Zyabirov Khasyan Biography

Behind the milestones of their development were always people, whose devotion to railway business deserves special respect. And among them - Honored Worker of Transport, Honorary Railway Executive, First Deputy Minister of Railways - GG. They were discussed: Oleg Dyachenko and Alexander Mozharovskaya road to the Pacific Ocean - Khasyan Sharifzanovich, this year the Russian railways turned out to be years old.

From the height of your experience, please tell us what events you could highlight as the most significant. Cities and regions have become closer to each other. The economy received a powerful impetus for development. Of course, there are many such events, and of those where I myself was a direct participant, I would first identify the construction of the Baikal-Amur highway. Construction fell on my student years.

For the first time, I got to the BAM master, then the commander as part of the construction team. I must say that there were a lot of people who wanted to take part in construction, although there was a serious selection. In my opinion, in those days the country simply lived this project. And I distinguish it because, in fact, the Trans-Siberian Railway and BAM became our railway approaches to the Pacific Ocean, thereby giving the opportunity to increase transportation to countries of the Asia-Pacific region.

The Trans -Siberian Council stood on two legs! Another iconic event is the transition from steam traction to diesel, and then to the electric one. Being a student at the Penza College of Railway Transport and Practice, I remember very well how at Art. Penza-3 worked steam locomotives performing maneuvering work. And when I already worked as a maneuver dispatcher of Art.

Gorky-sorting, after graduating from the Moscow Institute of Railway Engineers, maneuvers in the station station of the station performed diesel locomotives, and in the parking fleet of the train on the hill for the dissolution of the Bearing Military District, the electric locomotives of the Gorky-Sorting VL formed long-suffering and heavy trains, which were departed by the most powerful VL80 electric locomotives and VLA technical modernization of iron The roads took place rapidly.

And now steam locomotives are museum exhibits! In the beginning of the x. Gorky-sorting, on the knot organized the first museum of open-air steam locomotives. The transition to reinforced concrete sleepers with the replacement of R43 rails on P65 and P75 is also a very important event. This process was carried out comprehensively. Initially, only the paths were equipped with reinforced concrete sleepers, and the turners remained wooden.

However, then the concrete replaced the bars. Of course, the process of electrification cannot be ignored. I remember when I worked as the first deputy head of the Far Eastern Railway, how difficult the last electrification section of the Trans -Siberian Railway Khabarovsk - Sviyagino was not easy. The work was carried out in extremely difficult economic conditions, which coincided with time with the beginning of market relations in the country.

Prices for equipment and materials increased to unimaginable sizes, payment for the work performed and the supply of equipment and materials was carried out at offsetting, including through Barter. It was decided to divide the site into launch complexes.

More than once, the issue of conservation of construction was raised, but the construction still continued, because everyone understood that with the completion of electrification, the road and the entire Trans-Siberian Railway would receive a new impulse to ensure transportation to the ports of the Far East. The full completion of TSM electrification took place on December 25 at Art.

And from this day, figuratively speaking, you can get from St. Petersburg to Vladivostok by train. It should be said that the longest railway line in the world - Trans -Siberian Railway - has become the longest electrified highway in the world. The rapid introduction of computer technology and information technology is also a very important stage, since they actually set the trend in the development of automated control systems in railway transport.

I well remember how computing equipment at the sorting stations was introduced. Working as the chief engineer of Art. On the Gorky Highway, under the leadership of the head of the road Omari Khasanovich Sharadze, for the first time on the network, a single dispatch center of transportation management was created. During this period, I worked as deputy head of the Gorky Railway for transportation.

The transfer of functions related to the organization of trains, the management of wagon and locomotive parks, determined the new, unprotected structure of the work of railways. What did not suit MPS? What problems were it planned to leave, what did it ultimately be implemented and what else to have been working on? Domestic railways always had the highest performance of the quality of operational work.

Thus, the cargo warehouse was 6 times higher than the American one, and if you add gigantic volumes of passenger and suburban transportation to this, then in world practice there are no analogues of such intensive work of the highways. This was provided by the highest professionals, as well as a built and debugged management system.Problems began to aggravate due to the fact that railway transport enterprises began to lack funds to update and development.

The whole country has already lived in the market, and railway tariffs were harshly regulated by the state, while all materials and components for the needs of railways were supplied at market prices. As a result, tariffs became below the cost. Thus, it became obvious that if you do not make efforts to modernize, then the railways will not only become a factor limiting the country's economic development, but there will also be a threat to security.

It is important that the MPS itself proposed a variant of the concept of the development of structural reform of railway transport for discussion. In the process of discussion, both the expert community and representatives of state authorities preferred the competition of various owners of wagons in the only infrastructure in ensuring non -scrimination access to infrastructure and demonopolization in the tariff of the car component for private wagons.

And, finally, on May 18, the Government Decree approved the structural reform program in railway transport in three stages. As the first deputy minister of routes, I took the most direct part in the implementation of this program. At the preparatory stage of reforms, in my opinion, the most important was the development of draft legislative and regulatory acts necessary for the implementation and development of structural reform.

The first is the draft Federal Law on Railway Transport, which legislatively established all legal, organizational and economic conditions for the functioning of railway transport, the basis of regulation and the rules for interaction with market participants; The basic requirements for the carrier and operators of the railway rolling stock. The second is the draft Charter of Railway Transport, which at the legislative level regulates the relations arising between the carrier, passengers, the shipper, the consignor and the owners of the railway transport infrastructure.

You can imagine what debate flared up when discussing these most important documents. In December, they were both adopted by the State Duma and approved by the Federation Council, and after the president signing these documents entered into force under the numbers of the Federal Law “On Railway Transport in the Russian Federation” and the Federal Law “The Charter of the Railway Transport of the Russian Federation”.

The very concept of the new tariff system was discussed and approved at the tariff conference in the year and subsequently, on April 17, approved by government commission. The fundamental difference was that in order to create competitive conditions for the first time, the tariff for transportation in the inventory wagons of the railway was divided into two components: the first - for the use of infrastructure and locomotives of Russian Railways, the second - for the use of a public car.

Discussions were carried out to determine the ratio of the wagon and infrastructure components in the tariff, the underestimated level of the car component would lead to increased wear of the carriage park and the lack of economic incentives for its healing. On the other hand, a too high level would sharply reduce Russian Railways. The next important point was the need to form a property complex of Russian railways, which was supposed to be introduced to the authorized capital of Russian Railways, and this is the property of organizations of federal railway transport owned by the state.

Colossal work was done on cadastralization and formation of a single property complex of Russian Railways. As for the results of the structural reform, it is not yet early to bring them to the target in the target model of the market are not yet achieved. As for the results of the first two stages - gg. In the field of railway transport, which was affected by reforms in the first two stages, in the last 10 years, a rapid growth of investments has been observed, and the quality of transport services is increasing.

In addition, in those segments where there is no shortage of wagons, tariffs are reduced. As for the results of the third stage - gg. And taking into account the aging of fixed assets, the growth of the length of the railway tracks with overdue overhaul of more than 25 thousand and the new management of the company, I think, is very difficult to ensure profitability with such a heritage.

I must say that over the years it was possible to achieve a lot. Great professional assistance in the development of the target model of the railway transportation market was at one time by the then head of the Federal Railway Agency Igor Valerievich Romashov. They began to produce an innovative rolling stock, a park of modern locomotives and electric trains appeared, with an increase in the processing ability of sea ports, the number of abandoned trains on an emordory railways has sharply decreased.Of course, in the course of all work, in the most difficult and acute issues of reforming the industry, we always found mutual understanding and felt the support of the assistant to the President of the Russian Federation Igor Evgenievich Levitin, who worked as a minister of transport at that time.

Infrastructure requires investments - what are the most significant changes in the work of Russian Railways today? With the advent of Oleg Valentinovich Belozerov, for the first time in the last 10 years, the delay in the overhaul of the path for the first time in the way. The quality of passenger transport services is growing. Significantly simplified administrative procedures for the approval and acceptance of applications for cargo transportation.

It is important to note the transition from commercial purchase of foreign equipment to import substitution. For the first time in 13 years, FC Lokomotiv confidently headed the football table of the Russian football championship. But in these areas there is still something to work on and where to strive. How can this be achieved? Figuratively speaking, the railway should work as a “vacuum cleaner” for all types of cargo, and not be a “jack of hammer”.

Along with increasing the speed of cargo delivery, their safety, the issues of accessibility of transportation, the maximum simplification of the application procedures and the acceptance of cargo for transportation may be decisive for the client. Often, consignors are simply afraid of bureaucratic difficulties. The optimal model of work in terms of improving indicators of satisfaction and perception of the holding as a comfortable and reliable carrier will be an improvement in the quality of freight and passenger transportation.

But there is a lot to do a lot, today the consignors are still faced with restrictions on the reception of goods for transportation due to a lack of throughput and freight ability. First of all, it was about increasing the bandwidth of BAM and Trans -Siberian Railway, the development of railway infrastructure on approaches to seaports, as well as such a promising project as the northern breadth move.

When the president of the country sets the task of modernizing the BAM, for the Bamovites this is a balm for the soul and the complete rehabilitation of the great construction! As for BAM, the highway never idle. BAM always worked! But now it needs to increase throughput. In my opinion, at the first stage, it is necessary to restore all the disassembled trips in order to reduce the interval of the passing of trains.

This will add about 10 more pairs of trains - and this is already plus 10 million tons per year. At the second stage, you need to start building the second ways, because initially all artificial structures, the subgrade was designed and built under two paths, and then under the electrification of the highway. As for the modernization of the Trans -Siberian Railway, a phased elimination of narrow places is needed here, especially at the training ground of the Trans -Baikal Railway, and first of all - the hidden of all curves of small radii, the development of the Taishet - Interirechensk section, exits from Kuzbass.