Russia's largest manufacturer of cars for long-distance trains will celebrate its 120th anniversary this year. Today, Tver Plant develops and produces more than fifty modifications of rolling stock, including double-decker cars for long-distance trains, cars for the subway, the high-speed urban electric train "Ivolga", as well as modern low-floor and almost silent trams "Vityaz". In the anniversary year, the plant plans to produce about one and a half thousand cars and bodies - not only for the domestic market, there are also orders from abroad.

1. The Tver plant was founded in 1898. His roots are French-Belgian. The company made its debut with the production of freight cars, but since the beginning of the 20th century it has concentrated on rolling stock for passenger transportation. After the revolution it was nationalized. During the Great Patriotic War, the plant did not have time to be evacuated; it was almost completely destroyed, but the enterprise was quickly restored. In Tver (until 1991 - Kalinin) all cars for Soviet railways.

2. Today the Tver plant is the only high-tech enterprise in the country that produces one- and two-story passenger cars, including for high speed trains. As well as freight and special cars, subway cars, trams and other types of products.

3. Cold press shop. Various parts for wagons they are produced here on a modern installation plasma cutting: current pulses with a voltage of 5-10 kilovolts create a plasma arc that quickly and with a smooth edge cuts steel with a thickness ranging from fractions of a millimeter to one and a half tens of centimeters.

4. From plasma arc to metal arc. A profile forming unit helps produce arches for the roof of the car.

5. Rolled steel is given the required form numerically controlled press brakes.

6. On the profiling line in the cold press shop, profiled sheets are produced for the side wall of the car.

7. One of the tasks of the hardware shop is to protect bolts and other metal products from corrosion. Here, galvanic protective coating is applied to hardware and other parts of cars.

8. Sandblasting area. The parts of the car bogie are polished with abrasive particles under enormous pressure.

9. Employees of the frame and body shop assemble the side walls (“sidewalls”) of single-deck cars.

10. A welder attaches the flooring to the car frame.

11. The surface of the car must be flat and smooth. The process of stripping the side of a car.

12. A very important moment is welding the external seams on the side walls of the body. Automation helps to quickly and consistently create high-quality seams. The machine uses advanced cold transfer technology and is almost completely free of metal spatter. The result is a durable and beautiful seam.

13. Assembling the car roof in the frame and body shop.

14.

15. Automatic welding of roof elements is accompanied by constant and strict quality control. The lower the deformation from weld points, the better appearance carriages.

16. Welders work on the roof of the car.

17.

18. Over the past 10 years, the Tver plant has produced more than 7 thousand different passenger cars. The enterprise's capacity allows it to produce over a thousand cars per year.

19. Preparatory work in the painting and drying chamber. The surface of the car is coated with polyurethane paints and varnishes and dried at 60º C.

20. Car assembly shop. The car body is moved using a transborder.

21. A transborder is a device for transferring cars from one section of a workshop to another.

22. Employees of the car assembly shop are ready to install the tilt-sliding door.

23. Before delivery to the technical control department, the wagon is marked with last elements coloring.

24. One of the key conditions for passenger comfort is the ventilation system in the carriage interior.

25. Finished products of the car assembly shop.

26. Passenger and mail cars of various modifications awaiting delivery to customers. The Tver plant has its own railway line with access to the Moscow - St. Petersburg highway.

27.

28. On this line, double-decker cars are assembled - a fundamentally new type of rolling stock for domestic roads for transporting passengers over long distances. The Tver plant has already produced more than 150 such cars.

29. Tver Plant produces rolling stock not only for mainline passenger transportation. A welder works on assembling the head car of the future St. Petersburg metro train.

30. Several years ago, the Tver plant mastered the production of cars for the Moscow metro together with OJSC Metrovagonmash, both enterprises are part of the Russian Transmashholding.

31. Metrocars of the 81-722 “Yubileiny” series were created specifically for the St. Petersburg metro.

32.

33.

34. Ready car body for the subway.

35. The finished subway car body.

36. Tver Carriage Works produces bodies for modern low-floor trams.

37. Building berth for assembling tram bodies.

38. Installation of the frame of the tram series 71-931M "Vityaz-M".

39. Assembly of the Vityaz-M head section for Moscow.

40. Ready Vityaz-M. The Tver plant has already produced more than 120 units of trams of this modification of low-floor trams.

41. Foundry.

42. Pouring cast iron for the production of car parts.

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44. Trolley workshop.

45. Manufacturing axles for wheel sets in the bogie shop.

46. Cart painting.

47. Bogie air spring for the newest urban electric train EG2TV "Ivolga". Thanks to advanced solutions, the train developed in Tver accelerates to 160, and in the future, up to 250 km/h.

48. The interior elements of the cars are created in the woodworking shop. Processing of aluminum parts for the interior of the cars is underway.

49. Assembling parts of partitions for the interior of the car.

50. Shelves, tables and other elements in railway cars are also called furniture. And they make it in a woodworking shop.

51. The internal surfaces of the cars are coated with polyester powder paints on an automated line.

52. How neat and high-quality the carriage furniture will look is the area of ​​special responsibility of the sewing department.

53.

54. Processing of parts on a milling processing center in repair and tool production.

55. The energy “heart” of the plant is the boiler shop.

56. At the beginning of the 21st century, the Tver Carriage Works experienced a serious crisis; in order to save a unique production for Russia, the government of the country took a number of urgent measures (limiting the purchase of cars abroad, Russian Railways subsidies for the purchase of domestic products, the abolition of VAT on long-distance transportation - with the condition that carriers will use the freed up resources to purchase new Russian-made rolling stock).

57. State support has had an effect: the Tver plant today receives a stable profit and is developing new types of products.

Russia's largest manufacturer of cars for long-distance trains will celebrate its 120th anniversary this year. Today, Tver Plant develops and produces more than fifty modifications of rolling stock, including double-decker cars for long-distance trains, cars for the subway, the high-speed urban electric train "Ivolga", as well as modern low-floor and almost silent trams "Vityaz". In the anniversary year, the plant plans to produce about one and a half thousand cars and bodies - not only for the domestic market, there are also orders from abroad.

(58 photos)

The Tver plant was founded in 1898. His roots are French-Belgian. The company made its debut with the production of freight cars, but since the beginning of the 20th century it has concentrated on rolling stock for passenger transportation. After the revolution it was nationalized. During the Great Patriotic War, the plant did not have time to be evacuated; it was almost completely destroyed, but the enterprise was quickly restored. In Tver (until 1991 - Kalinin) all cars for Soviet railways were produced:

Today, the Tver Plant is the only high-tech enterprise in the country that produces one- and two-story passenger cars, including for high-speed trains. As well as freight and special cars, subway cars, trams and other types of products:

Cold press shop. Various parts for cars are produced here using a modern plasma cutting installation: current pulses with a voltage of 5-10 kilovolts create a plasma arc that quickly and with a smooth edge cuts steel with a thickness ranging from fractions of a millimeter to one and a half tens of centimeters:

From plasma arc to metal arc. The profile forming installation helps produce arches for the roof of the car:

Rolled steel is given the desired shape by press brakes with numerical control:

On the profiling line in the cold press shop, profiled sheets for the side wall of the car are produced:

One of the tasks of the hardware shop is to protect bolts and other metal products from corrosion. Galvanic protective coating is applied to hardware and other parts of cars:

Sandblasting area. Car bogie parts are polished with abrasive particles under enormous pressure:

Employees of the frame and body shop assemble the side walls (“sidewalls”) of single-deck cars:

The welder attaches the flooring to the car frame:

The surface of the car must be flat and smooth. The process of stripping the side of the car:

A very important moment is welding the external seams on the side walls of the body. Automation helps to quickly and consistently create high-quality seams. The machine uses advanced cold transfer technology and is almost completely free of metal spatter. The result is a durable and beautiful seam:

Assembling the car roof in the frame and body shop:

Automatic welding of roof elements is accompanied by constant and strict quality control. The lower the deformation from weld points, the better the appearance of the cars:

Welders work on the roof of a car:

Over the past 10 years, the Tver plant has produced more than 7 thousand different passenger cars. The enterprise's capacity allows it to produce over a thousand cars per year:

Preparatory work in the painting and drying chamber. The surface of the car is covered with polyurethane paints and varnishes and dried at 60º C:

Car assembly shop. The car body is moved using a transborder:

A transborder is a device for transferring cars from one section of a workshop to another:

Employees of the car assembly shop are ready to install the tilt-sliding door:

Before delivery to the technical control department, the last elements of painting are applied to the car:

One of the key conditions for passenger comfort is the ventilation system in the carriage interior:

Finished products of the car assembly shop:

Passenger and mail cars of various modifications awaiting delivery to customers. The Tver plant has its own railway line with access to the Moscow - St. Petersburg highway:

On this line, double-decker cars are assembled - a fundamentally new type of rolling stock for domestic roads for transporting passengers over long distances. The Tver plant has already produced more than 150 of these cars:

Tver Plant produces rolling stock not only for mainline passenger transportation. A welder works on assembling the head car of the future St. Petersburg metro train:

Several years ago, the Tver plant mastered the production of cars for the Moscow metro together with OJSC Metrovagonmash, both enterprises are part of the Russian Transmashholding:

Metrocars of the 81-722 “Yubileiny” series were created specifically for the St. Petersburg metro:

Finished car body for the subway:

Finished subway car body:

Tver Carriage Works produces bodies for modern low-floor trams:

Building berth for assembling tram bodies:

Installation of the frame of the tram series 71-931M "Vityaz-M":

Assembly of the Vityaz-M head section for Moscow:

Ready Vityaz-M. The company in Tver has already produced more than 120 units of trams of this modification of low-floor trams:

Foundry:

Pouring cast iron for the production of car parts:

Trolley workshop:

Manufacturing axles for wheel sets in the bogie shop.

Original publication - http://russos.livejournal.com/1125097.html, author - Alexander Popov aka Russos

Every time I get to an interesting and large-scale production, I am ready to stay there for days, taking interesting shots, delving into the intricacies of production and technology. This is incredibly exciting...

So, after a short introduction - Tver Carriage Works. The largest enterprise in Russia and the CIS for the production of various types of passenger cars and components for them. The main supplier of cars for JSC Russian Railways (and its subsidiary - JSC FPK). The enterprise is part of Transmashholding. The existing production areas and technological capacities allow simultaneous work on the production of several models of passenger cars, as well as various types of freight cars and special-purpose cars (they weren’t allowed to film in one workshop, they said that something was being assembled there). that's secret).

1. The plant was founded in 1898 by the French-Belgian joint-stock company “Dil and Bacalan” under the name “Verkhnevolzhsky Plant of Railway Materials”. In 1915, it was renamed the Tver Russian-Baltic Carriage Works, and after nationalization (in 1918) - the Tver Carriage Works. In the period from 1931 to the 1990s it was called the Kalinin Carriage Works.

2. From the first years of the 20th century, the era of passenger carriage construction began at the plant. In Tver, four-axle sleeping cars are produced for the joint-stock company “International Society of Sleeping Cars and High-Speed ​​European Trains,” as well as passenger cars of all four classes, double-decker cars, service cars with salons and sleeping compartments, and passenger cars for countries with hot climates. An archival photograph shows a double-decker carriage created at TVZ in 1905

3. The plant has a huge area in Tver, and in fact it is the only large operating enterprise in this city. On the territory you can see buildings of various eras and types. For example, in the photo you see the oldest building - a wooden frame of the water tower of the local boiler house. It has been standing since the 19th century.
4. But we start our tour from the woodworking workshop. Now, in a modern carriage, very little wood is used, but previously almost the entire carriage was made of wood. The wood, or rather the wood board that is currently used, is impregnated with special compounds to prevent combustion and rotting. Alas, this did not happen right away and several large fires, and then tests showed that the old cars burned out in just a few minutes. But that's how it was. Now the rules fire safety draconian and the manufacturer is obliged to follow them. Well, the equipment today is not what it used to be, just look at this CNC machine. Replaces more than 8 classic woodworking machines. Parts of any configuration are processed in a matter of minutes, the accuracy is the highest, which accordingly affects the accuracy and speed of assembly of finished cars.
5. Now almost all the internal filling of the car is produced in this workshop. Along with plywood board and fire-resistant wood, plastic, aluminum profiles and other modern materials are used as materials. But the name was kept historical.
6. For example, if I'm not mistaken, these are plastic facing internal panels. They will be installed inside the car on the side walls on top of the double-glazed windows.
7. A worker glues rubber seals to compartment doors with superglue. It’s about half past 12 in the morning, and he’s already used up so many tubes of glue.
8. The plant has carried out and is modernizing its machine park. The company has a huge number of modern CNC machines. And this picture with the remote control immediately reminded me of this.
9. The machine simultaneously saws four metal profiles, which will later become part of the internal equipment of the car.
10. Now let’s go through and see how the metal parts of the future carriage are made. For example, this part was produced on a press. The bending accuracy is clearly controlled by an inclinometer.
11. This is a sheet of metal after plasma cutting. There are three such installations at the plant. There are 14 more laser complexes for cutting sheet metal. In the foreground: the sides of the cart frames were cut out here. Then there are some other little things. The remaining sheets after cutting will be sent for melting. And back to work. In general, the plant treats metal waste very carefully, and everything goes back to work.
12. Stamping machines. Some small fittings and parts, when the quantity used is large, are not profitable to make using new technologies (expensive and less productive), so they use such a machine park. And next to it stands an old press from very shaggy years. But in absolutely working condition. They decided to keep it in production as a working monument. A kind of “player coach”.
13. Parts are painted with powder paints on an automatic line, but with mandatory visual control and touch-up of complex surfaces with manual sprayers.
14. According to a representative of the plant, even in not the most successful years, great importance was paid to labor protection and the tools and materials used in work. Honestly, it was hard to believe right away, but what I saw in the workshops confirms this.
15. Now it's time to make the frames for the undercarriages. First, the prepared sheets of metal are joined in special devices and secured by welding.
16. Next, the automatic robot welder comes into play. It was with these machines that the global modernization of welding equipment began many years ago. Hard-to-reach places are boiled manually.
17. Almost finished cart frame. Since the quality of the trolley and wheel sets is the safety of passengers, the quality requirements are the highest. Moreover, the part is marked with the personal mark of everyone who worked with it. And who checked and controlled. All this data is then stored throughout the operation of the trolley and wheel sets.
18. In the foreground is a stack of bogie frames for the subway car 81-760/761 “Oka”. TVZ makes them for Metrowagonmash.
19. A very smart trolley frame finishing machine. Special sensors check the overall dimensions and axles. New coordinates are measured from these axes, holes are drilled, and edges are processed. Those. if, for example, the bracket was welded with an offset of a couple of millimeters, then the machine will recognize this and a hole in the bracket will be drilled regardless of this in the right place.
20. Now production of wheelsets. The axle itself is turned on site; for railway wheels, which come to TVZ from various factories, including the Vyksa Metallurgical Plant, the mounting hole (wheel hub) is bored.
21. Attaching the wheel to the axle. There is a hot and cold nozzle method. Cold is used here. The inner diameter of the hole in the wheel is slightly smaller than the outer diameter of the axle. And the wheel is pressed onto the axle with a given force. The process is recorded by a special control device with a graphical recording of the pressing diagram.
22. Finished wheelsets are sent for bogie assembly.
23. A finished bogie of a new design for a passenger car with disc brakes.
24. And this is the old, familiar trolley design. It is now produced at a neighboring enterprise in Tver.
25. Press for hot forging. It uses special stamps to produce parts of complex shapes from blanks preheated red-hot in gas ovens. 26. Now let’s go to the foundry. In this nondescript photo you see a literal technical revolution in the foundry business. If you need to cast a simple part without cavities inside, then it’s all simple. But what if the part is complex and there are cavities and channels inside? There are two options. In the first case, a wax internal model is placed inside the flask. She gives internal structure and when pouring metal, it melts and flows out. But you can do simple things this way. What if it’s complicated? Then the internal cavities are formed using sand models. Previously, they were compacted by hand, and one person could do about a dozen per day, since the work is very painstaking, requires high precision and everything is done by hand. Now sand models are made by machine. The result of her work is in the photo. Every minute and a half, two sand models pop up. And then, after the part hardens, the sand of the model is destroyed on the vibration stand and spills out of the part.
27. The lower part of the flask with the installed sand model.
28. Issuance of cast iron.
29. The ladle is quite small, since a certain temperature of the metal is required to ensure the quality of the casting - a large amount of metal cannot be poured into the flask, the cooling time is limited
30. They manage to fill several flasks and go back to dispensing cast iron.
31. Finished foundry parts and surface treatment.
32. Now let's go look at the body assembly. First, the car frame is welded on special slipways. Undercarriage equipment is installed and communications are laid.
33. In parallel with the assembly of body frames, car sidewalls are manufactured on a special line. The assembly and welding process is as automated as possible and is carried out with minimal human intervention.
34. The roof sheathing is first welded flat, then turned over and given a semicircular shape on a special stand. The arches are welded and the roof takes on shape and rigidity.
35. Finally, all parts of the body (frame, sides, end walls and roof) are connected together into a finished product - the basis of the future carriage.
36. First, all incoming components and parts are tacked.
37. Next, all horizontal external joints are welded using automatic installations. But the rest - by hand.
38. That's it, the carriage is almost ready. At least its frame. As you can see, even a heater (or rather, a boiler) is already installed here.
39. The car after applying the thermal insulation coating and flooring. .::clickable::.40. Next comes essentially the usual assembly of a huge number of components and testing them. The photo shows the installation of a water supply system. The master is preparing a water disinfection system for installation.
41. Assembly is carried out at positions - only certain actions are performed at each. Then the car moves to the next position. They come here already painted.
42. The car after installing almost all internal systems. Now it’s time to install partitions and mount what the passenger will ultimately see. .::clickable::.43. The plant is the main supplier of passenger cars for the subsidiary of Russian Railways - the Federal Passenger Company. But the company's product range is very extensive. .::clickable::.44. New carriages with seats are now included in permanent trains, including branded ones.
45. The full production cycle of a wagon takes about 70 days. For a double-decker carriage this figure is about 100 days. This is the period from the manufacture of the first part to the finished car. On average, a car spends 12 days in the car assembly shop directly assembling the finished product.
46. ​​The main (left) line is occupied by serial cars for Russian Railways. On the middle one this time there were staff and dining cars. A right line occupy other projects. At the time of filming, these were sleeping cars for international traffic (RIC size) - a joint project of TVZ and Siemens. .::clickable::.47. And cars for the railways of Kazakhstan.
48. Since 2008, 2,800 different cars have been supplied for the needs of Russian Railways. These new cars are used as a priority for the formation and renewal of branded and fast trains. .::clickable::.49. I won’t show you an ordinary compartment carriage, as there are already a lot of photographs. But the presence of an outlet in the compartment is very pleasing.
50. And this is a lift for the disabled in the staff car.
51. There is a special compartment and toilet for them only in this carriage. Look how the passage has been widened so that the stroller can pass through.
52. Now all bodies are made of stainless steel. The last production car made of ordinary carbon steel is on display at the plant's exhibition site. Occasionally, if the customer wishes, the plant fulfills orders for cars using old technology. But for the customer this is a double-edged sword. The difference in the price of a car with a stainless steel body and a regular one is less than a million rubles. And the service life of a stainless steel car is 40 years versus 28. By the way, I learned a secret at the plant that had been bothering me for a long time. You see the inscription “mileage - 450” on the end of the car. This means that an additional metal layer of increased strength is deposited on the surface of the automatic coupler and buffers, which ensures that the cars can run for at least 450 thousand km without replacing these wearing parts.
53. Double-decker car developed at the initiative of Russian Railways. So much has already been written about him that I won’t go into detail. The photo shows the first prototype, a prototype on which the plant conducted tests and mastered the design and technology of this innovative product. To the credit of the plant, it must be said that this prototype was manufactured in just 8 months from the start of design - from the first line on the drawing. Few competitors, even world market capable of putting a completely new product into production in such a short time.
54. The first metro car produced at the plant. At first, “Oka” was assembled in Mytishchi, then part of the order was sent to Tver. It was done. Now at TVZ they only make frames for metro trolleys.
55. Sleeping cars of RIC size for international traffic - a joint project of TVZ and Siemens commissioned by Russian Railways. Pay attention to the wide surfaces of the end accordions.
56. Let’s take a closer look at this carriage. Coupe - in general, everything is familiar.
57. And this is how the door from the compartment opens. It's surprising that it's mirrored from the inside, but open form she is blocking the passage. Not a very successful design solution, in my opinion, although the design was developed by one of the grandees of the world carriage building - the Siemens company.
58. Each carriage has a shower.
59. And the washbasin under the table. But there is no opener under it. :)
60. Panorama of the plant. Motor transport workshop and railway lines with finished products. Behind the scenes were paint shops, a climate testing station, a central factory laboratory and much more. But there are already a lot of photographs. And by 2030, Russian Railways will purchase 16.5 thousand cars for 774.5 billion rubles, of which 2 thousand in the next three years. .::clickable::.Many thanks to the press service of the Tver Carriage Works and all its employees for their patience and help in preparing the material!

August 25, 1898 A plant began operating in Tver, the entire history of which is inextricably linked with the development of domestic carriage building and the history of Russian railways.

In 1857, an imperial decree was issued on the construction of the first railway network with a length of 4,000 miles; in 1866, the government issued concessions for the construction of 26 new lines. In the period 1868-1875. 1,750 km were put into operation annually. steel lines. Railways required rolling stock in ever-increasing quantities. But the only plant in Russia, the Aleksandrovsky plant, which built cars, steam locomotives and repaired them, did not meet the growing needs of the railways for rolling stock. Therefore, for newly constructed railways, passenger cars were purchased abroad, mainly in Germany and France. The main disadvantage of most Western carriages was the lack of a longitudinal passage; doors were installed on both sides in the side walls of the carriage opposite each compartment. The doors opened outward and at the same time went beyond the clearance of the buildings, which was unsafe when moving. IN winter time When the doors opened, the compartment became very cold. The walls, roof and floor of the foreign carriage were single, without insulating layers, there was no heating, and not all carriages were equipped with brakes.

Russo-Turkish War(1877-1878) slowed down railway construction for a long 15 years. A new rise began in 1892. From this time on, throughout the decade, the growth of passenger traffic annually amounted to more than 20%, and cargo turnover increased even faster. At that time, the state contributed a lot to the development of domestic carriage building. In 1892-1896. a number of legislative provisions were adopted, according to which the railways were obliged to purchase all rolling stock, including passenger cars, only of domestic production. Franco-Belgian Joint-Stock Company"Dil and Bakalan" initiates the creation of the Verkhnevolzhsky plant of railway materials in Tver. September 23, 1896 Tver head A.F. Karpov and the chairman of the Dil and Bakalan joint stock company, Mark Durieu, signed an agreement to lease 73 acres of fields beyond the Volga for the construction of a plant. It was supposed to specialize in the production of railway rolling stock in a wide range of products: from freight platforms and cars to high-end passenger cars. And on August 25, 1898, the director of the plant, Mr. Liebke, received a certificate “to open the operations of the plant.” This day is considered the birthday of the Tver Carriage Works.

The Tver plant was built, as they say, “from scratch.” The best and most modern machines and powerful steam units ensured high labor productivity and the highest quality of products. Together with the French, electricity came to Tver - Steam engine at the power station it drove DC generators.

Already in 1899, the first 13 covered 9-meter freight cars with a carrying capacity of 12.5 tons were presented to the inspection of state-owned railways.

The first two-axle freight cars. The inscription “40 people, 8 horses” was a reminder of the military purpose of the railway and its rolling stock.

In the first years of the twentieth century, the range of products expanded. On Tver plant The era of passenger carriage construction begins. It produces four-axle sleeping cars for the joint-stock company "International Society of Sleeping Cars and High-Speed ​​European Trains", passenger cars of all four classes: double-decker cars for immigrants traveling to the Far East, 6-axle 26-meter saloon cars for the Grand Ducal family, service cars with salons and sleeping compartments, passenger cars for countries with hot climates. At this time, the plant was building up to 300 freight cars and up to 20 passenger cars per month.

In August 1915, the Tver Carriage Works came into the possession of the joint-stock company Russian-Baltic Carriage Works. About 3 thousand unfinished cars were evacuated from Riga to Tver. The merger of factories played a positive role in technical equipment and improving work culture. Product output increased 7-8 times compared to 1900.

The further development of the enterprise was disrupted by the revolution of 1917 and the subsequent civil war. On October 26, 1918, the Tver Russian-Baltic Carriage Works was nationalized. Many carriage builders were called to the front. Product output in 1919 decreased by 3-4 times compared to 1916 - only 39 passenger cars and 486 freight cars were produced. At the end of 1921, the decision of the Main Directorate of Machine-Building Plants came to Tver to mothball the plant, which lasted four years.

The decision to restart the plant coincided with the beginning of the industrialization period - October 1, 1925. It was decided to replace the two-axle freight car with a four-axle design, which significantly increased its carrying capacity. A train made up of four-axle cars has a shorter length at more weight. As the length of the train decreases, fuel consumption and tare weight per unit mass of cargo decrease, cornering improves, and safety increases.

In 1931, in connection with the renaming of the city of Tver to Kalinin, the plant became the Kalinin Carriage Building Plant (and remained so for 60 years - until Tver returned its historical name in 1991).

In 1932, the building of a new, almost half-kilometer-long car assembly shop was laid, a plant management building was erected, construction of a mechanical shop began, and reconstruction of the woodworking and tool shops began. The electric power industry received new transformers, and an oxygen station was built at the plant, which is necessary for organizing gas cutting and welding. But the main innovative process of that time was the introduction for the first time in the car building of electric welding as the main method of joining parts instead of riveting.

In 1934, the number of workers at the plant amounted to 6.5 thousand people, the volume of output exceeded the level of 1913 ten times.

In 1937, the plant produced 5,736 heavy-duty freight cars and 418 passenger cars, exceeding the total production volume of 1913 by 16.4 times, and became the largest car-building enterprise in Europe.

In 1939, by a decision of the USSR Government, the production specialization of the plant was defined as “passenger car building”. In the same year, work began on the creation of the largest all-metal passenger car of a new design. At the beginning of 1940, the new cars underwent a test run along the Moscow-Sochi route and back. Feedback from crews operating the new cars has been positive. All plans were disrupted by the war.

Due to the difficult military-political situation on the border of the USSR, the production of freight cars has been increased, and preparations for the production of a new passenger car have been suspended.

Since July 1941, the plant began producing military products: artillery shells, mortars, aerial bombs, and ambulances. In parallel with this, equipment for car building was being dismantled and prepared for evacuation to eastern regions countries. But the front advanced so rapidly that only one echelon with equipment and people was able to be sent to the east.

During the occupation of the city by Nazi troops, the plant was severely destroyed, and ruins lay on the site of the workshops. But already on January 3, 1942 - two weeks after the liberation of the city of Kalinin from the Nazis - an order was received from the People's Commissariat of Medium Engineering of the USSR to resume the plant's activities as soon as possible. Restoration work has begun. Since October 1943, by decision State Committee The defense plant was included in the number of the most important defense enterprises in the country: the enterprise produced 18 types of front-line products.

During the Great Patriotic War, many carriage builders died defending our country. In memory of them, an obelisk monument “To those who fell in battles for the Motherland” was erected at the plant.

Seven carriage builders who fought on the fronts of the Great Patriotic War were awarded the high title of Hero Soviet Union. The labor exploits of the car builders were marked by government awards: 2,426 workers, specialists and employees of the plant were awarded the medal “For Valiant Labor in the Great Patriotic War” Patriotic War 1941-1945."

They returned to passenger carriage building at the Kalinin Carriage Plant in 1950. Without stopping the production of freight cars, the car assembly, frame-body and bogie shops were redeveloped, the galvanic section and the fittings shop were re-created, and woodworking production increased several times.

In the first quarter of 1951, the plant stopped producing freight cars. All efforts were aimed at producing all-metal passenger cars.

The transition to the production of all-metal passenger cars required a radical change in welding technology. Designers and technologists of the Kalinin Carriage Works invented and created portal welding machines for welding roof arches, for welding car side walls and flooring. Subsequently, such automatic welding machines were used at other domestic and foreign car-building enterprises.

According to the seven-year plan adopted at the end of the 1950s, the plant staff was tasked with mastering several types of cars. Production from large-scale production turned into serial and small-scale production, and the share of single orders increased. In 1959, the plant built only one type of passenger car, and in 1965 - already 11 types and modifications. During these years, for the first time in the practice of domestic carriage building, the plant organized serial production and manufactured a large batch of passenger cars equipped with an air conditioning system and centralized power supply from power station cars, which were intended for operation on Central Asian routes, and also ran between Moscow and Leningrad.

The pace of electrification of railways in the country was high, and the Riga Carriage Works could not cope with the volume of production of electric trains. The production of electric train cars was entrusted to the Kalinin Carriage Building Plant. Head and trailed electric cars were produced. Electric trains, codenamed ER, were designed for high acceleration, had a short braking section, automatic doors, and an advanced heating and ventilation system. For the period from 1959 to 1969. 4552 electric train cars were manufactured

Mastering the production of electric train cars required organizational and technical restructuring of production. In terms of scale, it turned out to be no less than that which was carried out a decade earlier during the transition to passenger carriage production.

At the end of 1958, the plant created a bureau of new materials, whose specialists were tasked with the development and implementation of new polymer-based technologies to reduce weight, improve the quality, reliability and durability of passenger cars. In 1963 - 30 years before the start of the use of polymer pipelines in construction - the Kalinin Carriage Plant mastered the use of polymer materials in the water supply system of cars: tanks were made of fiberglass, tubes, couplings, tees and valves were made of polyethylene.

Simultaneously with the development of technology for using polymer materials, technology was being developed for manufacturing a car body from light alloys. In 1961, the plant built an experimental carriage 23.6 meters long for interregional service with a body made of aluminum-magnesium alloy. The use of new materials made it possible to reduce the weight of the passenger car from 8 to 10 tons. All the work done made it possible to ensure the growth of one of the most important indicators of progress in car building - an increase in train speeds. If at the end of the 50s the plant produced long-distance cars designed for speeds of up to 100 km/h, then in the mid-60s the plant mastered cars with a design speed of up to 180 km/h.

In 1965, the plant built the Aurora express train, consisting of 9 interregional cars and a power station car. The journey between the capitals on the Aurora took only 4 hours 59 minutes.

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On May 17, 1965, car manufacturers reported on the early fulfillment of the seven-year plan for gross output. The regional trade union council included the plant in the Book of Labor Glory and awarded it with a Certificate of Honor. 75 advanced workers, engineers and technicians were awarded the “Excellence in Socialist Competition of the RSFSR” badges.

A year later, on June 28, 1966, when the results of the seven-year plan were summed up throughout the country, the Presidium of the Supreme Soviet of the USSR signed a Decree awarding the Kalinin Freight Car Building Plant with the Order of Lenin. More than 80 of the best workers of the plant were also awarded high awards - they were awarded the Order of Lenin, the Red Banner of Labor, and the “Badge of Honor”. Many site workers achieved the honorary title of “Shock Worker of Communist Labor.” For outstanding achievements in fulfilling the tasks of the seven-year plan and achieving high technical and economic indicators in work, on July 9, 1966, the title of Hero of Socialist Labor was awarded to Ivan Alekseevich Maslennikov, a foreman of the trolley shop, holder of the Orders of Lenin and the Red Star, awarded the medals “For the Defense of Stalingrad”, “For victory over Germany” and “Hammer and Sickle”.

Further development of high-speed traffic required research in the field of wheel-rail interaction and evaluation of various structural elements of running gears. To accomplish this task in 1970, together with Design Bureau A.S. Yakovlev and VNIIV, a project for a high-speed motor car with a turbojet drive from two engines of the Yak-40 aircraft was implemented.

In 1971, a self-propelled laboratory car was tested on the Golutvin-Ozery line of the Moscow Railway, where a speed of 187 km/h was achieved. At the beginning of 1972, the carriage traveled on the Novomoskovsk-Dneprodzerzhinsk section of the Dnieper Railway, where it reached a speed of 249 km/h. During the tests, it turned out that the car could reach significantly higher speeds, but the existing railway track could not withstand the loads. Currently, the head part of the legendary laboratory car is built into a commemorative stele unveiled on Constitution Square in Tver to commemorate the 110th anniversary of the plant.

The accumulated experience allowed in 1972-73. build the Russian Troika express train (RT-200), which during testing reached speeds of up to 250 km/h. This was a real breakthrough in carriage building. The car had a pear-shaped cross section - the most advantageous from an aerodynamic point of view. Aluminum-magnesium alloys were used to make the body.

Despite the large amount of work associated with the development of the production of cars for high-speed traffic, the plant continued to modernize the main model range to meet the ever-increasing demand for mass passenger transportation. In 1981, the plant mastered the production of a serial open-type passenger car 61-821, in 1985-1987. produced interregional carriages model 61-837 with seats for sitting

In subsequent years, with the development of perestroika processes in the country, difficult times came for the plant. The state was leaving the economy, and the plant, which had been operating for many years within economic integration CMEA member countries were thrown into conditions of fierce competition with Western manufacturers of rolling stock. The accumulated experience and high professionalism of the team of Tver carriage builders allowed the enterprise not only to survive in the current conditions, but also to maintain its position in the market. Already in 1989, the plant built an interregional carriage, model 61-838, designed for speeds of up to 200 km/h. This model was intended to test systems and equipment subsequently used in serial production.

In the early 90s, the Tver Carriage Works, which had been building non-compartment cars for many years in a row, mastered the production of cars with 4-seater compartments. The problem of import substitution of compartment cars, previously produced in Germany, has been solved. In the spring of 1993, a presentation of a luxury compartment car model 61-820 with improved technical characteristics and design. Its serial production began in 1994.

On May 21, 1993, an open joint-stock company "Tver Carriage Works" was formed, to which all major production assets enterprises. The plant continued to produce various types of passenger cars: compartment and reserved seat cars, staff and SV, open type and with seats, mail and luggage cars, freight cars and special purpose cars, as well as bogies for passenger cars and for trailed cars of electric trains, wheelsets with axle boxes for bogies of passenger and freight cars; cast iron.

The plant faces a new task - to develop and master the production of cars with a flat body sidewall, since this is the design that is necessary for organizing high-speed traffic - 200 km/h and above. In addition, it is widely used in the European railcar industry, as it allows expanding inner space car and simplify the process of its operation. The company's team successfully completed the task, and in 1998, on the eve of the plant's 100th anniversary, a new generation car, model 61-4170, was manufactured, designed for use at speeds of 200 km/h. In the production of this car model, the most modern technologies, which made it possible to implement the most promising and daring design developments. In particular, stainless steel was used in the body structure, cradles-free trolleys with increased smoothness were used, computerized information and life support systems, environmentally friendly toilets and much more were installed.

The “Strategy for the Development of Railway Transport in the Russian Federation,” adopted by order of the Government of the Russian Federation dated June 17, 2008, envisaged the active renewal of rolling stock. In order to fully participate in the implementation of the Strategy for the Development of Railway Transport in the Russian Federation, it was necessary to master the production of cars of a new model range, fundamentally different from previously produced models, to increase the production capacity of the plant to ensure the production of 1,200 cars per year, while maintaining the existing production capacity and infrastructure of the enterprise. These works were carried out in the conditions of existing production while simultaneously increasing the production of cars, which, of course, complicated the work and required high professionalism from the team.

The main volume of technical re-equipment of JSC TVZ as part of the development of the production of passenger cars of a new model range occurred in the period from 2003 to 2008. The project was implemented in three stages, each of which involved the creation of independent production facilities for the production of promising designs of a new car: a cradle-less undercar bogie with a disc brake system; car interior products using modern structural materials; bodies of increased length made of stainless steel. At the same time, technical re-equipment of the entire production of the plant was provided, which ensured an increase in its level to the quality indicators of leading European manufacturers of similar products.

The ideology of the technological process of manufacturing a new product included, firstly, the creation of highly efficient production, ensuring the production of products in the volumes of the future needs of JSC Russian Railways; secondly, ensuring a consistently high level of product quality at all stages of its production; thirdly, the maximum elimination of the influence of the “human factor” in complex and critical operations in the manufacture of parts and assemblies that affect the safety of the product; fourthly, the development of flexible technologies that ensure minimal production time for new types of products and efficient small-scale production; fifthly, creating harmless and safe working conditions in all workplaces, ensuring environmental safety at the enterprise and its surrounding areas.

In August 2008, mass production of cars in a new stainless steel body began. To go from design development to mass production of cars of a new model range, a large number of specialists, employees of auxiliary production, and builders had to work hard. The result of joint work was a radical technical update of the entire production chain.

Simultaneously with the implementation of measures to put a new model range of cars into production, work was carried out to increase the production capacity of the plant. If in 2003 the production capacity of JSC TVZ was 625 cars, then as a result of the work done, by 2009 it had grown to 1,200 passenger cars per year. To ensure the growth of the plant’s production capacity, an intensive path was chosen - equipping the plant’s workshops with high-performance equipment and technologies that make it possible to increase production volumes without increasing the total area: the growth of production space for the period from 2003 to 2009 amounted to about 3000 m2 (1.5%), and At the same time, the plant's production capacity almost doubled.

Since 2009, the Tver Carriage Works has been actively developing new products and new mechanisms of cooperation, including with the world's leading manufacturers of railway equipment. One of the significant events in the plant’s activities was the signing of a contract with the world-famous Siemens concern for the creation of new RIC gauge cars intended for international passenger transportation and designed to travel both on Russian railways with a gauge of 1520 mm, and European railways with a gauge of 1435 mm . The carriage has only 8 passenger compartments, one compartment for the conductor and one more for the service. Each compartment has 4 shelf-beds, which can be transformed into 4 comfortable seats with headrests; Under the window there is a folding table with a washbasin. In addition to the standard toilet, the carriage also has a combined bathroom (toilet and shower). From 2012 to 2015, the Tver Carriage Works supplied the Federal Passenger Company with 200 RIC size carriages. They operate on various European routes: from Moscow to Helsinki, Nice, Sofia, Belgrade, Warsaw and other cities.

Since 2009, TVZ has been creating a fundamentally new type of rolling stock for Russia - double-decker cars designed to transport passengers over long distances. This project - from the idea to its full implementation - was implemented by the Tver Carriage Works. A prototype of a compartment passenger car was first presented to the professional public in September 2009 at the II International Railway Salon of Equipment and Technologies EXPO 1520, where it received high marks from specialists from Russian Railways and transport engineering enterprises.

By the summer of 2013, the plant had manufactured and delivered to JSC FPC the first 50 double-decker cars: compartment cars with four- and double-seater compartments, staff cars with radio compartments and the possibility of comfortable travel for passengers with disabilities, including wheelchair users, and dining cars with comfortable a bar for 4 seats and a dining room for 48 people. On November 1, 2013, on the eve of the Winter Olympic Games in Sochi, double-decker trains began regular service on the Moscow-Adler route. During the first year of operation by branded double-decker train No. 104/103 on the Moscow-Adler route transported more than 416 thousand passengers, which is 40% more than in the same period of the previous year, when the train consisted of single-deck cars.

In 2014-2015, the Tver Carriage Works built and transferred to JSC FPC another 105 double-decker long-distance carriages. From them, branded trains were formed on the route Moscow - St. Petersburg, Moscow - Kazan, Moscow - Samara.

In 2015, the line of double-decker cars produced by the Tver Carriage Works was replenished with innovative double-decker cars with seats. They are intended for interregional communication and are made in two interior versions - standard (for 102 seats) and improved (for 60 seats). The first train of 15 such cars departed on July 31, 2015 on the Moscow-Voronezh route. Literally two weeks later - on August 14 - the branded double-decker passenger train with seats No. 46/45 Moscow - Voronezh was registered in the Russian Book of Records. It became the first "year-round regular long-distance train with the largest number of passenger seats."

In 2016, the trains were supplemented with another new product - double-decker staff cars with a seating area. In total, during the period 2013-2017, the Tver Carriage Works built and transferred 297 cars to JSC FPC. They are used to form branded trains that run on eight routes.

In addition to working with the main customer - Federal Passenger Company JSC, the Tver Carriage Works actively interacts with other partners, develops the markets of other countries with 1520 mm gauge, successfully participating in tenders for the supply of cars for the Kazakhstan Railways, Ulaanbaatar Railways, Latvian railways.

Not limiting itself to the main direction - the production of locomotive-hauled passenger cars, JSC TVZ is actively working to expand the range of products produced, and develop new competencies and markets.

In 2011, by order of JSC Russian Railways, the plant’s specialists created escort cars for special trains.

In 2012-2013, the company mastered the production of cars for the Moscow metro, which TVZ manufactured in collaboration with OJSC Metrovagonmash.

In 2015, the plant designed, built and delivered to customers new luggage and mail cars (FSUE Russian Post) and cars for transporting special forces (Ministry of Internal Affairs of the Russian Federation).

Since 2014, together with PC " Transport systems“Russian low-floor trams - one- and three-section, as well as low-floor trolleybuses are being created at the Tver Carriage Plant. In 2015, trams were purchased by the municipalities of Tver and St. Petersburg.

A fundamentally new direction for the plant was the creation of a Russian electric train capable of competing with foreign analogues. Electric train EG2Tv “IVOLGA” is a new word in domestic mechanical engineering. It is highly economical and energy efficient, combines modern design, functionality and high safety standards, meets high level comfort for passengers, including those with disabilities.

The concept of EG2TV "IVOLGA" involves the creation of various modifications of electric trains for urban, suburban, intermodal traffic for speeds of 120 and 160 km/h, and in the future even higher.

All structural elements of electric train systems are designed using the modular principle to the maximum extent possible, which makes it possible to adapt the car space depending on customer requirements.

In July 2016, the Tver Carriage Works received a certificate of compliance with the requirements of technical regulations Customs Union“On the safety of railway rolling stock” for its first development - the city electric train EG2Tv “IVOLGA” in a five-car design. The completed certification confirmed that the Tver Carriage Works has mastered a new competency - “Production of electric trains”.

The first two trains of the IVOLGA electric train have been successfully operated by the Central Passenger Suburban Company on the route Moscow-Kievskaya - Novoperedelkino since 2017 and, as reported on the company website, the purchase of new generation trains "IVOLGA" is part of the program of JSC Central PPK to update the rolling stock suburban rail service.

In January 2018, during a working visit to the Tver Carriage Works, Russian President Vladimir Putin noted: “ORIOLGA is beautiful, powerful, modern.”

OJSC "Tver Carriage Works" is a high-tech production focused on mass release various types of locomotive-hauled passenger cars and components for them. The existing production facilities allow us to simultaneously carry out work on the production of several models of passenger cars: sleeping compartments and with seats, non-compartment (reserved seats) and open type with seats, as well as various types of freight cars and special-purpose cars.

Currently, the Tver Carriage Works is the main supplier of locomotive-hauled passenger cars for Russian railways. In the domestic car building market, the share of cars built by JSC TVZ exceeds 90%. The total area occupied by the enterprise is 93 hectares.

The plant consists of 10 main workshops and 8 auxiliary production workshops, as well as 3 subsidiaries (related to the main technological cycle): Forging and Press Production OJSC, Vagonkomplekt CJSC and PTNP LLC.

One of the undeniable advantages that the Tver Carriage Works received thanks to the massive modernization carried out since 2003 was high mobility and flexibility of production. This is confirmed, in particular, by the development and launch into mass production in 2011 of new escort cars for special-purpose trains: less than six months passed from receiving the technical specifications to the start of mass production. The high mobility of production is also evidenced by the pace of development by the Tver Carriage Works of a new direction for the enterprise - the creation of metro cars, which is carried out jointly with the Metrovagonmash plant, which, like OJSC TVZ, is part of CJSC Transshmashholding.

On August 25, 1898, a carriage building plant began operating in Tver, the entire history of which is inextricably linked with the origins of domestic carriage building and the history of the development of Russian railways.

In 1939, by a decision of the USSR Government, the production specialization of the plant was defined as “passenger car building”.

Since July 1941, the plant began producing military products: artillery shells, mortars, aerial bombs, and ambulances. In parallel with this, equipment for car building was being dismantled and prepared for evacuation to the eastern regions of the country.

They returned to passenger carriage building at the Kalinin Carriage Plant in 1950. Without stopping the production of freight cars, the car assembly, frame-body and bogie shops were redeveloped, the galvanic section and the fittings shop were re-created, and woodworking production increased several times.

The accumulated experience allowed in 1972-73. build the Russian Troika express train (RT-200), which during testing reached speeds of up to 250 km/h. This was a real breakthrough in carriage building.

In the early 90s, the Tver Carriage Works, which had been building non-compartment cars for many years in a row, mastered the production of cars with 4-seater compartments. The problem of import substitution of compartment cars, previously produced in Germany, has been solved. In the spring of 1993, a presentation of the luxury compartment car model 61-820 with improved technical characteristics and design took place. Its serial production began in 1994.

On May 21, 1993, an open joint stock company “Tver Carriage Works” was formed, to which all the main production assets of the enterprise were transferred. The plant continued to produce various types of passenger cars: compartment and reserved seat cars, staff and SV, open type and with seats, mail and luggage cars, freight cars and special purpose cars, as well as bogies for passenger cars and for trailed cars of electric trains, wheelsets with axle boxes for bogies of passenger and freight cars; cast iron.

In 1998, on the eve of the plant's 100th anniversary, a new generation car, model 61-4170, was manufactured, designed for use at speeds of 200 km/h. In the production of this car model, the most modern technologies were used, which made it possible to implement the most promising and daring design developments. From cars of this series, such trains as Nevsky Express (2001), Burevestnik (2004), and Red Arrow (2005) were manufactured and formed.

The main volume of technical re-equipment of JSC TVZ as part of the development of the production of passenger cars of a new model range occurred in the period from 2003 to 2008. The project was implemented in three stages, each of which involved the creation of independent production facilities for the production of promising designs of a new car: a cradled-type undercar bogie with a disc brake system, car interior products using modern structural materials, and extended-length bodies made of stainless steel.

Procurement production has been completely transformed. Traditional stamping has been replaced by modern, highly efficient technology for thermal separation of metals. To obtain high-precision parts, unique three-point bending is used, as well as automated longitudinal-transverse cutting of rolled thin-sheet metal and the production of corrugated sheets and bent profiles by cold rolling of metal from a coil.

Laser complexes from BYSTRONIC (Switzerland), plasma cutting machines from MESSER (Germany) and IGM (Austria), hydraulic press brakes from HAMMERLE and BYSTRONIC (Switzerland), EHT (Germany), coordinate-punching press "TRUMPF" (Germany) made it possible to radically change the ideology of procurement production, providing high productivity, flexibility of the technological process and reduction of preparation time for the production of new types of products. Currently, the plant operates 14 laser complexes, two of which (KS-3 Navigator) are Russian-made using fiber-optic ytterbium lasers.

Simultaneously with the implementation of measures to put a new model range of cars into production, work was carried out to increase the production capacity of the plant. If in 2003 the production capacity of JSC TVZ was 625 cars, then as a result of the work done, by 2009 the plant's capacity increased to 1,200 passenger cars per year. The increase in production space for the period from 2003 to 2009 amounted to about 3000 m 2 (1.5%), while the plant's production capacity almost doubled.

Great attention is paid to improving the production system, optimizing production and reducing costs. In April 2010, the Tver Carriage Works became one of the first enterprises of Transmashholding CJSC, which began to implement the new production system “Lean Production” and has already achieved significant results in this. Thanks to its implementation, it was possible to improve product quality by 19%, increase labor productivity by 14%, reduce inventories in warehouses by 44% and reduce production space by 14%. According to the results of the third audit conducted by experts from JSC Transmashholding and the Alstom transport company in the fall of 2011, the Tver Carriage Works took first place among all enterprises of JSC TMH in terms of the dynamics and effectiveness of the implementation of the new production system. The work carried out at the plant was appreciated by the strategic partners of the enterprise - JSC Russian Railways and the Alstom transport company. According to the results of the next audit, which was carried out in April 2012, the Tver Carriage Works confirmed its leading position, taking first place among the holding’s enterprises in the implementation of Lean Manufacturing tools.

Currently, specialists from the Tver Carriage Works continue to study and master the experience of leading European car-building enterprises. The result of this work will be a program for the development of car building technology in order to achieve European requirements to cars and maximum satisfaction of the needs of the main customers - JSC Russian Railways and JSC FPC - for high-quality, comfortable, reliable and inexpensive rolling stock.

A separate range of products manufactured by TVZ OJSC

Main activities: production and sale of locomotive-hauled passenger cars and other types of rolling stock, as well as components and spare parts for them.

TVZ produces the following types products, works and services:

· Locomotive-hauled passenger cars for speeds of up to 160 km/h and up to 200 km, including luxury cars and cars for permanent trains;

· Freight cars and special purpose cars;

· Trolleys for passenger cars - cradle and cradleless;

· Wheel pairs for passenger and freight cars;

· Spare parts for passenger cars.

Passenger cars for trains of permanent formation

61 -4462 compartment with berths
61 -4463 compartment headquarters with berths
61 -4464 dining car
Freight and special purpose cars
Car model	Purpose of the car
61 -4483	car for accompanying trains of hopper-dispenser cars.
TK-13T
TK-VG-18-2	car for transportation of spent nuclear fuel
TK-84/1	car for transportation of spent nuclear fuel
61 -4500	wagon for transporting special forces
61 -4159	wagon for transporting money and jewelry
	laundry car
	washing and disinfection car
TP 2-3	wagon for transporting containers to nuclear power plants
TP 5-3	carriage for on-site transportation at nuclear power plants
Bogies for rolling stock of mainline railways
Trolley model
68 -4063 biaxial cradle	68 -4075 biaxial cradleless
68 -4064 biaxial cradle	68 -4076 biaxial cradleless
68 -4065 biaxial cradle	68 -4095 biaxial cradleless
68 -4066 biaxial cradle	68 -4096 biaxial cradleless

The scientific, technical and production potential of the plant, the constant equipping of production shops with new equipment of domestic and imported production allow today to create and produce various models of cars. Computer-aided design systems using personal computers have been widely introduced into design practice. All this allows us to spend no more than a year from the moment the idea of ​​​​creating a new model arises to its full implementation - serial production.

The plant is constantly in the process of improving its products. The plant management pays significant attention to the modernization of technological equipment. To increase the reliability and productivity of manufactured products, imported components are installed on equipment. Both domestic machine tool factories and companies from Germany, Austria, Switzerland and Italy were involved as suppliers.

OJSC Tver Carriage Works is one of the city-forming enterprises of the city of Tver. The plant management pursues an active social policy in the team. Efforts are aimed at improving working conditions, ensuring decent wages, and implementing social programs.

Analysis organizational structure management

OJSC "Tver Carriage Works"

The organizational structure of an enterprise is the interconnection of interdependent departments, services, positions, arranged in a hierarchical order, the interaction between which ensures the achievement of the organization's goals.

Thus, the current organizational structure of the management of JSC TVZ is linear-functional:

9 main workshops:

· Car assembly,

· Frame-body,

· Cold pressed,

· Small series housing,

· Headset,

· Transportation and packaging workshop,

· Woodworking,

· Trolley,

· Foundry;

8 auxiliary:

· Tool production,

· Boiler room,

· Electric power,

· Energy structures,

· Operational gas sector,

· Motor transport,

· Mechanical repair,

· Railway warehouse.

as well as 3 subsidiaries associated with the main technological cycle: KPP OJSC, Vagonkomplekt CJSC and PTNP LLC.

The number of employees of the enterprise is more than 8,000 people

An analysis of the organizational structure of OJSC TVZ made it possible to identify its main advantages and disadvantages.

Advantages of the organizational management structure of JSC TVZ:

Stimulating professional specialization;

Promote clear delineation of functional responsibilities;

Elimination of duplication of functions by other departments;

Increasing the efficiency of using infrastructure capacities, material and financial resources when performing individual functions;

Increasing the technological effectiveness of performing functional tasks;

Creating future prospects for staff career growth and professional development;

Focus on improving the quality of services provided.

Disadvantages of the organizational management structure of JSC TVZ:

Some functional isolation and difficulty in cross-functional coordination;

An increase in the number of cross-functional conflicts and a certain lack of assistance in achieving common goals;

Complicating the implementation of innovative technologies;

Difficulty in planning, analyzing and monitoring complex performance indicators of an enterprise.

The organizational management structure of JSC TVZ is optimal for achieving the statutory goals and objectives of such a large machine-building enterprise.