This material is the result of the appeal of the employees of the entire station to the trade union apparatus of Russian Railways in order to find at least some justice, since under the guise of optimization people are thrown out into the street with the subsequent redistribution of their duties among the remaining workers.
What is the point, in short - people are unhappy with the upcoming cuts at the bottom of the job ladder. Dismissed on reduction of one, the second are thrown with duties. Neither the first (naturally) nor the second are satisfied, who, for a 10% increase (at best) in their salary, will have to work for two. However, those who use the services of Russian Railways should be most worried, since there can be no talk of any further security.
The management of Russian Railways has already reacted. More precisely, the trade union committee was the first to react. Yes, yes, the same trade union committee, which is obliged to protect them at the expense of workers. They rode on hot horses and announced to everyone that they would definitely figure out who dared to complain here. St. George's Day is far away, and no one allowed it. They took, you know, the fashion - to write complaints. To Moscow, too.
Meanwhile, the leadership of Russian Railways has been pursuing a policy of total savings and optimization for several years. They just save and optimize the lowest step of the service pyramid. And the times are not far off when for 5-6 people on a shift there will be a dozen and a half leaders who check, watch, observe and punish with or without reason.
It is not for nothing that Russian Railways employees say to themselves that all normal people work hard to get a bonus, and only they plow so that it is not deprived.
Meanwhile, the human factor, multiplied by the results of optimization and total savings on everything, is, excuse me, three out of four horsemen of the Apocalypse. Namely, optimizers of work at railway stations are working hard in this direction.
Reading about what is happening on other roads, where, by the way, acquaintances work for the author, building a new BAM on shifts, one wonders what the leaders of the South Eastern Railway are doing. Meanwhile, what is happening there begins to inspire fear, and serious ones. After all, we are talking not only about the safety of passengers, but also about military echelons, which, in the end, are transferred precisely along the South Eastern Railway.
For example, I will take the Voronezh-1 station, from whose (former) employees the letter came. Events are taking place there, akin to what is happening at other stations, not only the South Eastern Railway, according to the railroad publics on social networks.
So, what does it take to destroy the train station?
Now they will begin to count me in tons of TNT and man-hours of saboteurs. Disappointing. In fact, one saboteur is enough, but for him to be a weak-willed spineless person who does not care deeply about what is happening at the station and who will put everything on the rails for the sake of personal well-being of everything and everyone. Like the current head of the Voronezh-1 station Sergey Nerovnykh.
Mr. Nerovnykh is in very good standing with the authorities. After all, he works in a team of idlers, and therefore, at the behest of his leaders, he tries with all his might to make these idlers work or, if it doesn’t work out, then reduce them to the maximum. That is what is called "optimization" today.
I’ll tell you how it will end at the end of the article, but for now the station is in the hands of inspectors, controllers, auditors, deputy heads of the South-Eastern Railway, and so on, who are on the prowl with one single goal - to identify and reduce as many idle-consuming money of Russian Railways as possible , employees.
To begin with, I will give a picture of who and how works at the station. More precisely, who worked, because you can safely talk about the majority of employees in the past tense.
Let's start, according to tradition, from the top. I will highlight in bold those who have been “optimized” or will do so in the near future.
1. Head of the station. It is clear that for the time being (yes, for the time being) no one will touch it, someone must answer for everything to the leadership of the South Eastern Railway and Moscow.
2. Chief Engineer. It seems to not be removed, since almost all the training of a technical and technological nature hangs on the GI, but at small stations they somehow work without a GI, so his duties will easily be assigned to the deputy. Considering that the chief engineer Shapovalov also writes letters to various authorities, trying to prove the absurdity of layoffs and reductions, it would not be worth counting on tomorrow.
3. Deputy head of the station for operational work. In general, there should be a deputy, at least in case the head of the station is sent somewhere.
4. Headquarters of the Civil Defense. 2 people. No one will tell you what they do, but they are there and from time to time all the employees even sign that they were instructed about something defensive-civilian.
5. Station attendants. There are two of them per shift, because there are two shunting areas, and there is no way to remove these guys. They just have to be and supervise the reception and dispatch of trains, shunting work. You can not remove it, but you can hang additional work.
5. Operators on duty. It can already be said that there were people who kept all incoming and outgoing documentation, worked for the Ural Guide (entering information about all departures from the station), communication with the train dispatcher (a higher structure). These people were all “optimized”, that is, they sent someone where.
And here the anecdote begins with the duties of operators. Sad, because responsibilities should be redistributed. The lunatic situation is that people have already been laid off, and they haven’t figured out who to transfer their work to.
The department in the structure of the South Eastern Railway, which was obliged to do this (to develop a technology for the operation of the station without optimized positions, issue new job descriptions, and so on), issued a simply masterpiece number: to a request from the station’s management regarding how to distribute duties to them, they answered: you are there distribute it yourself, and send it to us for approval. We will sign.
Here it is worth saying for those who are ignorant that there is a guide in general. This is an electronic system that carries information about all trains. Freight, passenger, military. Where does the train go, who is the driver, what cars - ALL the information.
It is hard to say what those who are going to assign the responsibility for entering information into the Guide to God knows who (more on this below) are hard to say. But it is very easy to predict what can happen if a busy DSP (station duty officer) or even worse (depending on whom the guide will be shifted to) a park duty officer forgets to enter or does not have time to enter information, say, about a military echelon with equipment that has left.
Then it turns out a "gray thread" - sending without information. That is, something came out from one station and went somewhere. Let's say, such a train with VM is going towards the Ukrainian border. explosive materials.
And such a train is not so easy to pass through the stations, I will not give restrictions, but their trolley. VM, oversized and so on. Information must be. And in our case, it is not at all clear who will introduce it, since the operators are being removed.
A whole landing party arrived from Liski. They audited, studied, took photographs of the working day. In the end, they said: “Yes, the operators are doing a great job. But we have already reduced them ... ".
As a passenger of Russian Railways, I personally feel somehow uncomfortable at the thought that I will rush across the expanses of our country (airplanes don’t fly here for a year, yes), and a freight train will rumble towards me, not brought in by a mutilated employee of JSC Russian Railways in the guide. And the oversized horseradish on the platform of the TZM type to the Iskander will arrange a big badaboom with my train. It is very unpleasant to realize this, but thanks in advance to the figures from the city of Liski.
They have already worked, cutting people.
But whether they have an answer to the question, and who will teach those who will be put to work on it, I don’t know. I know that the operators dismissed on reduction quite expectedly do not burn with such desire. Moreover, they will have to train naturally, free of charge and in their free time from working off.
So when the operators go into oblivion, one should expect simply excellent work of the station.
6. Park attendants. This is one name for a large group of hard workers. The name is the same, the work is completely different. Unfortunately, at the Voronezh-1 station, which we took as an example, the DSPP (as they are briefly called) were personally guilty of something before the head of the Nerovnykh station, and he, on his own initiative, decided to deal with them through layoffs and layoffs.
Post №1. The duty officers of this post were engaged in issuing warnings to the drivers, monitoring the condition of the tracks, and optimization brought them the responsibility of securing the cars and monitoring the safety of the brake shoes.
We have already spoken about the role of the brake shoe in traffic safety. The theft of such a device is generally handled by the FSB, since it is very easy to arrange a crash with such a thing. Here, everyone at Voronezh-1 was simply surprised by one of the Liskin Varangian inspectors, who said that they have locks on cabinets and racks with shoes that open with one key. Especially as part of the optimization, ANY person from among those who have such a key can open ANY cabinet with shoes. And the Liskinskys suggested doing the same thing in Voronezh.
And how to control this for those who are really responsible for the shoes is a question.
But looking for an answer to this question is already a job for the FSB.
As for optimization, this post will be left. Engineers cannot drive without warnings, just as someone is obliged to put shoes under the wheels of incoming and passing passenger trains.
Post №2. On the whole, these duty officers are engaged in not very noticeable, but necessary shunting work in compiling trains and echelons. They form trains, replace broken cars, control the departure of third-party organizations on the path of Russian Railways, and check the documents of employees of these organizations. Plus fixing and control of fixing rolling stock.
These guys, Mr. Nerovnykh decided to kill them to the core. He decided to give control of the arrows, which inevitably move back and forth, forming trains ... to the station attendants. Of course, they can do this from their remote control, but here is the problem - where the duty officers are sitting, the connection is absolutely disgusting and they often simply do not hear the drafters working in the West Park.
Irregular wants to give the guide to this post. The attendants are simply happy, they absolutely do not want to work with this system (strange, why not?), but then something else arises - the flow of information.
The duty officer of one station informs the duty officer of Voronezh that a train is coming to him using interstation communication. The operator, who was sitting next to the duty officer, was aware of what had passed from where. But the park duty officer, who sits half a kilometer from the station duty officer, does not have this information. In addition, you still have to call or call the park duty officer to tell you about the past composition.
And if the duty officer went on a detour to check the fasteners and shoes (40-50 minutes) - then how? Well, yes, run back, add to the guide ...
Miracles of optimization...
Post №4. These people secure the passing trains and the marshalling yard, of course, are responsible and monitor the securing. If Post No. 2 has 70 shoes, then No. 4 has about 200. This is to understand the level of workload. In addition, the duty officers of post No. 4 draw up full-scale sheets, without which not a single train will go anywhere. This is the main document of the composition, both cargo and passenger.
And this post interferes with Mr. Nerovnykh in such a way that he personally took the initiative and informed the higher authorities that he had “extra” people who could and should be removed.
Documents will be drawn up at post No. 1, they will not fall apart. They can also give the fastening of passenger trains and about fifty shoes. And give the rest of the shoes to the remaining post number 2.
We return to the map.
Post No. 2 will be the lucky owner of a guide and 200 shoes, between the first and the last there will be about 1,5 km. And they will be scattered along two dozen paths.
Even such a dumbass in railway matters as I understand that it is either the control of shoes and fastenings, or work with the guide.
And for me, as a user of Russian railways, the question arises here: does Mr. Nerovnykh himself understand what he is doing? Or does the desire to curry favor overshadows everything?
7. Compilers of trains. Thank God no one has touched them yet. Bye.
Summing up a certain result: what is "optimization" at Voronezh-1?
Dismissed as part of the optimization with the redistribution of duties to other employees:
- operators of the station for processing train information (these are those who wrote and issued full-scale sheets), their duties were transferred to the park attendants of post No. 4 - 5 people;
- drafters who were engaged in securing passing passenger trains. Their duties were transferred to post No. 4 - 5 people;
- on duty at the park of post No. 3, who were engaged in securing the rolling stock, the duties of post No. 4. Fired 5 people;
- assistant compilers were abolished. About 10 people, about them below in detail;
- engineer for labor protection - 1 person. There is no need to protect labor, more precisely, these duties were transferred to the chief engineer.
In total, half of the more than 80 people at the beginning of the XNUMXs remained. And it is planned to remove at least ten more people from it.
As a result, who will work - laughter and sin. For one worker, there will be five or more inspectors, supervisors and punishers from various higher departments and organizations.
As an example: train compilers were optimized. Previously, they worked in two persons. Well, when there are passenger trains at the station, they are small, up to 20 cars. Visibility, audibility, conductors, again, a red flag if they throw something out and yell in the event of an emergency of some kind. And in general, 20-25 passenger cars is not a snake of fifty or more freight cars. And this snake must be collected, if anything, from 3-4 places. Make up the composition, so to speak.
Previously, two people were involved in this business. Senior compiler and assistant. Assistant in a lower rank, in secondary roles. It is clear that "give-bring", but nevertheless, unloaded the compiler. But the main thing is that the assistant LEARNED to work under the supervision of an experienced compiler. A year, two. And some stayed, it suited them. Not all machinist assistants become machinists, and it’s the same here.
But - they optimized it and removed the assistants. And now the compiler in one runs after the shoes, fastens, connects the sleeves and everything else. On a train with a length of 40+ cars. One. I spoke with the compiler from the Otrozhka station. Recently, he was fastening a military train of 74 wagons. By all the rules, that is, 32 shoes. Composition with a length of more than 1200 meters. Even the strongest drafter will not take more than four shoes. It is clear that it is not an easy task.
There is nowhere to study today. There is little time for study. Month. Then practice 6-8 shifts and during this time you need to learn everything that people have been learning for months. The device of the station, the capacity of the tracks, the arrows, all the economy that you need to know by heart. When compiling the memo, there is no time to flip through. And it turns out in practice that the compiler is a consumable. And every year, sad statistics only confirm this.
And at small stations today, the compiler is a kind of wagon that combines a carriage, a pick-up operator, an inspector, and even an assistant driver on the stretch.
And not everything is going smoothly with the machinists. They began to take assistants from them. The motivation seems to be clear: a lot of electronics that make work easier, security systems that can stop the train, and so on. The assistant does not seem to be needed.
Already on the railways, they began to practice piloting the train by one driver. For reduced distances (“shoulders” - approx.), Fortunately, electric and diesel locomotives of a new generation allow. The cars are beautiful and with many useful options. They have kitchens with kettles and microwaves, toilets and even showers.
The question arises: why all this and when these benefits of civilization will be able to use the driver, who is alone in the cab?
Never. At the station, if there is a long stop, for 10-15 minutes. And if it is like at the stations of the South-Eastern Railway of the southern direction, where the stop is for 3-5 minutes - excuse me.
Combinations are generally utter nonsense. Responsibilities of inspectors and acceptance suppliers also begin to hang on the compilers. The receiver is a very responsible position, a person is responsible for the correct loading of wagons, distribution of cargo, seals, they are responsible for ensuring that during transportation the cargo does not shift, does not damage the walls of the wagon, does not damage itself, does not fall out, and so on. Plus a bunch of accompanying documents on the topic of "wagon-cargo".
And now “with things to go out”, because they are not needed. Not needed at all. More precisely, it is possible to charge others with these responsibilities for + 10% of the salary.
But what to say if conductors are being optimized? You, who is moving yourself with the help of Russian Railways, probably paid attention? The wagons in the train are placed as working vestibules next to them. Workers are those through which passengers are embarked and disembarked, they are also equipped with ventilation grilles, so you can tell the difference.
Why so? And then, that one conductor per two cars has become a normal practice. Or three conductors for two carriages on a long-distance train. Or two conductors for two double-decker cars.
And they will walk in such outfits, they will not go anywhere. And then, the very rule-saying that there are crowds of people who want to stand behind the fence of any station.
In general, one can talk about absolutely insane cuts at the bottom of the Russian Railways structure and what consequences this will entail for a very long time. The fact that the consequences will begin, the grass-roots employees have no doubts about this, because the station authorities often push workers to violate the very instructions that are written in blood. But it is clear that if everything went well, exhaled, we plow further. If not, this employee violated everything that is possible, and his superiors were completely unaware.
And this is not speculation, this is a completely common practice. To confirm it, it is enough to study the practice of injuries at work, that tiny part of it that comes to showdowns. Whatever happened to the employee of Russian Railways, even if he was dressed and shod in full uniform, that is, all the rules were observed, in any case, the wording "through his own negligence." Even if the compiler fell, slipping on a path not strewn with sand, only he himself is to blame.
Today, a very unpleasant situation is developing in the structures of Russian Railways. Higher structures constantly demand “process optimization”, the whole essence of which boils down to one thing: to fire as many people as possible, to shift their duties to others, paying just enough so that a person does not feel completely robbed.
And what about those who find themselves outside the structure - and who will think about them? Of course, the leadership of the South Eastern Railway "thought" and proposed. Here is a list of offers from one of the operators being fired. Bold so I emphasize that this is a girl.
An excellent list for the operator on duty. Who knew how to work with the guide "Ural", but did not have the skills for the specialties offered to her at all.
The compiler of trains is just a mockery of a woman, in my opinion. Six offers past. Three posts on duty at the station - on the one hand, it seems to be yes, but Bobrov is 100 km from the city, Veduga - 40, Duplyatka - 260. Okay, 40 km to Veduga can still be somehow driven if there is a car. And if not?
But this is just an illustration of how “appreciated” personnel are at JSC Russian Railways. Which, as they say, decide everything.
We will have to experience in our own skin all the charms of the so-called "optimization", which is being prepared for us by gentlemen like Zubov, the head of the Liskinsky branch of the South Eastern Railway. Or such a convenient and accommodating Mr. Nerovnykh, ready to drive all his subordinates out into the street, just to keep a place for himself.
True, not everywhere the pace of optimization is as successful as in Voronezh. For example, Otrozhka station chief Denisov was able to fight off the optimizers and prevent the dismissal of his employees. But Mr. Nerovnykh is useless. And those like him are betting on those who today, for the sake of illusory savings, undermine the safety of the railway.
I think it's not even worth talking about the fact that people who will be charged with another load of additional duties, sooner or later, will not be able to fulfill the load, which in Soviet times was designed for three or four workers. And then the emergency will begin. And who will be to blame for these emergencies? A park duty officer who will have to bypass the route to check the fixing of the rolling stock several kilometers long, at the same time thinking whether he will have time to check everything before passing the train, which will have to be entered in the guide, and commanding the drafters? Or a staff of masters of optimizers, of whom there is a legion?
I do not want to be a gloomy prophet, but on the railway they sadly joke that soon two train compilers, one on duty at the park and one on duty at the station, will go on shift. And this brigade will try to portray something capable under the angry eyes of the head of the station, auditors, controllers, deputy chiefs and chiefs of the DCS, deputy chiefs of the road, and so on. Seven with a spoon, one with a ladle.
It's sad, but true. Soon Russia will have to forget about safety on the railways at about the same rate as the Russian railway is degrading. aviationleft without aircraft. No wonder even the President moved from the plane to the train. There is something sacred in this, to be honest.
And do not think that in other places everything is different. At least not only on the South Eastern Railway.
And just before publication, they sent me this masterpiece:
What a charm, isn't it? At 15 o'clock the already mentioned DCS-1 (Director of the Liskinsky branch of the South Eastern Railway) Zubov instructs the aforementioned DC (the head of the Voronezh-1 station) Nerovnykh by 17 o'clock, IN TWO HOURS, to develop and submit to him changes in the organizational and staffing of the station and the distribution of responsibilities in connection with dismissal of operators.
Standing applause. In general, before that, the representatives of the South Eastern Railway staged just an enchanting puff of cheeks, spent just a bag of money on traveling, "studying" the work of the station, compiling photographs of the working day, making analyzes of the situation and stuff like that.
The end result is smokeless puff. Well, the epic: people are fired, and the head of the station in two hours must redistribute the duties of the fired to other people.
A circus worthy of the prosecutor's office and the Investigative Committee, don't you think?