The transport system plays an important role in the economic development of any country. In Russia, one of the main transport arteries is the railway (RHD), since it accounts for more than 40% of passenger traffic and 80% of the total freight turnover of the state.
The importance of railway transport in Russia is fundamental, because the country is distinguished by long distances. The level of development of the state economy depends on the effective operation of this system. Every year, thanks to the well-coordinated work of the railway, the following are transported:
- about 98% manganese and iron ore,
- 92% ferrous metals,
- 88% mineral and chemical fertilizers,
- 87% coal and coke.
Since the first construction of the railway in Russia, and this happened in 1830 this species transport requires large investments, but despite this, railway has a number of advantages:
- operates around the clock in all weather conditions;
- has a low cost of transportation (especially when transporting over long distances);
- connects all regions and districts of Russia;
- has the lowest environmental impact factor.
The role of railway transport
The role of railway transport in Russia can hardly be overestimated, because it is one of the largest in the world, thanks to which 25% of the world's freight traffic is provided, and about 15% of the world's passenger traffic.
In Russia, rail transport is a branch of the economy, without which the smooth operation of all economic sectors is impossible. In order to understand in more detail what role this transport system plays, it is necessary to consider its segments in more detail:
- Transportation of passengers and cargo. Production can take place only when it is delivered to the consumer. For the manufacturing and mining industries, as well as for agricultural enterprises, rail transport (ZhD transport) is one of the most efficient and cheap types of delivery.
- A developed transport system is the key to economic development.
- Acts as a link between different systems of the economy.
- As an independent industry, it offers its products with a number of features.
Namely, as a result of the implementation of measures aimed at improving the efficiency of transportation, it was possible to improve the main qualities of the performance indicators of railway transport. So for last years in the country:
- increased the speed of freight trains,
- the turnover of freight wagons decreased,
- the average weight of freight trains has increased,
- the average daily productivity of locomotives, as well as freight cars, increased.
All districts and regions of Russia are linked together by railways, thereby providing for the transportation needs of not only the population, but also industry and agriculture. All modes of transport complement each other and form a single transport system.
Transportation of products has its own units of measurement:
- ton-kilometers (cargo turnover)
- tons (number of cargo)
- passenger-kilometres (passenger turnover)
- passengers (number of passengers)
Key performance indicators of railways
- traffic density railways. This indicator calculates the amount of transported cargo for a certain period of time. Sometimes the reduced freight intensity can be calculated through the reduced freight turnover. The freight intensity of railways is characterized by an average amount.
- The passenger turnover of railway transport is the volume of transport work for the transportation of passengers, calculated in passenger-kilometers per year.
- Freight turnover of railway transport - the volume of transport work for the transport of goods, calculated in ton-kilometers per year.
Railway transport development strategy until 2030
In 2008, the government of the country developed a strategy for the development of railway transport until 2030. It provides for the expansion of the railway network, the exit of technical and technological railway transport to the world level, and the increase in the competitiveness of the country's railway transport. Over the next 14 years, it is planned to build important strategic, socially significant and cargo-forming lines, the total length of which will be more than 15,800 km.
The strategy of the state provides:
- to introduce more than 20,000 km of new railway lines,
- organize transport support for 18 promising mineral deposits and industrial zones,
- create lines that will ensure the movement of passenger trains with a speed of up to 350 km / h, a length of 1528 km,
- upgrade the rolling stock (purchase of 23,000 locomotives, 900,000 freight cars and 30,000 passenger cars),
- to increase the density of the railway network by 23.8%, while completely eliminating restrictions on carriage and throughput.
To achieve the set goals, more than 13 trillion rubles were allocated for the development of railway transport. rub., in addition to the plans to actively use the mechanism of public-private partnership. 40% of investments will be allocated for the construction of new railway lines, 31% for the development of existing facilities, and 29% for the renewal of rolling stock.
When the above is implemented, it will be possible to ensure socio-economic growth, increase the mobility of the population, optimize the movement of goods, strengthen economic sovereignty, national security, the country's defense capability, reduce total transport costs, and increase the competitiveness of the national economy.
Railway transport today is the leading among the universal types of passenger and cargo transportation in many large countries of the world, including Russia. This is primarily due to geographic features. It is convenient, economical, and relatively safe to travel by rail in long areas.
Ground rail transport is rooted in the distant past. It is known that in ancient times people did not need to move bulky goods. Everything that was needed was carried over. With the development of civilization, transport has also improved. Rafts were used on the water, then boats. On land - wagons pulled by animals.
Appeared around the 16th century. Then, for the delivery of goods from mines and mines, wooden beds were used. But, as you know, wood is not a material of the highest strength. It was impossible to carry out such transportation over long distances and for a long time. The science of the past has found a way out. But the first ground rail track was of industrial importance. It was intended to deliver coal from the mines to the villages of Wallaton and Strelli near Nottingham. And already in the 18th century, the first Russian cast-iron rut, 160 meters long, saw the light.
At first, only wide railway tracks were built in the world. Practical ones appeared only in the 19th century. They quickly gained recognition and distribution. Soon, narrow-gauge railways began to be used not only between resource bases and industrial enterprises. They connected remote areas of various countries with their economic centers.
In the twentieth century, the development of railway transport experienced different stages. In the last years of the existence of Tsarist Russia, narrow-gauge railways were actively built. After the revolution and with the emergence of the USSR, there was a certain lull. Stalin era gave a new impetus to Russia. They became famous "camp lines". After the collapse of the Gulag system, narrow-gauge railways ceased to be actively built. In general, such railways were used on a large scale in Russia until the 1900s.
Today, in most countries of the world, rail transport is divided into industrial, urban (trams) and general use (passenger, intercity freight). Modern compositions bear little resemblance to their predecessors from the 19th century. The history of railway transport is a two-century-long journey from the first steam locomotive in 1803 through electric and diesel locomotives of the early twentieth century to and. Today there is equipment for civil and military purposes.
The history of the development of railway transport includes the names of engineers and mechanics from different countries: (Scotland), (France), (England), (England), (Russia), (England), Rudolf Diesel (Germany), Russian engineers, inventors, many others.
Today, many countries are connected by a network of railways. You can get by train to almost any European state, the pearls of the Middle East. The Indochinese railway network connects Cambodia, Malaysia, Thailand, Laos, Singapore. Trains run along the Northern South America, Africa, Arabian Peninsula, Haiti, Philippine Islands, Australia, Sri Lanka, New Zealand, Madagascar, Cuba, Fiji, Jamaica, Japan. And progress in the field of railway transport is steadily moving forward.
Since the wooden canvas quickly fell into disrepair, this prompted the inventors to turn to more durable materials, such as iron or cast iron. But the modernization did not end there, due to the frequent departures of wagons from the track, peculiar edges (rims) were invented.
The idea of creating rail transportation came to the minds of representatives of mankind in ancient times. Yes, in Ancient Greece there was a so-called diolk, which is a stone path along which heavy ships were dragged across the Isthmus of Corinth. Then deep gutters acted as guides, in which runners lubricated with animal fat were placed.
Initially, the railway track was very wide. This was due to the fact that a large distance between the wheels was considered safer, since the narrow gauge was considered for a long time to be much more prone to emergencies associated with derailments and rollovers of cars. Therefore, the first narrow-gauge railways began to appear only a few decades after the emergence of broad-gauge "brothers".
Already by the beginning of the 20th century, a rather impressive number of narrow gauge railways existed in the vastness of Russia. Basically, the target orientation of the use of this type of railway track was quite narrow - narrow gauge railways were widely used for transporting peat and wood. In the future, it is these railway lines that will become the basis for the formation of narrow gauge railways in our state.
There were quite a few people in Great Britain who considered rail transport to be very promising, but in addition to them there were also ardent opponents of the construction of railways. And then, when the question arose of building a new railway line connecting Manchester and Liverpool, a great many rumors and discussions arose about this.
On the land close to the city of Darlington, there was a huge number of coal mines, from which coal was delivered to Stockton (a city on the Tees) and from there it reached the ports of the North Sea. This transfer was originally carried out in carts driven by horses, which took a fairly large amount of time and was very unproductive.
Over time, it became clear that the transportation of passengers and goods by rail is two incommensurably different things. So different that they require not only different types of cars in the train, but also completely diverse locomotives. While smoothness and high speed are paramount for passengers, power and a high level of traction are given priority in cargo transportation.
In the thirties of the XIX century, vast lands on the territory of the then Perm province belonged to a breeder named Ivan Demidov. These were iron and copper smelters, as well as iron factories and mines. In total, about forty thousand souls of serfs worked for the landowner Demidov, one of whom was Cherepanov Yefim.
England was the birthplace of the first public railway line, and here such a mode of transport as the underground railway was born. There were several prerequisites for the construction of the subway. The main one is considered to be the fact that already in the first half of the 19th century in London, people learned and felt the meaning of the concept of "traffic jams".
Once upon a time, the Newcomen steam engine was successfully used to pump water in mines and ship repair enterprises, which lasted more than 50 years. At the same time, this whole structure had impressive dimensions and required constant replenishment of coal reserves. At times, up to 50 horses had to be used to supply the steam engine with fuel. In general, everything indicated that this unit needed improvement, the whole question was only who would come up with this idea first.
This unit, invented by the Frenchman Nicolas-Jose Cugno, was a fairly large design. Three wheels were attached to a large platform, which became the first prototype of both a steam locomotive and a car, with the front wheel acting as a helmsman. A steam boiler was also fixed in the area of the front wheel, and next to it was a two-cylinder steam engine. There was also a seat for the driver, and the "body" of the cart was intended for the transport of military cargo.
The history of modern steam locomotives is inextricably linked with the first experiments in the creation of compact steam engines. In this case, at the end of the 18th century, great success was achieved by the famous English engineer James Watt. Its mechanisms were used in many industries and for the purpose of pumping water from mines.
Many mistakenly believe that it was George Stephenson who first invented and designed the modern steam locomotive. However, this is not so, the English engineer entered world history technology as the first person who managed to prove the undeniable advantage of locomotive transport over horse traction.
The works of the father and son Cherepanovs became a bright page in the history of not only Russian technology, but were of great importance for the entire emerging industry of locomotive building. And it all started with the design of steam engines, the first of which had a capacity of only 4 horsepower. A trip to England, where he was able to see with his own eyes the steam brainchild of Stephenson, had a great influence on the elder Cherepanov, Yefim.
The creators of the first mechanisms moving on rails were very worried that the smooth wheels of their units would begin to slip and lose traction with the railway track. And, despite the fact that by that time the Trevithik steam locomotive had already been designed, successfully transporting passengers and cargo, experiments in this direction continued.
The first internal combustion engine used to move a locomotive was designed by the German engineer Gottlieb Daimler. A demonstration of a new moving mechanism was made on September 27, 1887. Residents of Stuttgart and guests of the city could watch with their own eyes the movement of a railcar with a narrow-gauge transmission, which was driven by a two-cylinder internal combustion engine.
For a long time, locomotive manufacturers have competed and collaborated to determine the optimum design and layout of locomotives. In the 20s of the twentieth century, in a young Soviet republic work was underway to create two cars at once for the transport of goods and passengers. These were the diesel locomotives of Gakkel and Lomonosov.
After the end of the Second World War, many industrial giants gradually began to reorient themselves towards peaceful products. At this time, diesel traction, which is more profitable from an economic point of view, continues to crowd out steam locomotive traction on all fronts. In the United States of America, the leading position in the field of diesel locomotive construction is occupied by General Motors. Along with another tech monster, General Electric, this North American manufacturer is still one of the industry's flagships today.
Before the focus of the Russian diesel locomotive industry was focused on the implementation of the ideas of Yakov Gakkel and Yuri Lomonosov, many projects were considered in the scientific community. Some of the developments turned into prototypes, and some remained on paper, today history remembers both of them.
The idea of using electrical energy to power machines that perform mechanical work appeared a long time ago. So, back in 1834, the researcher Jacobi designed an electric motor with a rotating armature, later his developments had big influence on the development of ideas of electric traction.
Even wagons that Russian empire acquired abroad, still had to be redone and adapted to local conditions. Indeed, abroad, the cars were intended for travel over fairly short distances with frequent parking and use in countries where the climate was much milder than in Russia.
Even during the construction of the very first public railway, laid between Manchester and Liverpool, some ill-wishers talked about project manager George Stephenson that he started all this construction only in order to find practical use steam locomotives manufactured at Stephenson's personal locomotive plant.
Appendix No. 10
to the Technical Rules
railway operation
Russian Federation
INSTRUCTIONS
FOR THE PREPARATION OF TECHNICAL AND MANAGEMENT ACTS
RAILWAY STATIONS
List of changing documents
(introduced by the Order of the Ministry of Transport of Russia of 06/03/2016 N 145)
I. General provisions
1. In accordance with paragraph 12 of Appendix No. 6 to the Rules, the technical and administrative act of a railway station (hereinafter referred to as the station's TPA) establishes the procedure for using technical equipment at railway stations.
2. Instructions for the preparation of technical and administrative acts of railway stations (hereinafter referred to as the Instruction) establishes the model and content of the station's TPA.
The owner of the infrastructure, the owner of non-public railway tracks, establishes the procedure for approving and storing the TPA of the station and its annexes, as well as the procedure for familiarizing them with the employees involved.
3. Infrastructure owners, owners of non-public railway tracks develop TRA stations for railway stations, as well as sidings, passing points, waypoints (hereinafter referred to as railway stations) in accordance with this Instruction. TRA stations are not designed for waypoints dividing an inter-station haul equipped with semi-automatic blocking into inter-post hauls. The order of work of waypoints is established in Appendix No. 8 to the Rules.
4. For railway track junction posts on the stretch:
a) TRA of the station is developed for posts at which the control of switches is carried out by the duty officer of the railway station to which this post belongs (hereinafter referred to as the home station) and it is possible to transfer them to backup control;
b) The TRA of the station is not developed for the posts, the switches of which are controlled by the DSP of the home station, while there is no possibility of transferring them to the backup control. The order of operation of these posts is reflected in the TRA of the home station.
The operating procedure of auxiliary posts serving the junctions of non-public railway tracks on the haul and not being separate points during the movement of trains is established by separate instructions attached to the TPA station. The procedure for developing and approving the operation of auxiliary posts is established respectively by the owner of the infrastructure, the owner of the non-public railway track.
5. TPA stations are not developed for temporary waypoints open for the production of track work during the calendar year.
For temporary waypoints opened for the production of trackwork for a period of more than one year, a separate TRA of the station is being developed.
6. TRA stations are developed according to the following models:
Sample 1 - for marshalling, passenger, passenger technical, freight and local railway stations (Appendix No. 1 to this Instruction);
Sample 2 - for intermediate railway stations, sidings, passing points and waypoints (Appendix No. 2 to this Instruction).
The procedure for filling the TPA station is specified in Chapter II of this Instruction.
For individual intermediate railway stations, depending on the nature of the operations performed and the technical equipment of the railway stations, by decision of the owner of the infrastructure, the owner of the non-public railway track, it is allowed to draw up a station TPA according to Sample 1.
7. The requirements stipulated by the TPA of the station must comply with the Rules, while not duplicating the norms of the current regulatory legal acts, acts of the owner of the infrastructure, the owner of the non-public railway track, relating to all railway stations.
Duplication of the same norms and provisions in different points of the TPA of the station is not allowed. If necessary, references are made to the relevant points of the station's TPA.
8. The TPA of the station and its annexes must correspond to the actual availability of technical means and technology of work at the railway station. To make changes to the station's TPA, an act is drawn up on making changes to the station's TPA, which is an integral part of the station's TPA and is approved in the manner prescribed by these Instructions.
The grounds for making changes to the TRA stations are:
a) changes made to the Rules;
b) changes made to the regulatory documentation of the owner of the infrastructure, the owner of the non-public railway track;
c) change in track development, conservation, exclusion or commissioning of technical means, change in the order, reception, departure of trains or the performance of shunting work at a railway station;
d) change in work technology;
e) errors or typographical errors made when compiling the station's TPA.
9. Processing of the TPA of the station is carried out in the presence of 20 acts of changes, unless otherwise provided by the decision of the owner of the infrastructure, the owner of the non-public railway track.
The owner of the infrastructure, the owner of the non-public railway track, determines the person responsible for the timely processing and introduction of changes (updating) to the TPA of the station.
10. By decision of the owner of the infrastructure, the owner of the non-public railway track, the information contained in the TPA of the station may be classified as a commercial secret.
II. Procedure for filling the TRA station
11. In paragraph 1.1 of Model 1 and Model 2 of the TRA of the station, the nature of the work of the railway station (marshalling, passenger, passenger technical, cargo, sectional, intermediate, siding, passing point, way post) is indicated, as well as the class assigned to it (out of class, 1, 2, 3, 4 or 5 grades).
For railway stations located on non-public railway tracks, the need to assign a class of railway stations is determined by the decision of the owner of the non-public railway track.
12. Paragraph 1.2 of Model 1 and Model 2 of the station's TPA shall indicate the hauls adjacent to the railway station to the nearest separate point under the control of the station's DSP, including: a waypoint, which is controlled by the station's DSP; a railway station transmitted for telecontrol by arrows and signals from a chipboard of a neighboring railway station; a railway station operating in a non-round-the-clock or discontinuous mode, indicating the number of railway tracks on the stage and the installed signaling and communication facilities for each railway track. For multi-track hauls, and in necessary cases (when there are peculiarities in the movement of trains on individual railway tracks of a haul) and for double-track hauls, the same paragraph indicates the procedure for the movement of trains established in accordance with the Rules for each railway track.
For hauls that are not equipped with contact network devices, the movement on which is carried out on autonomous traction, in subparagraphs 1.2.1, 1.2.2 of Sample 1 and Sample 2 of the TPA of the station, the corresponding mark is affixed: "Train traffic is carried out on autonomous traction."
Also, in subparagraphs 1.2.1, 1.2.2 of the TTRA of the station, the following information is additionally indicated if available:
a) the haul is equipped with devices for controlling the vacancy of the haul by the method of counting the axles of the system _______ (the type of system is indicated);
b) the railway station is located on the section of dispatcher centralization (hereinafter referred to as DC);
c) the railway station operates in a non-round-the-clock mode of operation (except for cases of work at a DC, telecontrol) with an indication of the mode of operation (closing of the railway station for a technological break, work on certain days of the week or certain hours of the day, etc.);
d) the railway station is on telecontrol from the railway station _______.
Subparagraph 1.2.1 of Model 1 and Model 2 of the station's TPA lists the hauls adjacent to the railway station to which this railway station sends odd-numbered trains. The type of current and the type of train traction are indicated.
Subparagraph 1.2.2 of Model 1 and Model 2 of the station's TPA lists the hauls adjacent to the railway station to which this railway station sends even-numbered trains. The type of current and the type of train traction are indicated.
Subparagraph 1.2.3 of Model 1 of the station TPA lists the intra-station connecting and, if necessary, sections of the main station railway tracks connecting individual railway station parks, along which trains operate using the installed signaling and communication facilities. The procedure for assigning railway tracks to such categories is established by the owner of the infrastructure, the owner of the non-public railway track. The railway tracks indicated in subparagraph 1.2.3 of Sample 1 of the TPA stations are not included in paragraph 1.5 of Sample 1 of the TPA.
In the Station TPA of Model 2, such railway tracks are indicated in sub-clauses 1.2.1 or 1.2.2 of the Station TPA.
Adjacencies to the railway station of separate hauls leading to non-public railway tracks, if movement on them is carried out by train order (regardless of who they belong to - the owner of the infrastructure, the owner of the non-public railway track), in subparagraphs 1.2.1, 1.2.2 Station TPA Template 1 are not entered, but are indicated in subparagraph 1.2.3 of Station TPA Template 1. If there are such connections to intermediate railway stations, they are indicated in subparagraph 1.2.1 or subparagraph 1.2.2 of Model 2 of the station TPA.
Adjacencies of non-public railway tracks to railway tracks of a railway station, if the supply and removal of wagons is carried out on a shunting basis, are not entered in subparagraph 1.2.3 of Sample 1 (respectively, in subparagraphs 1.2.1, 1.2.2 of Sample 2) of the TPA of the station, information about them is indicated in item 1.3 of Template 1 (in item 2 of Template 2) of the station's TPA.
13. Paragraph 1.3 of Model 1 (in paragraph 2 of Model 2) of the TPA of the station provides brief information about the non-public railway tracks adjacent to the railway station, including those assigned to the railway station of the non-public railway track adjacent to the adjacent hauls.
In the case when one non-public railway track has several junctions to the railway station, each of them is recorded as an independent junction in a separate line.
Column 1 indicates the serial numbers of the junctions of non-public railway tracks.
Column 2 indicates the name or number of the non-public railway track and the name of the organization for which the given railway track is intended to serve (for non-public railway tracks owned by the owner of the infrastructure).
For the owner of a non-public railway track, column 2 shall indicate the name of the counterparty whose railway tracks are adjacent to the non-public railway track.
The name of a non-public railway track, borders, junction, additional security measures, lengths of railway tracks (total and for each owner) are indicated on the basis of instructions for maintenance and organization of traffic on a non-public railway track. In cases where a non-public railway track is not serviced for any reason (the contract is terminated, the owner is absent, etc.), after its name, "non-public railway track is not serviced" is indicated in brackets.
TPA stations for public railway tracks include only those non-public railway tracks that are directly adjacent to the public railway tracks of a separate point or railway tracks of hauls. Non-public railway tracks that are not directly adjacent to a railway station are not included in the station's TPA, data on them and the maintenance procedure are reflected in the list of non-public railway tracks, which is an annex to the station's TPA, and instructions for servicing and organizing traffic on a non-public railway track use.
In column 3:
a) for non-public railway tracks owned by the owner of the infrastructure, the mark "owner of the infrastructure" is made;
b) for the railway tracks owned by the enterprise, organization, the mark "owner of the railway track of non-public use" is made;
c) for non-public railway tracks of one junction, owned by the owner of the infrastructure (part of the railway tracks and switches) and the enterprise, organization (part of the railway tracks and switches), the mark "infrastructure owner - owner of the non-public railway track" is made.
Column 4 indicates the junctions and boundaries of non-public railway tracks.
The following junctions of non-public railway tracks are established:
a) arrow N ___;
The following boundaries of non-public railway tracks are established:
d) traffic light;
e) a signal sign "Border of a non-public railway track";
Column 5 indicates which safety devices that prevent the spontaneous exit of railway rolling stock from a non-public railway track from among those specified in paragraph 28 of Appendix No. 1 to the Rules are equipped with adjunctions:
b) security arrow N ___;
c) drop shoe N ___;
d) dropping wit N ___;
In TRA stations located on non-public railway tracks, in addition, a list of public railway tracks is filled out.
In the case when one public railway track has several junctions to the railway station, each of them is recorded as an independent junction in a separate line.
The paragraph provides brief information about the public railway tracks adjacent to the railway station, adjacent to the adjacent hauls.
Column 1 indicates the serial numbers of the junctions of public railway tracks.
Column 2 indicates the name of the public railway track.
In column 3, public railway tracks owned by the owner of the infrastructure are marked with the word "owner of the infrastructure".
Column 4 indicates the junctions and boundaries of public railway tracks.
The following junctions of public railway tracks are established:
a) arrow N ___;
b) arrow N ___ to the railway track ___;
c) arrow N ___ on the continuation of the railway track N ___;
d) on the continuation of the railway track N ___.
The following boundaries of public railway tracks are established:
a) the limit column of the arrow N ___;
b) the front joint of the frame rail arrows N ___;
c) traffic light insulating joints;
d) traffic light;
e) signal sign "Border of a non-public railway track";
e) the entrance gate of the enterprise.
Column 5 indicates which safety devices that prevent spontaneous exit of the railway rolling stock from the public railway track from among those specified in clause 28 of Appendix No. 1 to the Rules are equipped with adjunctions:
a) safety deadlock N ___;
b) security arrow N ___;
c) drop shoe N ___;
d) dropping wit N ___;
e) reset arrow N ___.
In the absence of these devices, column 5 indicates "no".
14. In clause 1.4 of Model 1 (in clause 2.1 of Model 2) of the TPA of the station, the junctions and borders with railway tracks administered by other divisions and organizations on the territory of railway stations are indicated in accordance with clause 10 of Appendix No. 6 to the Rules, similarly to clause 1.3 Template 1 (item 2 of Template 2) TPA station.
For railway stations located on non-public railway tracks, junctions and borders with railway tracks administered by other divisions of the owner of the non-public railway track (production shops, units) adjacent to the railway stations of the non-public railway track on the territory of the railway station are indicated, in accordance with paragraph 10 of Appendix No. 6 to the Rules.
If the railway tracks of one division or organization are adjacent to the railway tracks of another division or organization, then the junction and the border between them are also indicated.
Column 1 indicates the serial numbers of the adjunctions.
Column 2 indicates the name of the subdivision and organizations of the owner of the infrastructure.
For railway stations located on non-public railway tracks, the name of the subdivision of the owner of the non-public railway track, production subdivision, unit is indicated.
Columns 3 and 4 are filled in subject to the same requirements as when filling in columns 4 and 5 in paragraph 1.3 of Model 1 of the station's TPA.
The procedure for the arrival and departure of railway rolling stock on the railway tracks transferred to the jurisdiction of other departments and organizations of the owner of the infrastructure, the owner of the non-public railway track, is briefly indicated in clause 3.7 of Model 1 (paragraph 27 of Model 2) of the TPA station. The procedure for maintenance and organization of traffic on such railway tracks is indicated in the instructions developed by the owner of the infrastructure, the owner of non-public railway tracks. The list of divisions and organizations for which such instructions are developed is established by the owner of the infrastructure, the owner of the non-public railway track.
For railway stations located on non-public railway tracks, the procedure for the arrival and departure of railway rolling stock on railway tracks transferred to the jurisdiction of other departments and organizations is briefly indicated in paragraph 3.7 of Model 1 of the station's TPA. The procedure for maintenance and organization of traffic on railways transferred to the jurisdiction of other departments and organizations is indicated in the instructions developed by the owner of the infrastructure, the owner of non-public railways. The list of divisions and organizations for which such instructions are developed is established by the owner of the non-public railway track.
15. Paragraph 1.5 of Model 1 (paragraph 3 of Sample 2) of the station TPA indicates the railway tracks under the authority of the head of the railway station. At passenger, passenger technical, marshalling, freight and local railway stations, the belonging of the railway tracks to a particular fleet is indicated in the subheadings preceding the filling in of information characterizing the railway tracks of this park.
Column 1 contains the numbers of all railway tracks, including the main ones, included in the park or a group of railway tracks. The numbers of the main railway lines are indicated by Roman numerals.
In column 2, opposite each railway track number, its purpose is indicated, taking into account the nature of the operations that are performed on this railway track.
For the main and receiving-departure railway tracks, the type of trains and the direction of movement (even, odd) that follow the section must be indicated.
Columns 3 and 4 indicate the arrows that limit the given railway track (its useful length). For dead-end railway tracks, column 3 indicates the number of the arrow leading to this railway track, column 4 indicates the word "stop" or "track fence indicator" (for railway tracks that are not equipped). For railway tracks, the continuation of which are non-public railway tracks, the "boundaries of the non-public railway track" are indicated.
For sections of the main and receiving and departing railway tracks, which on one side are limited not by arrows, but directly by a route traffic light, columns 3 - 4 indicate the number of the arrow and the letters of the route traffic light. If the section of the railway track is limited by route traffic lights on both sides, then their letters are written in both columns. Route traffic lights that block the exit from side railway tracks, as well as weekend and shunting traffic lights, are not indicated as limiting railway tracks.
Column 5 indicates the useful length of railway tracks in meters (in whole numbers rounded down) in accordance with the requirements of Chapter II of the Rules.
In necessary cases, when at railway stations with electrical isolation of railway tracks, the useful length of the same railway track for odd and even directions will differ by more than one conventional unit of length of the wagon composition, column 5 should indicate data separately for each direction movement.
Column 6 indicates the capacity of railway tracks, determined as follows:
a) for the main, receiving-departure, sorting-departure, dispatch, railway tracks for receiving trains - from the useful length indicated in column 5, the maximum length of the type of train locomotive circulating on the section is subtracted and the resulting difference is divided by 14. The quotient of the division gives the capacity of a given railway track in conventional units to determine the capacity of the railway track, this figure is indicated in column 6 rounded to the nearest whole number. For sections where the traffic schedule provides for double traction of trains or a change in direction of movement with a trailer of a locomotive from the tail of the train, the capacity of such railway tracks is determined taking into account the length of two locomotives;
b) for all other railway tracks, the capacity is determined as for the main, receiving-departure, sorting-departure, dispatch, but without deducting the length of the locomotive (except for exhaust railway tracks). For exhaust railway tracks, the maximum length of the shunting locomotive is deducted from the useful length of the railway track.
For passenger and passenger technical railway stations that carry out operations for the reception, departure and processing of only passenger trains, the capacity of the railway tracks in column 6 is indicated in physical four-axle passenger cars. In this case, the note to the paragraph indicates: "The capacity of railway tracks N _____ is indicated in four-axle passenger cars with a length of 24.54 m."
The capacity of the railway tracks on which operations are carried out with wagons of freight and passenger fleets can be indicated as a fraction: in the numerator - 14, in the denominator - 24.54. Similarly, for railway tracks, on which predominantly four-axle tanks, cement trucks and other cars of the same kind arrive (set out), indicating their length in meters (up to a hundredth after the decimal point, without rounding).
Column 7 indicates the presence of electrical insulation on the railway tracks (within the useful length of the railway track).
If there is electrical insulation on the railway track, "Yes" is indicated; if there is no electrical insulation on the railway track, "No" is indicated. If only a part of the railway track is equipped with electrical insulation, then the length (in meters) of the equipped section is indicated, as well as on which side (even or odd) from the exit (route, shunting) traffic light this section of the railway track is equipped with electrical insulation.
Column 8 indicates the presence of a contact network on the railway track (within the useful length of the railway track). If the contact wire completely covers the railway track, the word "Yes" is indicated; if the contact wire does not completely cover the railway track, it is indicated on which side and how far from the border of the useful length of the railway track (traffic light, limit column) the contact network is suspended.
If the contact network is disabled or mothballed, information about this is indicated in the note to the paragraph.
At railway stations for docking various types of traction current, the type of current is indicated: direct, alternating or switchable.
Column 9 indicates the presence and type of track devices for automatic locomotive signaling. If there are track devices for automatic locomotive signaling, the type of track devices is entered in the column, and in the absence - "No". If the devices operate in only one direction, then this column indicates the type and direction.
The note to paragraph 1.5 of Model 1 (paragraph 3 of Model 2) of the TPA of the station indicates:
1) the length and type of the main (passenger and freight) and shunting locomotives used in calculating the capacity of the main, receiving-departure, departure, sorting-departure, railway tracks for receiving trains and exhaust railway tracks. For a mainline locomotive, the type of locomotive that predominantly circulates on the section is indicated;
2) the presence on the railway tracks of the railway station of devices of the automatic brake control system - SAUT;
3) a list of railway tracks for receiving and passing passenger trains served by one driver;
5) the presence on the railway tracks of wheel-dropping (dropping) shoes, wits, arrows indicating their numbers, control method (centralized or non-centralized) and installation site;
6) the presence of non-electrified ramps between electrified railway tracks;
7) station railway tracks for the storage of the railway rolling stock of the owners on the basis of an agreement with the owner of the infrastructure, the owner of the non-public railway track;
8) mothballed railway tracks and railway tracks closed to traffic for a long time (more than one year).
16. Paragraph 1.6 of Template 1 (paragraph 3 of Template 2) of the station TPA reflects the following questions:
in subparagraph 1.6.1 of Sample 1 of the TPA of the station, the railway tracks from those listed in paragraph 1.5 of Sample 1 (in paragraph 3 of Sample 2) of the TPA of the station are indicated in accordance with the requirements of Appendix No. 8 to the Rules, which are allocated for the reception, departure and passage of trains with VM. It is also indicated that in case of temporary leaving at the railway station of a train with a VM without a locomotive (with the exception of parking under technological operations at railway stations: changing a locomotive, waiting for disbandment and other technological operations), it must be fixed and fenced with portable stop signals; arrows leading to the corresponding railway track must be installed and locked in an isolating position; red caps must be hung on the arrow handles (buttons) of control panels. The same subparagraph indicates the procedure for performing these operations and their performers, as well as the persons who keep the keys to the locked arrows;
in subparagraph 1.6.2 of Model 1 of the TPA of the station, railway tracks are indicated in accordance with the requirements of Appendix No. 8 to the Rules and paragraph 33 of Appendix No. 6 to the Rules, intended for the parking of individual cars with VM and tanks for liquefied and compressed gases under pressure, with the exception of cars that are under the accumulation on the railway tracks marshalling yards. The same requirements are indicated as in subparagraph 1.6.1 of Model 1 of the station TPA.
At railway stations where operations with VM cargo are not carried out, it is indicated “The railway station does not carry out operations with dangerous goods of class 1 (VM). following the train of these cars is impossible, railway tracks ______ are used (numbers are indicated)";
in subparagraph 1.6.3 of Model 1 of the TTRA of the station, the railway tracks (place) where wagons with dangerous goods should be sent to carry out the measures specified in the emergency card in the event of a leak, spill, or fire occur.
This subparagraph also states that in the case of maneuvers to transfer to the railway tracks (place) of a wagon that has an emergency situation with dangerous goods and an additional threat to the lives of people and objects of the railway station may arise, the station’s chipboard may take a different decision depending on environment.
In cases where, in order to eliminate an emergency, cars are sent to sections of the main railway tracks located on the haul, the calculation of the fastening standards for them is indicated in paragraph 3.9.1 of Sample 1 (in paragraph 24 of Sample 2) of the TTRA of the station;
in subparagraph 1.6.4 of Sample 1 of the TTRA of the station, the railway tracks intended for the reception, departure and passage of trains, which include wagons with oversized cargo, are indicated. For each railway track that has a restriction on the passage, zones and degrees of oversize must be indicated, as well as additional terms passage of such trains.
17. In clause 1.7 of Model 1 (in clause 4 of Model 2) of the TPA of the station, a complete list of centralized and non-centralized switches at the railway station and the requirements for their operation in accordance with clauses 14 - 23 of Appendix No. 6 to the Rules are indicated.
Sub-clause 1.7.1 of Model 1 (sub-clause 4.1 of Model 2) of the TPA of the station reflects issues related to the operation of centralized switches.
All arrows are indicated, including those located on non-public railway tracks, railway tracks of subdivisions or organizations of the owner of the infrastructure, which are controlled from the post of the station's chipboard.
The arrows controlled from the posts (columns) of local control are also indicated if these arrows cannot be transferred to the central control from the station's chipboard post. These posts (columns) with arrow numbers are recorded separately from the post of the station's DSP with filling in all the columns of this subparagraph.
Column 1 lists the numbers or names of centralization posts (administrative, executive, hump) from which the switches are controlled. At railway stations, where the switch control panel is divided into separate zones, in each of which the switches are transferred by a separate duty worker of the chipboard station or, at his direction, the operator of the centralization post (hereinafter referred to as the OPTs), these zones should be reflected accordingly in column 1 (each zone is recorded separately).
In column 2, in sequential order (on a line), by necks, in ascending order of numbers, the numbers of all centralized arrows, dropping arrows, wits, shoes included in a particular post or control zone are listed. Paired arrows are indicated by a fraction.
In column 3, for each post or switch control zone, the position of the railway station employee who translates the switches included in this post or zone (station chipboard, post chipboard, OPTs) is indicated.
In columns 4 and 5, in accordance with the requirements of Appendix No. 8 to the Rules, it is indicated in what order the employee operating the switches makes sure that they are free from railway rolling stock before making the transfer. At the same time, under the conditions of normal operation of centralization devices, column 4 is written "according to control devices". In case of violation of the normal operation of the devices in column 5, depending on the specific working conditions, it is indicated: "DSP of the station personally or according to the report of ______ (position of another employee)".
Pointers with a movable core of the cross are also listed in column 2. The procedure for operating these devices, as well as the procedure for their transfer using a kurbel, indicating the employees responsible for performing these operations, is indicated in the instruction on the procedure for using signaling devices, which is an annex to the TRA station .
The note to this paragraph lists:
a) arrows equipped with pneumatic blowing devices;
b) arrows equipped with electrical heating devices;
c) arrows, dropping arrows, dropping wits, wheel dropping (dropping) shoes with an indication of their normal position;
d) arrows, dropping arrows, dropping wits, wheel dropping (dropping) shoes equipped with auto-return devices;
e) arrows with a movable core of the cross;
f) arrows, dropping arrows, dropping wits, wheel dropping (dropping) shoes located on non-public railway tracks, railway tracks of subdivisions or organizations of the owner of the infrastructure.
For switches, including security ones, leading to safety dead ends and not equipped with automatic return devices, their normal position is indicated, which ensures their installation in the direction of such dead ends.
Sub-clause 1.7.2 of Model 1 (sub-clause 4.2 of Model 2) of the station TPA lists centralized switches that can be transferred to local control (from among the switches listed in sub-clause 1.7.1 of Model 1) of the station TPA, and the basic conditions for the use of such switches. Switches that are controlled only from local control posts (columns) and cannot be transferred to the central control of the station's EAF are not included in this sub-clause of the station's TPA (they must be included in sub-clause 1.7.1 of Model 1) of the station's TPA.
Column 1 lists the numbers of columns or posts of local government.
In column 2, opposite the number of the column (control station), the numbers of the switches (in a line) included in the column (control station) are listed.
Column 3 lists the employees of the railway station, who (in accordance with paragraph 20 of Appendix No. 6 to the Rules) are required to translate switches from the post (column) of local government.
Columns 4 and 5 are filled in taking into account the same requirements as when filling out the columns in subparagraph 1.7.1 of Sample 1 (in subparagraph 4.1 of Sample 2) of the TPA of the station and depending on the availability of control devices at the local control post (column).
In cases where the posts (columns) of local government are mothballed, only columns 1 and 2 are filled in, in columns 3 - 5 a dash is put.
Sub-clause 1.7.3 of Model 1 (sub-clause 4.3 of Model 2) of the station TPA provides the necessary data on non-centralized switches, broken down by posts and areas. The non-centralized points served by the duty officer of the point, the chipboard station, as well as the points included in the route of receiving and departing trains are listed.
The subparagraph lists non-centralized switches that are not serviced by the switch post on duty (transferred by other employees in accordance with paragraph 20 of Appendix No. 6 to the Rules).
In column 1, a column lists the numbers of the switch districts where the duty of the senior switch post on duty is provided at the railway station.
If the senior duty officer of the turnout is appointed only to control the work of the turnouts on duty, then columns 2 - 7, located on the right, immediately after the number of the district, are not filled out. Filling in the information on these columns begins in this case with a line below the number of the district, where the column lists information about the turnout posts included in each district. If the senior duty officer of the turnout post is also charged with the direct maintenance of the post, then the number of this post in column 2 is affixed next to the number of this area, and then the column lists information about the arrows of this and other posts included in the area. If the senior duty officer of the turnout directly serves the turnout and there are no other posts under his control, then such a turnout is considered at the same time as a turnout area (recorded in one line). If the duty of the senior duty officers of the turnout post is not provided, then column 1 is not filled in.
At railway stations, where individual turnout posts are served directly by the station's chipboard, this is indicated at the end of the paragraph: "Switch posts ______ are served directly by the station's chipboard."
Column 3 lists the numbers of all the switches included in the switch post. The number of the arrow is written opposite the number of the corresponding post. Each arrow is written on a separate line. If there are devices at the disposal of the post that prevent the departure of railway rolling stock and are serviced by the switch post on duty (resetting arrows, wits and shoes), they are also recorded in this column.
Column 4 is filled in for those switches that must be set to the normal position in the cases provided for in paragraph 20 of Appendix No. 6 to the Rules. The indicated position of each arrow must correspond to the normal position of this arrow, provided in the table of dependence of routes, arrows and signals.
In column 5, depending on how the switch is locked, the following abbreviations must be entered:
EZ - electric lock;
MLN - Melentiev's castle;
MLNk/z - Melentiev's lock with a key dependency;
ShKZ-MLN - articulated toggle contactor with Melentiev's lock;
ShKZ-N - articulated toggle contactor with a padlock;
ShKZ - articulated crank contactor;
H - padlock;
Z - bookmark.
Column 6 must indicate the place where the keys to the locked switches are kept. For non-lockable arrows, column 6 is not filled in.
In column 7, information is noted on the presence of illumination of turnout indicators: for illuminated - the word "yes", for unlit - "no".
The note to this paragraph lists the numbers of switches, throwing switches and wits, which are under the jurisdiction of the head of the railway station, but located on the territory of the railway tracks transferred to the jurisdiction of the subdivisions of the owner of the infrastructure, the owner of the non-public railway track.
Non-centralized turnouts located on the territory of the railway tracks of other subdivisions of the infrastructure owner, the owner of the non-public railway track, to sub-clause 1.7.3 of Sample 1 (sub-clause 4.3 of Sample 2) of the TPA of the station, to sub-clause 1.7.4 of Sample 1 (sub-clause 4.4 of Sample 2) of the TPA stations are not included.
In sub-clause 1.7.4 of Model 1 (sub-clause 4.4 of Model 2) of the TPA of the station, non-centralized switches are indicated that are not serviced by the turnout duty officer.
Column 1 indicates the numbers (names) of switch districts, which include non-centralized switches that are not serviced by the switch post on duty. In the absence of switch areas, column 1 is not filled in.
Column 2 indicates the numbers of switches (resetting switches and shoes) included in this switch area. Each arrow is written on a separate line.
Column 3 indicates the normal position of non-centralized arrows in the cases specified in paragraph 20 of Appendix No. 6 to the Rules.
In column 4, the abbreviations given in subparagraph 1.7.3 of Model 1 (in subparagraph 4.3 of Model 2) of the TPA of the station indicate the switch locking system.
Column 5 indicates the positions of employees of the railway station that are allowed to translate non-centralized arrows.
Column 6 indicates the positions of employees of the railway station who carry out maintenance and cleaning of the switches.
Column 7 indicates the positions of employees of the railway station who keep the keys to lockable non-centralized arrows.
Column 8 indicates information about the lighting of the turnout indicators of these arrows.
Paragraph 1.7 of Sample 1 (paragraph 4 of Sample 2) of the station's TRA lists the numbers of switches, drop switches and wits, which are under the jurisdiction of the head of the railway station, but located on the territory of the railway tracks transferred to the jurisdiction of the subdivisions of the owner of the infrastructure, the owner of the non-public railway track.
18. Paragraph 1.8 of Sample 1 (paragraph 5 of Sample 2) of the station's TRA is filled in in accordance with the specific conditions of the railway station for the OPTs, signalmen, turnouts on duty.
Column 1 lists the areas of work and positions of employees.
Column 2 indicates the position of the employee who is subordinate to the OPTs, signalmen and turnouts on duty.
Column 3 (in column 2 in the TPA of Sample 2 station) lists the main duties that, under the conditions of this railway station, are assigned to the employee. The main duties of the employee are listed without detailing how they are performed.
After listing the main duties of the employee under the conditions of normal operation of the signaling devices, his duties are indicated in the event of a violation of their work, but without listing these duties, but only with reference to the relevant paragraphs and subparagraphs of the TPA station.
19. In clause 1.9 of Model 1 (in clause 6 of Sample 2) of the TPA of the station, places for storing padlocks, kurbels, red caps (separately for arrow handles and signal buttons), signs "Off", "Railcar", "Power off" for their use in case of disruption of the normal operation of signaling devices due to a malfunction or shutdown from centralization, indicating the required (according to working conditions) number of them at each post. The introduction of other inventory in this item is not allowed. For kurbels, after the quantity, their numbers are indicated in brackets.
20. Paragraph 1.10 of Model 1 of a station’s TPA gives a brief description of sorting devices available at the railway station - sorting humps and profiled exhaust railway tracks (at railway stations where trains are disbanded).
Column 1 lists the devices available at the railway station for sorting wagons.
Column 2 indicates the directions for which these devices operate.
Column 3 indicates the number of overthrust railway tracks.
Column 4 indicates the number of railway lines of dissolution.
Column 5 indicates the number of sorting railway tracks.
Column 6 indicates the equipment of sorting devices by means of automation and mechanization.
21. Paragraph 1.11 of Sample 1 of the station's TRA indicates the presence and number of shoe-appliers and shoe-ejectors on the station railway tracks.
Column 1 lists the railway tracks and parks where shoe-applicators or shoe-throwers are installed.
In column 2 for these railway tracks and parks, the location (in which direction) the devices are installed is indicated.
Columns 3 and 4 indicate the number and sideness of the installed shoe applicators and shoe ejectors.
22. Paragraph 1.12 of Model 1 of the station TRA indicates the presence on the station railway tracks of stationary devices for securing trains or large groups wagons.
Column 1 lists the parks and railway tracks on which the trains are fixed with stationary devices.
In column 2, opposite the entry made in column 1, the location of stationary devices is indicated.
If the railway track is designed to receive trains from different directions, then two stationary devices can be installed at both ends of the railway track to secure the train. In these cases, you must specify the purpose of each device.
Column 3 indicates the type and number of fixed devices that are on each railway track, and the device management system.
23. In clause 1.13 of Model 1 (in clause 7 of Model 2), the TPA of the station shall indicate information about the passenger and freight devices of the railway station.
Column 1 indicates the railway tracks, at which or between which passenger and cargo devices are located.
Column 2 indicates the actual name of passenger and cargo devices.
Column 3 for passenger platforms indicates the length of the platform (in meters), for other devices - the length (in meters) or capacity (in cars of a certain type) of the loading and unloading front.
24. Paragraph 1.14 of Sample 1 of the station's TPA indicates the presence on the railway tracks of the railway station of devices for equipping locomotives, testing autobrakes, watering places for living creatures and other devices.
Column 1 lists the devices available on the railway tracks of the railway station for equipping train locomotives, testing auto brakes, watering places for living creatures and other devices.
Column 2 indicates the locations of these devices.
Column 3 indicates which train directions the device is intended for.
25. In clause 1.15 of Model 1 (in clause 8 of Model 2) of the TPA of the station, the lighting of railway tracks is indicated in accordance with the presence of lighting points and the place where external lighting is switched on.
Column 1 indicates the location of the lighting points.
Columns 2 - 6 are filled in in accordance with their name.
26. Item 1.16 of Sample 1 of the TPA of the station is filled in for each administrative point of the railway station, the types of technological telecommunications that this point is equipped with are indicated.
Column 1 indicates only the administrative points for the reception, departure of trains and the production of maneuvers.
Column 2 indicates the types of direct telephone communication, which are recorded in the following order: "Train dispatcher from ______"; "Train interstation with chipboard station ______"; "Switch connection with ______"; "Direct intrastation from ______"; "Direct telephone line ______".
Column 3 indicates all types of radio communications.
Column 4 indicates the park communication system used between the control center and areas (parks, turnouts) and indicates whether it is two-way or one-way.
Column 5 indicates, if available, other types of technological telecommunications and means of delivering documents: "Teletype", "Fax", "Telegraph", "Pneumatic mail", etc. station) is not specified in this paragraph.
27. Paragraph 1.17 of Sample 1 (paragraph 9 of Sample 2) of the station's TRA contains information on recovery and fire trains, emergency rescue teams, repair and recovery teams of the regional communication center, contact network, medical and veterinary stations, police.
Column 1 indicates the name of the means called in case of emergency and non-standard situations: recovery train, fire train, medical center, veterinary station, police, repair and restoration team of an organization or communications unit, contact network team, power supply team, emergency rescue team or mobile subdivision necessary for liquidation of emergency situations and their consequences.
Column 2 indicates the nearest railway stations of registry (location) of units that have the funds indicated in column 1 of this paragraph.
Column 3 indicates the procedure for calling recovery and fire trains, emergency rescue teams, repair and recovery teams of the regional communications center, contact network, medical and veterinary stations, and the police.
28. Paragraph 2.1 of Model 1 of the TPA of the station indicates the control areas for the reception and departure of trains of the station’s chipboard and delimits duties, including in cases where two or more chipboard stations are located in the same room and work in different sections of a single control apparatus.
If the control apparatus is not divided into sections (i.e., there is only one control area), and two chipboard stations work in a shift - one at the control panel, and the other, performing the functions of an operator (periodically change places with registration of duty reception in the train traffic log), then it is indicated: "There is one station chipboard at the station", and the note to this item may indicate that the second station chipboard works for the operator.
In cases where one of the station's DSP, working at the same post, is appointed as a shift supervisor, this paragraph establishes his functions as a senior.
If there is one station chipper working in a shift, then it is indicated: "There is one station chipboard at the station."
If there are operators at the DSP station or other employees who take part in the reception and departure of trains or perform related operations (logging, issuing warnings, entering data into Information Systems), this paragraph indicates their duties, performed at the direction and under the control of the DSP station.
When filling out this paragraph, it must be borne in mind that the obligations of the DSP station for the reception and departure of trains are established by the requirements of the Rules and it is not allowed to list them here. This paragraph deals with the delimitation of duties if two or more chipboard stations work in a shift (at different posts or at one post when managing different areas of the railway station from a control panel divided into sections).
If a shunting dispatcher of a railway station is involved in the performance of any operations directly related to the reception and departure of trains, including in the event of a violation of the normal operation of signaling devices, his duties are set out in this paragraph of the station's TRA. At the same time, it is indicated that the shunting dispatcher of the railway station performs them at the direction and under the direction of the station’s DSP, which alone manages the reception and departure of trains and is responsible for ensuring traffic safety.
29. Paragraph 2.2 of Sample 1 (paragraph 21.1 of Model 2) of the station's TRA indicates the presence of all crossings at the railway station and adjacent hauls located on the first block section of removal, approach to the railway station.
Column 1 indicates the name of the crossing and its location.
Column 2 indicates the type of crossing signaling for vehicles.
Column 3 indicates the procedure for the DSP station in the event of a malfunction of the crossing signaling. For crossings not serviced by an employee on duty, or without means of crossing signaling, column 3 is not filled in.
The procedure for the station’s chipboard in the event of a malfunction of the crossing signaling devices and the procedure for working with the duty officer at the crossing when the barrage alarm is turned on at the crossing and the organization of the passage of vehicles when using the “Emergency Opening” button on the crossing control panel is indicated in this paragraph at the following location of the crossings:
1) the crossing is located on a stretch closer to its railway station, the control of the serviceability of the crossing signaling is placed on the control panel of its railway station, the crossing is serviced by a duty worker with whom the station’s chipboard has a connection;
2) similarly to subparagraph 1 of paragraph 29 of this Instruction, but without an employee on duty at the crossing;
3) the crossing is closer to the neighboring railway station, the station's chipboard does not have control of the signaling status and communication with the duty officer at the crossing (or there is none);
4) the crossing is located within the boundaries of its railway station.
Other issues related to the passage of trains on crossings (on the wrong railway track, with a return back) are indicated in the note to this paragraph.
30. In paragraph 2.3 of Sample 1 (in paragraph 11 of Sample 2) of the station’s TPA, in accordance with Appendix No. 8 to the Rules, the procedure for stopping maneuvers on arrows and railway tracks that are not isolated from the route of the upcoming reception or departure of the train, and convincing the station’s chipboard of this before opening a signal or issuing another permission to receive or depart a train. In this case, radio communication, two-way park communication should be used, and if it is not possible, turnout communication, transmission of instructions and receipt of reports from the head of maneuvers and the driver through the turnout on duty, the signalman, the centralization post operator or the chipboard station personally.
31. Paragraph 2.4 for Sample 1 (paragraph 12 of Sample 2) of the TPA of the station is filled in in accordance with Appendix No. 8 to the Rules. The procedure for checking the vacancy of the receiving railway tracks is established by the owner of the infrastructure, the owner of the non-public railway track, depending on local conditions - the availability of electrical insulation of the railway tracks, working conditions on the railway tracks, the location of workers involved in checking the vacancy of the railway tracks. The verification method may be different for individual railway tracks and parks, depending on the dark or daylight hours, the location of the railway tracks in the plan (presence of curves). When carrying out an advance check of the vacancy of one or more railway tracks, the need to protect each checked railway track with portable stop signals is indicated.
In sub-clause 2.4.1 of Model 1 (in clause 12.1 of Model 2) of the TPA of the station, electrical isolation devices for railway tracks are indicated.
In the presence and normal operation of electrical isolation devices for railway tracks, it is indicated: "According to the indications of the control devices of the control apparatus." In the absence of electrical insulation of the railway tracks, subparagraph 2.4.1 of Sample 1 (paragraph 12.1 of Sample 2) of the TPA of the station is not filled in.
Subparagraph 2.4.2 of Template 1 (in paragraph 12.2 of Template 2) of the station TPA for each group of railway tracks or individual fleets indicates the procedure for checking the vacancy of railway tracks at railway stations where there is no electrical insulation, as well as at railway stations where it is, but its normal functioning is disrupted.
If at intermediate railway stations the release of the main railway tracks is checked by the presence of signals on the tail cars of the following trains, then this paragraph should indicate additional measures to guarantee the complete release of the railway track by the train (negotiations via radio communication with the driver, post worker, crossing attendant and others measures).
When checking the freeness of railway tracks is carried out in case of violation of the normal operation of electrical isolation devices, along with the establishment of the method of verification, the position of the railway station employee who is involved in this operation is indicated.
In the event of a violation of the electrical control of the occupancy of two or more receiving and departure railway tracks or its absence, the DSP of the station maintains a log or schedule of the employment of these railway tracks.
32. Paragraph 2.5 of Sample 1 (paragraph 13 of Model 2) of the station TPA indicates the procedure for monitoring the correctness of preparing routes for receiving and departing trains.
In sub-clause 2.5.1 of Model 1 (in clause 13.1 of Model 2) the station's TRA specifies how the station's DSP controls the correct preparation of routes for the reception or departure of trains during the normal operation of the signaling devices.
Subclause 2.5.2 of Model 1 (clause 13.2 of Model 2) of the station's TRA specifies how the station's DSP controls the readiness of routes in the event of a violation of the normal operation of signaling devices.
It is indicated in what way the station's chipboard controls the correct position of the switches and their closing (fixing, locking) in the route of receiving or departing the train in cases of various violations of the normal operation of signaling devices, which should be grouped according to the principle of similarity of the station's chipboard actions:
a) in case of false employment, false freedom of railway tracks, switch and non-switch isolated sections, as well as when they are turned off without maintaining the use of signals;
b) in the absence of control over the position of centralized switches;
c) if it is impossible to translate the centralized arrows from the control panel and translate them manually using a kurbel;
d) in case of malfunction of turnout locks, toggle locks (of the appropriate type) and route control devices;
e) when turning off the arrows while maintaining the use of signals;
f) when turning off the arrows without saving the use of signals;
g) in the event of a malfunction of the input, route and output traffic lights, but with the normal operation of the other signaling devices at the station, as well as the impossibility of opening the output traffic light due to a malfunction of the first removal block section (in case of automatic blocking) or semi-automatic blocking devices.
In addition, the employees involved, at the direction of the station's chipboard, are indicated to perform operations related to the preparation of routes for the reception and departure of trains in the cases listed above, as well as the need for the presence of responsible persons at the railway station.
For each failure case listed above, it is indicated whether the train must be accepted or sent according to the permissive or prohibitive indication of the traffic light.
At the end, the general procedure for organizing train and shunting work at the railway station is also indicated in the event of the termination of the signaling devices (if there is an appropriate annex to the station's TPA, a reference must be made to it).
It is allowed to include separate additional provisions arising from the specifics of local conditions (for example, at railway stations, changing the type of traction current).
It is not allowed to enter information in this paragraph that is not related to the content defined in its heading.
33. Paragraph 2.6 of Sample 1 (paragraph 10 of Model 2) of the TPA of the station indicates the maximum time required to prepare routes for the reception (departure) of trains in case of violation of the normal operation of signaling devices. This time is set taking into account the maximum number of operations on this route: transferring all switches with a kurbel, locking them with bookmarks and padlocks, fixing at least one switch in the route with a standard bracket.
With a smaller number of operations (not all arrows are switched by kurbel, locked), as well as when using a locomotive to deliver workers to the places where these operations are performed, the route can be prepared in less time. No amendments (including for the season, since weather conditions can be equally unfavorable at any time of the year) and comments in this paragraph of the station's TRA are not allowed.
34. Paragraph 2.7 of Sample 1 (paragraph 14 of Sample 2) of the TPA of the station indicates the numbers of switches (from the list of switch numbers approved by the owner of the infrastructure, the owner of the non-public railway track), the position of which, in accordance with the requirements of Appendix No. 8 to the Rules, is allowed to be checked not before each reception or departure of the train, but periodically. The frequency of checking the position of the arrows is set in accordance with the operating conditions of the railway station.
35. Paragraph 2.8 of Model 1 (paragraph 15 of Model 2) of the station’s TRA indicates the procedure for passing trains or shunting trains on the railway tracks located between a passenger train standing at a railway station and a passenger building, listing the specific measures that should be taken in this case carried out to ensure the safety of boarding and disembarking passengers in accordance with the requirements of Appendix No. 8 to the Rules in the absence of a transitional bridge or tunnel.
36. Paragraph 2.9 of Model 1 of the station TPA specifies the procedure for meeting trains arriving at the railway station.
In subparagraph 2.9.1 of Model 1 of the station TPA, the categories of trains and the meeting point of the station's DSP train should be indicated.
For railway stations or certain areas where the DSP station is not required to meet and escort trains, this item is not filled out.
Subparagraph 2.9.2 of Sample 1 of the station TPA is filled in in cases of organizing a meeting of trains by employees of a railway station in accordance with the procedure for organizing a meeting of trains established by the owner of the infrastructure, the owner of the non-public railway track.
Column 1 lists the fleets (and, if necessary, individual railway tracks) on which trains of the corresponding directions are received.
In columns 2 - 4, opposite each entry made in column 1, all executive posts and switch areas involved in the preparation of routes for received trains are indicated, including entrances located at the opposite end of the receiving railway tracks, and posts that include security arrows. In the case when the routes for receiving trains are completely prepared by the station's DSP from the electrical interlocking post, these columns are not filled in.
Column 5 indicates the duty workers who are required to meet trains, indicating the meeting place.
37. Paragraph 2.10 of Sample 1 (paragraph 17 of Model 2) of the TPA of the station is filled in in accordance with the requirements of Annexes No. 6 and 7 to the Rules.
Column 1 lists the fleets (and, if necessary, separate railway tracks) on which trains of the corresponding directions are accepted.
In column 2, opposite each entry made in column 1, it is indicated how the station's chipboard is convinced of the arrival of trains in full force. For trains arriving from hauls equipped with automatic blocking or automatic control devices for the arrival of a train at a railway station in full force, this column indicates: "According to the readings of the control devices of the control apparatus."
With other means of signaling and communication and the absence of devices for automatic control of the arrival of a train, the chipboard station at the arrival of the train in full force is convinced by the presence of a train signal on the last car of the train. The presence of such a signal on the last car of the train is checked personally by the station's chipboard or by one of the employees (the position of the employee, the number of the post is indicated).
In case of automatic blocking, an additional instruction is introduced into this paragraph: "If the indication of the span is busy after the arrival of the train at the railway station, in the absence of other passing trains on this span and with closed exit signals at the neighboring railway station, the station's chipboard is obliged to make sure of the arrival (proceeding) trains in full strength by the presence of a train signal on the last car.
In the same way, the station’s DSP must verify the arrival (following) of the train in full force in the event of the closing of the auto-blocking action on the corresponding railway track and switching to telephone means of communication, as well as upon receiving a message from the driver of the arriving train about the stop that took place on the stretch due to self-braking or pressure drop in the brake line.
In the absence of a train signal on the tail car, the arrival (proceeding) of the train in full force is established by comparing the number of the tail car with a full-scale list via radio communication with the train driver or after the train stops at this (or the next one along the way) railway station.
38. In clause 2.11 of Model 1 (in clause 18 of Model 2) of the station’s TRA, the procedure for accepting trains to the railway station with a prohibitive indication of the input (route) traffic light and on the wrong railway track (in the absence of an input traffic light on this railway track) is indicated.
In subparagraph 2.11.1 of Model 1 (in paragraph 18.1 of Sample 2) of the TPA of the station, permissions for the passage of a traffic light with a prohibitory indication are indicated.
Column 1 lists all the input and route (at the entrance) traffic lights available at the railway station, both on the correct and on the wrong railway track.
On double-track and multi-track hauls, in the absence of an entrance traffic light for trains arriving on the wrong track, it is indicated: "On the wrong track from ______ (name of the railway station)".
In column 2, opposite each entry given in column 1, the means available to the chipboard station are listed, with the help of which he can transfer permission to the driver to go to the railway station with a prohibitory indication of the corresponding traffic light (with the exception of written permission).
In subparagraph 2.11.2 of Model 1 (in paragraph 18.2 of Sample 2) of the TPA of the station, in accordance with Appendix No. 8 to the Rules, the positions of employees of the railway station authorized to present a written permission to receive a train at the railway station to the train driver and the places of their delivery are indicated.
39. In paragraph 2.12 of Model 1 (in paragraph 19 of Sample 2) of the TPA of the station, based on local conditions, additional measures are indicated to ensure traffic safety during the parking of passenger, mail-baggage, human and passenger-and-freight trains.
The procedure is indicated in which, after the arrival of these trains that have a stop at a railway station, a chipboard station, and in sections equipped with dispatcher centralization, a train dispatcher takes the necessary measures, where possible, to ensure the safety of the movement of these categories of trains (installation of arrows in the security position; hanging red caps on signal buttons, etc.).
40. Paragraph 2.13 of Sample 1 (paragraph 20 of Sample 2) of the TPA of the station indicates hauls that have a long descent (ascent) and the procedure for receiving trains to the railway station from them.
Column 1 indicates the hauls that have a long descent (ascent) from the side of the railway station.
Column 2 indicates the procedure for receiving trains to the railway station from a haul that has a long descent (ascent). On single-track lines, in the case of simultaneous approach to the railway station of two trains of opposite directions, the first train is received, for which the conditions for stopping or starting from a place at a closed entrance traffic light are less favorable, or a train followed by another train, etc. In each case, the procedure is determined based on local conditions, taking into account the requirements for ensuring the safety of train traffic.
41. In paragraph 2.14 of Model 1 of the TPA of the station, in accordance with the requirements of Appendix No. 8 to the Rules, the procedure for receiving push locomotives, as well as single locomotives and multiple unit rolling stock arriving at the railway station (to the depot or from the depot under train sets).
42. In paragraph 2.15 of Sample 1 (in paragraph 16 of Sample 2) of the TPA of the station, the categories of trains and directions of trains, the meeting point of the trains, the position of the railway station employee who meets or escorts the trains are indicated.
When filling out this subparagraph, it should be borne in mind that if a railway station (park) is charged with the obligation to escort trains, then the station (park) chipboard is responsible for compliance with the requirements of paragraph 81 of Appendix No. 6 to the Rules. It is not allowed to make an entry: "The chipboard of the station escorts the trains in the post room through the window, inspecting the right (or left) side of the train."
43. In paragraph 2.16 of Sample 1 (in paragraph 16 of Sample 2) of the station's TRA, it is indicated in which parks, turnout areas and at which posts of the railway station trains are met by turnouts on duty, signalmen and OPC. In the absence of executive posts, columns 2 - 4 are not filled.
44. Paragraph 2.17 of Model 1 (paragraph 21 of Sample 2) of the station TPA is filled in in cases of train departure at a prohibitory indication of the exit traffic light or from railway tracks that do not have exit traffic lights, while maintaining the existing signaling and communication facilities, excluding cases of switching to telephone means of communication, departure of trains on a closed haul or in the event of a break in the operation of all means of signaling and communication.
Column 1 indicates the railway tracks (parks) of train departures, the direction of their movement, along which main railway track the train departs, the letter of the output traffic light. Route traffic lights are not included in this paragraph, the procedure for their passage by departing trains is established by the requirements of Appendix No. 8 to the Rules.
Columns 2 - 4 indicate the permission for the driver to occupy the haul, the position of the railway station employee who gives the driver permission to occupy the haul, an indication to the driver about the possibility of departing the train with a prohibitive indication of the exit traffic light, as well as from railway tracks where there are no exit traffic lights. Entries in column 4 must be made opposite entries in columns 2 to 3 relating to the written authorization only.
Permission for the right to occupy the haul is issued in accordance with Appendix No. 8 to the Rules.
If the movement on the stretch is carried out by electric wand system, by telephone means of communication, with the help of one wand or by order of the train dispatcher, transmitted directly to the train driver via radio communication, then this item of the TRA of the station for this haul is not filled.
This item of the TRA of the station is not filled in in the case when, if it is impossible to open the exit traffic light, a transition is made to telephone means of communication (for example, in case of semi-automatic blocking, as well as to the wrong railway track of the haul with one-way automatic blocking or to a free haul that does not have through traffic lights and is not equipped with wand-key).
45. Paragraph 2.18 of Model 1 of the station's TRA indicates the procedure for issuing warnings about special conditions for trains at railway stations for the formation of trains and the change of locomotives and locomotive crews in accordance with the requirements of the Rules:
a) at railway stations for the formation of trains - the procedure for informing the station's chipboard (park duty officer) issuing warnings about the inclusion of moving units in the train that require special conditions for following;
b) at railway stations for changing locomotives (crews) - a mandatory check of the station's chipboard, sending the train, according to the actual list and through the train dispatcher of the presence of such railway rolling stock in the train.
46. Paragraph 2.19 of Sample 1 (paragraph 27 of Sample 2) of the station's TPA specifies additional instructions for the reception and departure of trains, depending on local operating conditions, without repeating the requirements provided for in other paragraphs of the station's TPA.
The paragraph addresses the following questions:
a) the procedure for presenting trains for maintenance and commercial inspection;
b) the procedure for issuing warnings for trains, indicating the following data: the position of the employee of the railway station who maintains a book of warnings and issues warnings for trains (with regard to issuing warnings for individual trains, reference is made to paragraph 2.18 of Model 1 of the station's TPA);
c) the procedure for notifying employees of the upcoming arrival and departure of trains;
d) the procedure for checking trains before departure in accordance with the requirements of paragraph 82 of Appendix No. 6 to the Rules;
e) the presence on adjacent hauls of devices that control the state of the railway rolling stock and the procedure for operating the EAF station when they are triggered (with reference to the relevant instructions);
f) the procedure for the departure of trains from the railway tracks on which the cars remain, indicating the performers of operations to secure the remaining cars and control by the station's chipboard over their implementation;
g) the procedure for obtaining information about trains with dangerous goods of class 1 VM on the way to the railway station, notifying employees involved in the processing of such trains upon arrival and disbandment (or processing them as transit trains without processing) on the railway tracks established in subclause 1.6.1 of Model 1 of the station TPA. This procedure must be specified in this paragraph, regardless of the availability of local instructions on the procedure for working with wagons loaded with VM.
If necessary, based on local conditions, this paragraph may also reflect other requirements related to ensuring the safety of train traffic at a given railway station, which, by their content, are not subject to mandatory inclusion in other paragraphs of the station's TPA (issues related to the violation of the normal operation of devices CCBs are not included in this paragraph, but are reflected in subparagraph 2.5.2 of Sample 1 (in subparagraph 13.2 of Sample 2) of the TPA of the station.
47. Paragraph 2.20 of Model 1 of the TPA of the station indicates the procedure for the movement of trains or shunting trains between separate points of non-public railway tracks in accordance with paragraph 86 of Appendix No. 6 to the Rules, which reflects:
a) the name of the separate points between which the shunting procedure for the movement of trains (trains) is established, their boundaries;
b) the procedure and method for transferring permission for the departure of a train (composition) from a separate point;
c) the procedure for preparing and checking the route of the train (composition);
d) the place where the train or shunting train stops after departure from the separate point and the way the train driver or the leader of the maneuvers agrees with the duty officer of the neighboring separate point the possibility of proceeding to the next separate point;
e) the maximum number of railway rolling stock in the train;
f) the place where the locomotive is placed on the train (composition);
g) the established speed of movement between separate points;
h) the procedure for persuading the arrival of the train (train) in full force.
48. In paragraph 3.1 of Model 1 of the TPA of the station, the distribution of responsibilities for ordering shunting work is indicated.
In accordance with paragraph 24 of Appendix No. 6 to the Rules, the position of the railway station employee who manages the maneuvers at the railway station is indicated in the paragraph. If there are several shunting areas at the railway station, then this paragraph indicates the distribution of responsibilities between the responsible managers for the order of shunting work.
49. In paragraph 3.2 of Model 1 (in paragraph 22 of Model 2) of the station TPA, shunting areas are established at the railway station. The division of the railway station into shunting areas is determined by the track development, the nature, volume of work of the railway station and does not depend on the number of shunting locomotives operating at the railway station.
Filling in the columns in paragraph 3.2 of Model 1 of the TPA station.
In column 1, each shunting area is assigned a specific number (indicated by Arabic numerals), which is placed before the words characterizing the area.
The shunting areas established in this paragraph with the numbers assigned to them shall remain unchanged in all provisions of paragraph 3 of Model 1 of the station's TPA.
When mentioning a shunting area in other points of the station's TRA, only the number of the area is indicated (without repeating its characteristics).
It is not allowed to designate areas of the railway station with other terms.
The same column indicates the boundaries of the shunting areas. At the same time, the axis of this park can serve as the boundary of the shunting areas located on different sides of the park, and the boundary of the Freight Yard area can be a shunting traffic light that encloses the exit from the specified area.
Column 2 indicates what serves as an extract and its boundary.
Column 3 indicates the main nature of the work performed in the area.
Column 4 indicates the series of shunting locomotives operating in the area.
Column 5 lists the technical means used during maneuvers in a given area (communication means are not indicated in this paragraph).
In the absence of additional technical means, column 5 is not filled in.
If there is a marshalling yard at the railway station, it is also indicated as a shunting area (with assignment of a number), however, columns 3-5 are not filled in, but a reference is made to the instructions for the operation of the marshalling yard, which is an annex to the station's TPA.
Filling in the columns in paragraph 22 of Sample 2 of the TPA station.
Column 1 indicates the nature of the work performed.
Column 2 indicates the series of locomotives performing shunting work at the railway station (shunting, dispatching, as well as locomotives of combined and export trains).
Column 3 indicates the composition of locomotives and locomotive crews.
50. Clause 3.3 is filled in in accordance with the requirements of clause 25 of Appendix No. 6 to the Rules.
Column 1 indicates the numbers of shunting areas where radio and park communications are used during maneuvers.
In column 2, opposite each entry made in column 1, the types of communication used in the given shunting area are indicated.
Column 3 indicates the positions of employees of the railway station who have the right to use radio communication devices, park communication, and also determines the nature of the instructions and messages that can be transmitted by these employees in the circle of their duties.
The nature of the transmitted instructions, commands and messages is given in Appendix No. 8 to the Rules.
In subparagraph 3.3.1 of Model 1 of the TPA of the station, in accordance with the requirements of Appendix No. 8 to the Rules, depending on local conditions and the technical equipment of the railway station, the procedure for the actions of employees in the event of a sudden failure of radio communications is indicated. The most dangerous is the sudden failure of the radio communication between the compiler of trains and the driver when the shunting train moves forward by cars. Such a procedure for the actions of employees is indicated, which allows you to timely establish the fact of a radio communication failure. The condition for this is the strict implementation of the procedure for negotiating between the compiler of trains and the driver during the movement of the shunting train by cars forward: before starting, during movement, when entering the destination railway track and when approaching standing cars. In the event of a disruption in the stable operation of radio communications between the driver and the compiler of trains, or if one of the participants in the shunting work does not receive a message confirming the existence of communication, an immediate stop of the shunting train should be provided. Depending on the service area (shunting area of the railway station), based on local conditions, the train compiler and the locomotive driver can switch to manual or sound signals before replacing the radio station.
The procedure and forms of negotiation are indicated in the annex to the station's TRA "Regulations for radio communications during shunting work."
51. Paragraph 3.4 of Model 1 of the TPA of the station indicates the features relating to the performance of shunting operations in each area of the railway station (separately for each shunting area).
Column 1 indicates the numbers of shunting areas.
Column 2 indicates the number of persons of the compilation team (teams) working in the area, which is determined by the owner of the infrastructure, the owner of the non-public railway track.
If two employees are appointed to work with one locomotive in the position of a train compiler, one of them, upon entering the shift on duty, is appointed by the station’s chipboard as the head of the maneuvers, and the other performs the duties of an assistant train compiler, as indicated in the note to this paragraph.
In column 3, on the basis of paragraph 84 of Appendix No. 7 to the Rules, it is indicated by what means the task is transferred to the switch post duty officer, the OPTs or the signalman to install switches on the railway track (via radio communication, two-way park communication, locomotive whistle, personally by the compiler of trains).
In the case when the arrows, during maneuvers, translate the station's chipboard, column 3 indicates: "The train compiler requests the station's chipboard by radio." When maneuvering on non-centralized switches, an entry can be made: "The train designer personally switches the switches during maneuvers."
Column 4 indicates how the driver is given permission to leave the shunting train at the arrows (indication of the shunting traffic light, manual signal of the turnout station on duty N ______, indication of the chipboard station, operator of the centralization post via radio communication).
In column 5, for areas where shunting work is systematically performed in shocks, the position of a railway station employee who slows down moving cuts on the railway tracks is indicated: “car speed controller”, “train compiler assistant”. If jerk maneuvers are not performed, the column is not filled.
52. Paragraph 3.5 of Model 1 of the TPA of the station indicates the necessary additional security measures in accordance with the requirements of Appendix No. 8 to the Rules for railway stations, where two or more shunting locomotives are allowed to operate in one shunting area.
The main conditions for the possibility of simultaneous operation of two or more shunting locomotives in one shunting area are:
a) the presence of two or more railway tracks that can be used as hoods (parallel passages);
b) the possibility of complete mutual isolation of shunting routes by setting switches to a guard position;
c) normal operation of the signaling devices, ensuring the closure of the switches in the shunting routes.
For areas where the operation of two or more shunting locomotives is not allowed, it should be indicated: "Simultaneous operation of two or more shunting locomotives in the same shunting area is not allowed."
53. Clause 3.6 of Model 1 (clause 23 of Model 2) of the TPA of the station is filled in in accordance with the requirements of Appendix No. 8 to the Rules.
Column 1 lists the numbers of shunting work areas in which the shunting locomotive operates.
In column 2, opposite each entry in column 1, railway tracks or parks are indicated, where, according to working conditions, special precautions must be taken to prevent wagons from going beyond the useful length of the railway tracks, leaving and colliding wagons towards the railway station (park) opposite to the shunting area locomotive. If the shunting locomotive operates on the even side of the railway station (park), measures are indicated to prevent the wagons from going beyond the useful length of the railway track on the odd side of the railway station (park).
54. Clause 3.7 of Model 1 of the TPA of the station is filled in in accordance with the requirements of Appendix No. 8 to the Rules.
Column 1 indicates the areas where the arrival of shunting locomotives, trains, special self-propelled railway rolling stock is allowed only after prior agreement.
Column 2 indicates the positions of employees of the railway station who coordinate the possibility of the arrival of a shunting locomotive in the area, and the procedure for coordination.
Column 3 indicates the procedure for coordinating the return of a shunting locomotive, trains, special self-propelled railway rolling stock from an area not serviced by a turnout on duty.
Column 4, if necessary, indicates additional conditions that must be observed when shunting locomotives enter certain areas.
55. Paragraph 3.8 of Model 1 of the TPA of the station is filled in in accordance with the requirements of Appendix No. 8 to the Rules.
Column 1 briefly indicates where and where the shunting train is being reshuffled.
Column 2 briefly (without listing all the arrows along the route) indicates the railway route of the shunting train.
Column 3 shall indicate the maximum number of wagons in a shunting train if the shunting train includes wagons of the same type.
Otherwise, "no" is indicated in this column. The type of wagons in the shunting train is indicated in the note to this paragraph.
Column 4 indicates the maximum length in conventional units for determining the length of the shunting train.
In column 5, the words "Enable" or "Do not include" indicate the need to turn on the auto brake in the shunting train and the position of the railway station employee who performs this operation (train compiler, chief conductor).
Column 6 indicates the position of the railway station employee who accompanies the shunting train during the reshuffle.
If necessary, the location of the employee accompanying the shunting train during the shift is indicated. If following the shunting train is allowed without escort, then "Unaccompanied" is indicated.
Column 7, depending on local characteristics, indicates the necessary additional conditions associated with the rearrangement.
56. Paragraph 3.9 of Model 1 (paragraph 24 of Sample 2) of the station's TRA specifies the procedure and norms for securing railway rolling stock on the railway tracks of a railway station and the procedure for checking the securing of railway rolling stock.
The calculation of the fixing of railway rolling stock is carried out in accordance with the requirements of Appendix No. 8 to the Rules. The required number of brake shoes can be determined using an automated fastening rate calculation system.
Sub-clause 3.9.1 of Model 1 (paragraph 24 of Model 2) of the TPA of the station specifies the norms for fastening cars and other railway rolling stock depending on the number of axles, the location of cars in the fixed railway rolling stock (group) and their weight characteristics, as well as the order of implementation these operations. These data are entered separately for each railway track and railway station fleet. The name of the park is written to the full length of the line.
Column 1 shall indicate the numbers of the railway tracks of the railway station, where it is allowed to leave the rolling stock without a locomotive, including the railway tracks of marshalling or marshalling and departure yards. After the number of the railway track, it is indicated from which end of the railway track the rolling stock (groups, trains) begins to be located.
When calculating the fixing in an arbitrary place, only the number of the railway track is indicated.
The presence of an average slope of a railway track of more than 0.0025 is not a reason not to include in this paragraph the norms for securing railway rolling stock on this railway track.
On separate connecting, exhaust and some other railway tracks, on which, according to the technology of the railway station operation, the railway rolling stock is not left without a locomotive, it may be prohibited to leave it, as indicated in the note indicating the reason, in this case, the fixing norms are not calculated and are not are indicated.
For main and receiving-departure railway tracks with an average slope of more than 0.0025, the fixing norms are calculated and entered, and the corresponding restrictions or prohibitions on leaving cars without a locomotive are indicated in the note. The note also indicates sections of railway tracks with slopes exceeding 0.0025, which do not have devices to prevent the railway rolling stock from entering the train reception and departure routes or the adjacent stage, where it is prohibited to leave the railway rolling stock without a locomotive.
Column 2 indicates the average slopes of the sections of railway tracks on which groups of cars are located, secured respectively by one, two or more brake shoes to the full capacity of the railway track, for which the average slope along the entire useful length of the railway track is indicated. The slope values are indicated in thousandths with an accuracy of one decimal fraction: in the numerator for column 6, in the denominator - for column 7.
Column 3 indicates from which side (depending on the direction of the possible departure of the wagons) the railway rolling stock is secured.
Column 4 indicates the presence of stationary devices for securing railway rolling stock on a given railway track with the number 1 (only at one end of the railway track) or 2 (at both ends of the railway track), which should correspond to the entries in paragraph 1.12 of the station TPA. The number 1 or 2 is entered only in the first line of column 4 and refers to the entire railway track. If there are no such devices, column 4 is not filled.
Column 5 indicates in separate lines of the column the number of brake shoes in ascending sequence up to the maximum number required to secure the wagons when the entire useful length of the railway track is completely filled at the maximum rate.
Regardless of the presence of stationary securing devices on the railway track, the norms for securing railway rolling stock with brake shoes are indicated in full. Below the norms (for one or several railway tracks), the weight characteristics of the railway rolling stock are indicated, at which, based on the actual slopes of the railway tracks, in addition to fixing with a stationary device, laying of brake shoes is required, indicating their number. In the event of a malfunction of the stationary device or for another reason that prevents its use, fixing is carried out according to the standards specified in columns 5-7.
In columns 6 and 7, in succession, in accordance with the number of brake shoes indicated in column 5, the maximum number of axles in a train or group of cars, which must be secured with a given number of brake shoes in accordance with the norms calculated in accordance with Appendix No. 8 to the Rules, is indicated.
The entry in columns 6 and 7 of the number of axles (for example, 40) opposite the first brake shoe indicated in column 5 means that a group of wagons from two to 40 axles inclusive must be secured with one brake shoe. An entry in the next line against two brake shoes (for example, 80) means that a group of cars from 42 to 80 axles inclusive must be secured with two brake shoes.
The number of axles in columns 6 and 7 are written in one line opposite the corresponding number of brake shoes indicated in column 5, and when it reaches the maximum for column 6 (for example, 3), subsequent lines in column 6 are not filled in, column 7 continues to be filled up to the maximum the number of brake shoes for a given column (for example, 7).
Columns 8 and 9 indicate the position of the railway station employee who fixes or removes the brake shoes, the position of the railway station employee who gives instructions to fasten or remove the brake shoes, the position of the railway station employees who report on the fastening or removal of the brake shoes.
The point is filled in the same way in case of fixing the cars with stationary devices from the local control columns or the chipboard of the station from the electrical interlocking post.
Fastening is carried out before the uncoupling of the locomotive, removal of the fastening - after its hitching.
The calculation of the number of axles fixed with one shoe, two, three or more brake shoes must be made depending on:
a) the location of the railway rolling stock in an arbitrary place on the railway track (excluding the "mountain" profile type);
b) the location of the railway rolling stock from the end of the railway track (from the traffic light, limit post) and / or on a separate section of the railway track (not at the end of the railway track).
The choice of one or more options for calculating the norms for fixing railway rolling stock for specific railway tracks is determined by the owner of the infrastructure, the owner of non-public railway tracks in accordance with the requirements of Appendix No. 8 to the Rules, based on the actual profile, operation technology and safety requirements.
In cases where, in accordance with paragraph 1.5 of Model 1 (paragraph 3 of Sample 2) of the station TPA, the capacity of railway tracks is also calculated for another type of railway rolling stock (passenger cars, tanks, hopper-dispensers, etc.), for the specified type of railway rolling stock a separate calculation of the fixing norms is made.
For railway tracks, where the operating technology, as an exception, provides for the permanent abandonment of wagons on certain sections of the railway tracks (not at the end of the railway track), the calculation of the fixing norms according to the actual slope for these sections is carried out separately. In this case, column 1 indicates the boundaries of these sections of railway tracks.
All of these calculation options, including those taking into account one or more breaks in the railway rolling stock for the passage of pedestrians or the passage of vehicles, can be made using automated systems of the owner of the infrastructure, the owner of non-public railway tracks.
The procedure for braking cuts on marshalling railway tracks and removing brake shoes from under cars, as well as measures to prevent the exit of railway rolling stock from marshalling railway tracks in the direction opposite to the marshalling yard (exhaust), should be indicated in the instructions for the operation of the yard yard, which is application to the TRA station.
In subparagraph 3.9.2 of Model 1 (in paragraph 25 of Sample 2) of the TPA of the station, the employees of the railway station are indicated, who are responsible for checking the fixing of the railway rolling stock with brake shoes before accepting and handing over duty, indicating the railway tracks and parks.
57. Paragraph 3.10 of Model 1 (paragraph 26 of Model 2) of the TPA of the station indicates the places where brake shoes are stored.
In accordance with the working conditions of the railway station, the point indicates the storage places for the brake shoes used to secure the cars, their inventory numbers and the number at each point, as well as the employees responsible for their safety.
58. Paragraph 3.11 of Model 1 of the TPA of the station indicates the places for equipping shunting locomotives available at the railway station.
59. Paragraph 3.12 of Model 1 of the TPA of the station indicates the location of the wagon scales, the speed of movement along them and their lifting force.
60. Paragraph 3.13 of Model 1 (paragraph 27 of Model 2) of the station's TPA sets out the necessary instructions for shunting work at a given railway station, which were not included in the previous paragraphs of the station's TPA.
In the Model 2 station TPA, in paragraph 27, after setting out the mandatory items relating to train operation, additional instructions for shunting work are set out.
This paragraph states:
1) the procedure for performing shunting work with wagons loaded with explosive materials, safety measures and the procedure for the actions of employees in the event of emergencies (technical or commercial malfunction of the wagon and other malfunctions). If the railway station has instructions on how to work with wagons loaded with dangerous goods of class 1 (explosive materials) (appendix to the TPA station), reference is made to the specified instruction. This procedure in terms of the use of station railway tracks must fully comply with the requirements of clause 1.6 of Model 1 of the station TPA;
2) the procedure for the delivery and removal of wagons to public places: the procedure for coordinating check-in and check-out, precautions for arrivals during loading and unloading operations.
The procedure for the supply and removal of wagons and the performance of maneuvers on non-public railway tracks are set out in the instructions for the maintenance and organization of traffic on a non-public railway track, which are not included in the list of annexes to the TRA station.
The procedure for entering other information related to the production of shunting work at railway stations is established by the owner of the infrastructure, the owner of the non-public railway track.
61. Attached to the TRA station:
1. Scale plan of the railway station.
9. Statement of the occupation of railway receiving and departure railway tracks by passenger, mail-luggage and passenger-and-freight trains. A list of passenger, marshalling, freight and local railway stations is compiled (except for those where passenger trains follow the corresponding main railway tracks without entering other receiving and departure railway tracks), railway stations for the circulation of passenger, suburban trains and multiple unit trains, as well as for those intermediate railway stations, where the traffic schedule provides for overtaking or crossing of passenger, mail-luggage and passenger-and-freight trains with other trains of the same categories.
10. Regulations for negotiations on radio communications during shunting work.
Transport infrastructure plays one of the primary roles in strengthening and maintaining the state economy. Thanks to the development of railway transport in Russia, which transports large-sized and multi-ton cargo, the full-fledged work of all industries is ensured. National economy, supply regions, industrial enterprises. Rail transport is of great importance for ensuring the economic security and integrity of the country.
Russian Railways
Today, Russian Railways is an all-encompassing transport system with thousands of passengers and freight. The actual indicators of technical equipment testify to the real prospects for the development of railway transport in Russia. It can be briefly described using the following data:
- operational length - more than 90 thousand km;
- the total length of double-track lines is more than 40 thousand km;
- electrified lines - about 40 thousand km;
- the length of the main routes is 126.3 thousand km.
Rolling stock and domestic railway facilities allow for freight transportation on trains weighing 10-12 thousand tons.
The railway transport network occupies a leading position among all types of transport. Despite the fact that over the past decades, bus and air traffic has been intensively developing, Russian Railways remains the main tool for ensuring the mass movement of goods and passengers both within the country and abroad.
The first railway tracks
The history of the development of railway transport in Russia dates back to the middle of the 16th century. The first analogues of modern railroads arose in the territory of stone and sand quarries, in mine excavations and coal mines. Then the road was a stretching bed made of wooden beams. On such paths, horses could carry heavier loads than on ordinary country roads. The bars wore out quickly, causing the wagons to often go astray. In order for wooden beds to serve longer, they began to be strengthened with iron, and in the 18th century with cast-iron sheets. To prevent the convergence of wagons from the tracks helped the rims on the beds.
So, in Petrozavodsk in 1778, a cast-iron railroad was built, the length of which was 160 m. At that time, the gauges were built much narrower than modern ones (no more than 80 cm), and the rail itself was angular.
The period of development of railway transport in Russia in the first half of the 19th century is characterized by a more intensive pace. 30 years after the construction of the first 160-meter cast-iron track, a two-kilometer horse-drawn cast-iron road appeared. A significant leap in the history of the development of railway transport in Russia occurred in the period from the second half of the 19th to the beginning of the 20th century.
So, in 1913, the mileage of the railroad network within the current borders of the country reached almost 72 thousand km. At the same time, the paths were placed randomly and unevenly. The predominant part of the roads was in the European part of Russia. The locomotive fleet consisted of low-power steam locomotives (500-600 hp), and two-axle freight cars had an average load capacity of 15 tons.
Development strategies for Russian railways
In 2008, the Government approved a concept to improve the railway infrastructure up to 2030. The strategy for the development of railway transport in Russia contains a description of a set of planned measures to create and improve rail roads, improve existing and adopt new requirements for rolling stock.
This program is divided into two stages. The first was carried out between 2008 and 2015, the second was launched in 2016. The development of railway transport in Russia is based on the principles of increasing the resource and raw material potential of the industry and introducing innovative modern technologies. The current Strategy implies the construction of more than 20 thousand km of roads by 2030.
To date, the construction of railways has already been completed with messages:
- Polunochnoe - Obskaya - Salekhard (about 850 km long);
- Prokhorovka - Zhuravka - Bataysk (the total length of the tracks is about 750 km);
- Kyzyl - Kuragino (460 km);
- Tommot - Yakutsk, including a section on the left bank of the Lena (550 km).
If the planned activities for the construction and commissioning of railroads are implemented, the total length of tracks by the end of the term will increase by 20-25%. The document defining the role of prospects for the development of railway transport in Russia focuses on the importance of this system of passenger and freight traffic for solving problems of strengthening economic sovereignty, national security and increasing the level of defense capability. In addition, the above Strategy implies a reduction in total costs in the transport segment of the national economy. An interesting detail in this context is that this kind of plan, which is being implemented in parallel with the Transport Strategy of the Russian Federation, was drawn up and approved exclusively for the development of railway transport in Russia.
The real state of affairs in the railway infrastructure
In recent years, Russian railways have seen a decline in production and a decline in labor productivity. The rolling stock used not only prevents an increase in freight turnover, but also contributes to an increase in the number of accidents on the tracks. Urgent reconstruction and overhaul is required for a significant number of stations and railway stations.
Today, the railways of our country operate trains, wagons, locomotives and special equipment manufactured in the USSR, Germany and Czechoslovakia. The issue of production of new equipment is controlled by the commercial holding companies Transmashholding, Sinara, IST and the state enterprise Uralvagonzavod. Over the past ten years, high-speed trains from the German company Siemens and the French manufacturer Alstom have been added to the rolling stock on the most popular Moscow-St. Petersburg and St. Petersburg-Helsinki routes.
The main player on which the prospects for the development of railway transport in Russia depend is Russian Railways. The companies of this largest holding in the country own their own railway infrastructure, a fleet of wagons and rolling stock.
Cargo transportation on Russian Railways
In Russia, there are several types of freight traffic on rail tracks:
- local - within one route;
- direct - within the boundaries of one or more railway junctions according to a single travel document;
- direct mixed - means combined transportation by several modes of transport (in addition to rail, water, road, air, water-car, etc. can be used);
- direct international - is carried out when cargo is transported on sections of roads of two or several states under a single document.
Features of the development of railway transport in Russia, engaged in the transportation of goods, are differences in the speed of delivery. Thus, the main part of freight trains is engaged in the transportation of goods for which specific transportation conditions are not required. Cargo compartments in passenger trains (luggage compartments) are intended for the carriage of mail, correspondence, and personal belongings of passengers. For the delivery of perishable goods, high-speed rolling stock is used. The maximum allowable speed at which trains can move is 160 km/h.
Features of ground rail roads in the capital
The development of railway transport in Moscow may be the envy of other regions. Despite the demand for constantly modernized metro lines, it is planned to build and reconstruct about 80 kilometers of rail tracks in the capital over the next 2-3 years. By 2019, according to a representative of the Moscow urban planning complex, five new stations will appear within the city at once.
Despite the fact that just a few years ago, the intracity and intercity communication of electric trains in Moscow was considered outdated and inefficient, today experts say that land-based railways are capable of providing the same carrying capacity, the same passenger traffic in terms of frequency, traffic volumes and comfort that metro. In addition, the authorities of the capital are confident that the construction of railways is a less expensive industry than the construction of the subway.
The length of the Moscow railway is more than 13 thousand kilometers, despite the fact that this type of transport serves about 30 million passengers, which is approximately one fifth of the population of Russia. Another feature of the development of railway transport in Moscow is the infrastructure going far beyond the boundaries of the agglomeration and covering about ten subjects of the Central federal district. The thing is that the railway of the capital was originally intended as an inter-subject infrastructure that allows solving inter-regional and inter-city problems of transport communication. Fundamental changes have taken place since the launch of the MCC.
Ring railway artery of Moscow
The central one, which launched the MCC, explained the success of the project by the appearance of the actual possibility of movement in any direction of the railway connection with a transfer. This system of commuter trains was created with the aim of integrating radial stations. Now Muscovites and guests of the capital have no problems traveling outside the Moscow Ring Road. So, for example, it will not be difficult to get from the Kazan direction to Severyanin by transferring to the MCC along the Fraser or towards the Yaroslavl highway.
Since the opening of the Moscow Central Ring, in less than a year, almost 100 million passengers have passed through it. Despite the increased popularity of electric trains, they are still used as an alternative and additional form of railway transport in Russia. The stages of development of the MCC are being implemented along the path of strengthening the integration of the metro with the surface railway network.
The main problems of railway in our country
Along with the strengthening of the industrial economic sector, there is a stage of formation and development of railway transport in Russia. The problems of this sphere are gaining importance against the backdrop of global trends in technological and technical modernization, the introduction of innovative developments in railway transport.
At the moment, it is necessary to strive to reduce the gap between the quality of Russian railways, rolling stock and infrastructure of foreign competitors. First of all, it is necessary to consistently solve the main industry tasks and eliminate a number of issues that impede the targeted development of railway transport in Russia.
It is necessary to proceed from the fact that the main goal of the functioning of the railway system is fast, convenient, inexpensive (that is, cost-effective) and safe transportation of passengers and delivery of goods not only within the country, but also abroad. The main problems of Russian railways as an integral infrastructure are two negative predetermining factors:
- lack of economic progress and efficiency in the provision of transport services, including a lack of speed of movement, a low level of comfort with an unreasonably high cost of passenger transportation;
- low degree of technical reliability and operational safety of trains, rail tracks.
The first group includes conflicts in the technological and managerial sectors, nullifying the expediency of the railway infrastructure operation and hindering the growth of its financial efficiency. The second category includes the complexity of technical production, equipment and operation: the problems of safe operation of equipment, technical means, the lack of a fully functioning model of labor protection for industry employees, and adverse environmental impacts on adjacent territories. These problems will only get worse as rail transport develops in Russia.
Briefly about ways to solve problems
To eliminate the described imperfections of the domestic railway infrastructure, it will be necessary to take a set of measures for its effective modernization, which guarantees the integrity and strengthening of the economic space of the Russian Federation, but at the same time does not infringe on the constitutional rights of citizens to freedom of movement. The current Strategy implies a phased solution to the problems of railway transport by creating conditions in Russia for achieving the fundamental geopolitical and geo-economic goals of the state. No less important is the reboot and renewal of the existing infrastructure base, which is fundamentally important for the socio-economic growth in the country. For the development of the railway transport industry, it is also necessary:
- ensure transport accessibility for points of resource provision and production progress;
- allocate additional jobs, provide employees of railway transport with social guarantees, including the right to annual rest, the right to treatment, education;
- bring the level of quality and safety of passenger traffic in line with the requirements of the population and international standards;
- ensure maximum carrying capacity and reserves to create the optimal number of offers in case of market fluctuations;
- continue integration into the international railway system;
- support on high level skills to act in emergency situations that meet the requirements of defense capability and security;
- strive to increase the investment attractiveness of the railway infrastructure;
- maintain social stability in the field and ensure a decent quality of life for employees, respect the priority of youth policy and support for industry veterans;
- deploy high standards labor productivity with sustainable provision of the transportation process with qualified specialists.
Is it worth developing railway transport?
In the age of all-consuming integration processes, the railway infrastructure has acquired the status of a mechanism, a kind of lever for the division of labor. In addition, the railway sector can be considered as a strategic object of the impact of globalization processes in the world. Russian railways are also a science-intensive theoretical area of economics. In order to maintain the achieved positions and continue to improve the infrastructure, it is important to create all conditions for the latest scientific and technical developments in the country.
Railways in Russia are increased by several thousand kilometers every year. The sphere of railway transport is an integral segment of the modern economy of developed countries.
Transport plays a large and important role in the system of social production. The transport system is a complex complex of various branched communication routes, conditionally divided into two types: main and intra-production. Rail transport is undoubtedly the leading link in transport system and ranks first among other types of passenger and freight transportation.
Rail transport in the Russian Federation is integral part unified transport system of the Russian Federation. Rail transport is one of the most important basic sectors of the economy. It plays a key role in providing for the needs of the population and in the movement of products of economic activity of enterprises. Given the vast expanses of Russia, railways are the guarantor of the country's economic and social development, economic reforms, strengthening of the administrative and political integrity, and the normal functioning of Russia's complex economic complex.
The leading importance of railway transport is due to two factors: technical and economic advantages over most other modes of transport and the coincidence of the direction and capacity of the main transport and economic inter-regional and interstate relations of Russia with the configuration, throughput and carrying capacity of railway lines (unlike river and sea transport). This is also due to the geographical features of our country. The length of railways in Russia (87 thousand km.) Is less than in the USA and Canada, but the work performed by them is greater than in other countries of the world. The main task of Russian railways is to provide reliable transport links between the European part of the country and its eastern regions.
The railway is the main economic link in the sectoral structure of railway transport. Its functions include the development of planned tasks for transportation activities, as well as the financing and development of the material and technical base of industry production associations in order to qualitatively meet the needs for the transportation of goods and passengers, improve the efficiency of transportation work based on updating equipment and reduce material, labor and financial resources. .
The economic and technological efficiency and functioning of industries depends on the coordinated work of railway transport. Agriculture, activities of all structures with different forms of ownership. Ultimately, transport ensures the viability and vitality of society, the state and its economic relations and interaction with transport and the national economy of the countries of near and far abroad.
The railway network of Russia is divided into significant lengths and at the same time interconnected sections - 19 railways, which, in turn, consist of branches. Moscow is the largest railway junction in the country. In the European part of Russia, powerful railway lines with high technical equipment diverge from Moscow, which constitute the “main transport skeleton”.
To the north of Moscow, such highways are: Moscow - Vologda - Arkhangelsk; Moscow - St. Petersburg - Murmansk; Moscow - Arkhangelsk with a branch from Konosh to Vorkuta - Labytnangi, as well as Konosha - Kotlos - Vorkuta. To the south of Moscow, the most important railway lines are: Moscow - Voronezh - Rostov - on - Don - Armavir. To the east of Moscow lie the highways: Moscow-Yaroslavl-Kirov-Perm-Yekaterinburg; Moscow - Samara - Ufa - Chelyabinsk; Moscow - Saratov - Sol - Iletsk. Within the boundaries of Western Siberia and part of Eastern Siberia, latitudinal highways prevail: Chelyabinsk - Kurgan - Omsk - Novosibirsk - Krasnoyarsk - Irkutsk - Chita - Khabarovsk - Vladivostok. From Samara - Kinel - Orenburg - the branch passes to independent states Kazakhstan, Uzbekistan, Kyrgyzstan, Tajikistan, Turkmenistan. In the south, the highway passes through Armavir-Tuapse and further to the Transcaucasian independent states.
Rail transport is characterized by a steady increase in freight and passenger traffic, which largely reflects the expansion of the rail network. In the structure of railway transportation, freight traffic prevails. The range of goods transported by rail includes several thousand items. Railway transport accounts for 37% of the country's cargo turnover.
For comparison:
Trubopro water transport 24,0%
Sea transport 2.3%
Inland water transport 5.9%
Road transport 30.5%
Air transport 0.3%
In many indicators of technical equipment, Russian railways are not inferior, and in some respects they are superior to the railways of other countries. Railway transport plays an exceptionally important role in ensuring the expanding foreign economic relations of our country.
The current trends in world trade, the growth of the country's economy and Russia's active entry into world markets predetermined the high growth rates of Russia's foreign economic relations with foreign countries and increased the role of rail transport in their provision.
Of the total volume of export cargo transportation by all modes of transport, rail transport accounts for about 40%, and import - 70%. At the same time, transportation of export cargoes in direct rail traffic is 60% of their total volume carried out by rail, and in mixed rail-water transport - 90%.
Of the total volume, 125.3 million tons of export cargo and 7.7 million tons of import cargo were transported through Russian ports by rail in 2003, through the ports of the Baltic and Ukraine, respectively, 83.8 million tons and 2.1 million tons, in direct communication 97.9 million tons and 08.3 million tons.
The volume of transportation of foreign trade goods in containers has significantly increased. In 2003, 241.7 thousand TEU were transported for export and 173.8 thousand TEU for import.
In recent years, measures have been taken to increase the transportation of goods in containers, by 2010 they will increase to 32 million tons, i.e. will increase by more than 2 times. The main indicators of the work of railway transport are: satisfaction of the needs of the national economy in transportation for a certain period of time, compliance with the terms of delivery of goods, car turnover, sectional and technical speed, sectional speed coefficient, average idle time of a car under one cargo operation.
In transportation, the most important indicators are also compliance with the schedule and timetable, the implementation of the passenger transportation plan. The traffic schedule is the basis for organizing the movement of trains, it unites the activities of all departments and expresses the plan for the operational work of the railways. The train schedule is an immutable law for railway workers, the fulfillment of which is one of the most important quality indicators of the work of railways. The train schedule should provide: meeting the needs for the transportation of passengers and goods; train traffic safety; the most efficient use of the throughput and carrying capacity of sections and the processing capacity of stations; rational use of rolling stock.
Quantitative and qualitative indicators of the work of railways are important for understanding their role and developing an optimal development strategy. They are also important for a correct, unbiased understanding of the place of rail transport in the overall transport system, and in particular the relationship between rail and road transport.
The transportation process in railway transport is regulated by the approved Federal Law "Charter of Railway Transport of the Russian Federation" dated January 10, 2003.
The scope of the Charter of Railway Transport extends to relations: arising between carriers, passengers, consignors (senders), consignees (recipients), owners of public railway transport infrastructures, owners of non-public railway tracks, other individuals and legal entities when using the services of public railway transport use and non-public railway transport, and establishes their rights, duties and responsibilities. Management of the transportation process in railway transport is carried out centrally and falls within the competence of the federal executive body in the field of railway transport.
Choice effective form transport in a competitive environment is carried out on the basis of technical and economic calculations, taking into account the specific requirements of the market for transportation. When using railway transport, it is necessary to take into account the following features and advantages of technical and economic characteristics.
The advantage of rail transport is:
1) Independence from natural conditions (construction of railways in almost any territory, the ability to rhythmically carry out transportation at all times of the year, unlike river transport). Modern technology makes it possible to build railways in any area, but the construction and operation of roads in the mountains is much more expensive than on the plains. About 70% of railways in the country have lifts from 6 to 10%. Large rises - from 12 to 17% - on the main roads are found in the Urals (especially on the Perm - Chusovskaya - Yekaterinburg line), in Transbaikalia and in the Far East. The straight track and the flat profile of the railway line are efficient from an operational point of view. However, when designing a route, the path is often lengthened to approach big cities and industrial centers away from a straight line. When choosing a railway route, the possibility of screes and landslides is taken into account. Adverse climatic conditions complicate the construction and operation of roads.
2) The efficiency of railway transport becomes even more obvious if we take into account such advantages as high speeds of rolling car traffic, versatility, the ability to master cargo flows of almost any capacity (up to 75-80 million tons per year in one direction), i.e. high throughput and carrying capacity, estimated at tens of millions of tons of cargo and millions of passengers per year in each direction.
3) Rail transport provides the possibility of relatively fast delivery of goods over long distances.
4) Rail transport makes it possible to create a convenient direct connection between large enterprises, which reduces the number of expensive transportation of goods.
5) High maneuverability in the use of rolling stock (the possibility of adjusting the car fleet, changing the direction of cargo flows, etc.).
6) Regularity of transportation.
7) Possibility of efficient organization of loading and unloading operations.
8) A significant advantage of rail transport is the relatively low cost of transporting goods. Of the factors affecting the cost of transporting goods by rail, the following stand out:
a) direction of transportation;
b) placement of cargo turnover (cargo density per 1 km of track);
c) the technical equipment of the line (the number of tracks, the magnitude of the lift, the type of traction - steam, diesel, electric);
d) the location of the line;
c) time of year.
All these factors depend on economic and geographical conditions. The economic and geographical features of the regions, which determine the types of goods, the direction and size of their export or import, determine transport links.
9) Availability of discounts.
The disadvantages of rail transport include:
1) a limited number of carriers.
2) low possibility of delivery to consumption points, i.e. in the absence of access roads, rail transport should be supplemented by road transport.
3) a significant need for capital investments and labor resources. Therefore, taking into account the large capital investments in the construction of railways, it is most effective to use them with a significant concentration of freight and passenger flows.
4) in addition, railway transport is a major consumer of metal (130-200 tons of metal is required per 1 km of the main line, not counting the rolling stock).
Specific quantitative and qualitative indicators of the work of railways include indicators of the volume of cargo transportation by rail by type of message: import, export, transit and local messages.
Transportation is an indicator that determines the volume of transport production. Transportations are distributed by types of messages:
1) local traffic - transportation between stations within the road;
2) export - sending goods to other roads (defined as the difference between departure and local traffic);
3) import - the arrival of goods from other roads (defined as the difference between arrival and local traffic);
4) transit - the transportation of goods received from other roads and following through this road to other roads. Transit can be defined in several ways: acceptance minus import, or delivery minus export, or total traffic minus other types of traffic (import, export, local).
Transportation for import, export and transit is called transportation in direct traffic. Two or more roads are involved in their implementation. Transportation planning by type of communication is necessary for the correct calculation of the turnover of wagons, as well as the operating costs and revenues of the road, because the road does not perform the same number of operations related to the transportation of goods in different messages.
When developing a transportation plan, such quantitative and qualitative indicators as:
Mileage of loaded wagons;
Run of empty wagons. The empty run of wagons depends on the distribution of productive forces throughout the country, in particular the areas of loading and unloading, the uneven movement in directions, the type of cargo and the specialization of the wagon fleet. Reducing the percentage of empty runs reduces the mileage of the rolling stock, as well as the work in gross ton-kilometers per unit of transportation. Consequently, savings are achieved on the maintenance of locomotive crews, fuel, electricity, the maintenance and repair of cars and locomotives, the required capital investments in rolling stock and the development of the network are reduced;
Wagon clock;
The mileage of loaded trains, the mileage of empty trains, the total mileage of locomotives, locomotive hours, gross freight turnover are all quantitative indicators. Quantitative indicators of the work of the rolling stock are used when calculating the need for car and locomotive fleets.
The quality indicators are:
Coefficient of empty run of wagons (to reduce the coefficient of empty run, it is necessary to use the loading of empty wagons in the same direction as empty wagons to follow to the maximum extent possible.);
Ratio of empty run to loaded run;
Dynamic load of a loaded or empty wagon (dynamic load depends on the structure of freight turnover, the wagon fleet, as well as on the distance traveled by wagons with small and large loads). Reducing the average dynamic load adversely affects the operation of the road. This leads to the fact that a larger number of wagons of the working fleet is used, hence more costs for repairs and maintenance. To increase the average dynamic load and, as a result, reduce costs, it is necessary to use wagons with the maximum allowable load, which makes it possible to carry out transportation with a minimum operating fleet of wagons;
Average daily mileage of a wagon, average daily productivity of a wagon. The decrease in the average daily productivity of a working freight car negatively affects the operation of the road. To increase the productivity of wagons, it is necessary, on the one hand, to reduce downtime, increase the speed of movement of wagons, and, on the other hand, improve the use of its carrying capacity. Moreover, measures to increase the productivity of cars should correspond to the economic efficiency of the work of transport teams;
Ratio of auxiliary mileage to lead and linear mileage of a locomotive, average train gross and net mass, average daily locomotive mileage, locomotive performance.
Qualitative indicators characterize the degree of use of the rolling stock in terms of carrying capacity, power, time and the amount of work performed per unit of time.
The value of quality indicators depends on the technical equipment of railways and their enterprises, the use of advanced technology, the level of organization of transportation, shunting and loading and unloading operations, and other factors.
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