Wagon depots (ICP) are intended for routine and depot repair of passenger and freight cars, repair and assembly of units and parts of carriage equipment, maintenance of cars in operation.

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

Power supply distance (ECH) - 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 subdivided into substations with manual control, substations with automatic control and centralized telecontrol.

Signaling and communication distance (ШЧ) - the main production units in terms of the content of signaling and communication devices, they are subdivided 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.

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

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

Passenger carriage sections are intended for equipping and maintaining passenger cars during preparation 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 station Mogilev of the Directorate of Military Communications

senior lieutenant S.G. Rotsyk

Work description

Today, the state of the transport industry in the Republic of Belarus as one of the elements of the logistics infrastructure can be characterized by the following main trends:

Introduction ……………………………………………………………………… ... 3
General characteristics of railway transport in the Republic of Belarus ……………………………………………………………………………… 4
Prospects for the development of the transport and logistics system of the Republic of Belarus ……………………………………………………………………………… 7
Conclusion ……………………………………………………………………… ... 9
List of used literature ………………………………………… ... 10

Files: 1 file

MINISTRY OF EDUCATION OF THE REPUBLIC OF BELARUS

UO "BELARUSIAN STATE ECONOMIC UNIVERSITY"

Department of Logistics and Pricing Policy

by discipline: Transport logistics

on the topic: Transport and logistics system of railway transport of the Republic of Belarus

Student

FMK, 4th year, ZML:

Lecturer, Ph.D.,

Associate Professor: V.A. Rekhtin

Introduction …………………………………………………………………………… ... 3

General characteristics of railway transport in the Republic of Belarus ………………………………………………………………………………… 4

Prospects for the development of the transport and logistics system of the Republic of Belarus …………………………………………………………………………… 7

Conclusion ………………………………………………………………………… ... 9

List of used literature ………………………………………… ... 10

Introduction

The country's transition to market relations and integration into the world market system dictate the need for high-quality and complete satisfaction of the needs of the economy in transport services based on logistic principles, i.e. timely and reliable delivery of goods with minimal costs and losses. This requires the coordinated development of the entire transport complex of the republic, the rational distribution of traffic volumes between modes of transport, the observance of optimal proportions between them and the sectors of the national economy, as well as coordination of the work of modes of transport.

Today, the state of the transport industry in the Republic of Belarus as one of the elements of the logistics infrastructure can be characterized by the following main trends:

The volume of traffic by all types of transport is decreasing;
Railway transport suffers from a shortage of rolling stock, it is characterized by poor utilization and an irrational structure of the transport fleet;
A significant part of the traffic is switched from rail to road;
The growth rate of transport costs outstrips the growth rate of income
Decreased efficiency of use Vehicle etc.

But, despite all the above tendencies, the main part of the transportation work in the republic (more than 70% of the total freight turnover) is performed by railway transport, which is represented by the Belarusian Railway (mainline transportation) and PPO "Belpromzheldortrans", serving the access railway lines of enterprises.

It is the features of the transport and logistics system of railway transport that will be considered in more detail in this work.

General characteristics of railway transport in the Republic of Belarus

The favorable geopolitical location of the Republic of Belarus predetermined the role of its railway as a transport crossroads on the way from the countries of Western and Central Europe to Russia and the states of Asia, from the Scandinavian countries to Ukraine, Moldova, the Balkans, Turkey and the countries of the Middle East.

Rail transport has a number of advantages over other modes of transport:

Possibility of construction of railway tracks (main and access) on any land territory to ensure communication with a large number of industrial, agricultural, trade and other enterprises;

High carrying and carrying capacity;

Implementation of mass transportation in combination with a relatively low cost of transportation of goods;

Regularity of transportation regardless of climatic conditions, time of year, day;

Relatively high travel speed and more short time delivery.

The Belarusian Railway is a state association subordinate to the Ministry of Transport and Communications of the Republic of Belarus.

The railway transport of the republic is part of the Eurasian railway complex. Thus, it serves the macrological system of foreign trade. The Belarusian railway borders on the Oktyabrskaya and Moscow railways of Russia, on the South-Western and Lvov railways of Ukraine, on the railways of Lithuania, Latvia and Poland. The following international highways have been laid through the territory of the Republic of Belarus: Brest-Minsk-Orsha (the main axis of the transport corridor London-Paris-Berlin-Warsaw-Minsk-Moscow) and Gomel-Bobruisk-Minsk-Molodechno-Luninets-Baranovichi-Lida (connects Ukraine with the Baltic countries). Transit cargo traffic from Central Russia to the Kaliningrad region passes through the republic.

The total length of the country's railways in single-track terms is 8.5 thousand km, including 5.6 thousand km - roads common use... The density of Belarusian railways reaches 27 km per 1000 km 2 of territory, yielding in the CIS countries only to Ukraine, Moldova and Armenia, which implies the ability to ensure a fairly effective functioning of the country's economy. However, it is 1.4-3 times less than the density of railways as a logistic infrastructure in Bulgaria, Lithuania, France, Japan, Poland, Italy, Great Britain, 3-4 times less - in Hungary, Turkey, Germany and 7 times - in the USA ...

The ramification of the railway network increases the availability of railway stations by 40% settlements republics. At the same time, the poor supply of materials (rails, sleepers, etc.) in this transport sub-industry is the reason that the average technical speed of trains (less than 50 km / h) remains at the 1995 level and ultimately affects the duration of cargo delivery.

There are 6 branches in the road structure - Minsk, Baranovichi, Brest, Gomel, Mogilev and Vitebsk. The most significant railway junctions are 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 for 2-6 directions. Minsk is the largest railway center in Belarus. Within its limits there are railway stations: Minsk-Passenger, Minsk-Yuzhny, Minsk-Vostochny, Minsk-Severny, Kolyadichi, Ozerishche, Stepyanka. In addition, there are a dozen more stopping points. The operational length of the Belarusian Railway is 5511 km, incl. electrified - 989 km.

Favorable conditions for the carriage of goods and passengers are created by a double-track electrified railway line Brest - Minsk - the Russian border 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 at a speed of up to 140 km / h.

The Belarusian Railway carries out cargo operations for the processing of various goods transported in covered wagons, open wagons, grain carriers, refrigerated rolling stock and in containers. The Belarusian Railway has 16 container terminals for processing heavy 20-foot containers, of which Brest-Severny, Kolyadichi (Minsk), Vitebsk, Orsha, Baranovichi, Lida, Pinsk have the ability to process 20 and 40-foot containers, as well as 19 stations handling medium-tonnage containers with gross weight of 3 and 5 tons. Today, about 10 container express trains carry out the transportation of goods through the territory of Belarus. The main articles of rail freight are oil products, coal, mineral fertilizers, grain, construction cargo, industrial and food products.

Great importance is attached to equipping the road with automation and electronics. Automatic blocking is equipped with 65.1%, and dispatching interlocking - 52.5% of the operational length of the tracks, 98.1% of the switches are controlled remotely using the latest electrical interlocking systems. Modern types of traction - electric and diesel locomotive provide 21.2% and 78.8% of the road freight turnover. In technical terms, there has been a transition to the most advanced types of traction - more powerful diesel and electric locomotives. The traffic control centers of the road sections are equipped with high-speed electronics devices.

However, the profitability of the Belarusian Railways is mainly supported by international and transit cargo transportation, while domestic ones are still unprofitable, paying off only half.

Prospects for the development of the transport and logistics system of railway transport in the Republic of Belarus

According to the approved State Program for the Development of Railway Transport of the Republic of Belarus for 2011-2015, the main tasks of the development of railway transport for the next five years are:

Ensuring the safety of train traffic;

Renovation of traction and motor-car rolling stock;

Modernization of the railway infrastructure;

Creation of new and improvement of existing technologies for the transportation of goods and passengers;

Reducing the energy intensity of transportation.

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

Purchase 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 locomotives, 29 electric trains, 20 diesel trains, 182 passenger cars, 10 thousand freight cars;

Electrification of railway lines on the sections Osipovichi - Zhlobin, Zhlobin - Gomel, Molodechno - Gudogai - State border of Belarus, Zhlobin - Kalinkovichi, Kolodischi - 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 a passenger's journey 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 rate of growth in the volume of freight traffic should be 121.3% in 2015 against the level of 2010, including an increase in transit is projected at 135%, import - 129%, export - 118.8%. The growth rate of the volume of passenger traffic by 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 will be 168% in 2015, the volume of investments in fixed assets - 199.2%, the foreign trade balance - 253.4%, industrial products - 168.5%, labor productivity - 175.7%.

In addition, the railways of Russia, Kazakhstan and Belarus signed an agreement on the development of the transport and logistics system of the Common Economic Space (CES). The document was signed within the framework of the VII International Business Forum in Sochi on May 31, 2012. The main goals of the development of the transport and logistics system should be stable pricing through a coordinated policy in the field of establishing "through" tariffs, and the development of uniform service standards.

Conclusion

Today, railway transport in our republic plays the main role in the transportation of goods. However, there is whole line problems in this type of transport and logistics system, which is due to insufficient modernization and optimization of the structure of the transport fleet and the quality of the roads themselves, imperfection of the system of freight forwarding services to customers and unprofitable intra-republican transportation.

However, according to the approved State Program for the Development of Railway Transport of the Republic of Belarus for 2011-2015. it is planned to significantly improve the quality of railway transportation, which will significantly positively affect the development of the transport and logistics system of railway transport in the Republic of Belarus.

List of used literature.

Vinogradova S.N., Petukhova N.G. Transport service: Textbook. Minsk: Vysheysh. Shk., 2003.
State program for the development of railway transport in Belarus for 2011–2015.
Logistics: textbook. allowance / I.M. Basko, V.A. Borodenya, O.I. Karpenko; ed. I.I. Poleshchuk.-Minsk: BSEU, 2007. - 431 p.
Materials of the site www.sta-logistic.by