The value of railway transport. Standard performance of railways. Development of railway transport in Russia: history, state at the moment, development and prospects for the first railway transport

Transport plays a greater and important role in the system of social production. The transport system is a complex complex of different branched ways of communication, conditionally divided into two types: a trunk and intra-produced. Railway transport, undoubtedly, is the leading link in the transport system and is in the first place among other types of cargo-passenger traffic.

Railway transport in the Russian Federation is an integral part of the Unified Transport System of the Russian Federation. Railway transport is one of the most important basic sectors of the economy. He plays a key role in ensuring the needs of the population and in the movement of products. economic activity enterprises. With huge Russian spaces, railways - the guarantor of economic and social Development Countries, economic transformations, strengthening administrative and political integrity, the normal functioning of the complex economic complex of Russia.

The leading importance of railway transport is due to two factors: technical and economic advantages over most of the other types of transport and the coincidence of the direction and capacity of the main transport and economic interdistrict and interstate relations of Russia with the configuration, bandwidth and transport ability of railway highways (in contrast to the river and maritime transport). It is also due geographical features our country. Length railways In Russia (87 thousand km.) Less than in the United States and Canada, but the work performed by them is more than in other countries of the world. The main task of railways of Russia is to ensure reliable transportation of the European part of the country with its eastern districts.

The railway is the main business link in the sectoral structure of railway transport. Its functions include developing planned tasks for transportation, as well as financing and development of the material and technical base of sectoral production associations in order to qualitatively satisfying the needs for the transport of goods and passengers, improving the efficiency of transportation on the basis of updating machinery and reduce material, labor and financial resources .

The economic and technological efficiency and operation of industries, agriculture, activities of all structures with a different form of ownership depends on the well-coordinated work of railway transport. Ultimately, transport provides the viability and vital activity of society, the state and its economic relations and interactions with transport and national economy of neighboring countries and far abroad.

Railway network of Russia is divided into significant over longness and at the same time interrelated areas - 19 railways, which, in turn, consist of offices. Moscow is the largest railway assembly of the country. In the European part of Russia, powerful railway rates with high technical equipment are diverged from Moscow, which make up the "main transport skeleton".

To the north of Moscow, such highways are: Moscow - Vologda - Arkhangelsk; Moscow - S. Petersburg - Murmansk; Moscow - Arkhangelsk with a branch from Konosh to Vorkuta - Labnyangi, as well as Konosh - Kotlos -Vorkuta. South from Moscow, the most important railway highways are: Moscow - Voronezh - Rostov - on Don - Armavir. To the east of Moscow, highways are run: Moscow-Yaroslavl - Kirov - Perm - Ekaterinburg; Moscow - Samara - Ufa - Chelyabinsk; Moscow - Saratov - Sol - Iletsk. Within the western Siberia and part of Eastern Siberia, the lifting highways dominate: Chelyabinsk - Kurgan - Omsk - Novosibirsk - Krasnoyarsk - Irkutsk - Chita - Khabarovsk - Vladivostok. From Samara - Kinel - Orenburg - the branch takes place in independent states Kazakhstan, Uzbekistan, Kyrgyzstan, Tajikistan, Turkmenistan. In the south, the highway passes through the Armavir-Tuapse and further to the Transcaucasian independent states.

For railway transport, a constant increase in cargo and passenger traffic is characterized, which significantly reflects the increase in the length of the railway network. In the structure of transportation of railway transport, freight transportation is dominated. The range of cargo transported by railways includes several thousand items. Railway transport accounts for 37% of the country's cargo turnover.

For comparison:

Pipeline transport 24.0%

Sea transport 2.3%

Inner water transport 5.9%

Automobile transport 30.5%

Air transport 0.3%

In many indicators, Russian railways are not inferior, and in some and exceed the railways of other countries. An extremely important role of railway transport plays in providing expanding foreign economic relations of our country.

The current trends in the global turnover, the growth of the country's economy and the active exit of Russia to world markets predetermined high races growth of foreign economic relations of Russia with foreign countries And raised the role of railway transport in their provision.

Of the total volume of transportation of export cargo by all types of transport, railway transport accounts for about 40%, and imported - 70%. At the same time, the transportation of export cargo in direct railway reports is 60% of the total volume performed by rail, and in mixed railway-water -90%.

From the total volume of railway transport in 2003 transported through Russian ports of 125.3 million tons of export cargo and 7.7 million tons of imported, through the ports of the Baltic States and Ukraine, respectively, 83.8 million tons and 2.1 million tons, Live report 97.9 million tons and 08.3 million tons.

Significantly increased the volume of transportation of foreign trade cargoes in containers. In 2003, 241.7 thousand DFE were transported in the export direction and 173.8 thousand DFE - in imported.

IN last years Measures were taken to increase cargo transportation in containers, by 2010 they will increase to 32 million tons, i.e. will increase 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 timing of cargo delivery, a turnover of a car, separating and technical speed, a precinct coefficient, a medium-sized wagon under one cargo operation.

In transportation, such indicators as compliance with the schedule and the schedule of motion are most important, the implementation of the passenger traffic plan. The schedule of movement is the basis of the organization of the movement of trains, it combines the activities of all divisions and expresses the operational work plan of railways. Train schedule The immutable law for railway transport workers, the execution of which is one of the most important qualitative performance of railways. Train schedule should provide: satisfying the needs for transportation of passengers and goods; Train safety; the most efficient use of the throughput and transport ability of the plots and processing capacity of stations; The rational use of rolling stock.

Quantitative and qualitative indicators of the work of the railways are important for the awareness of their role and the development of an optimal development strategy. They are also important for the right, unpredictive idea of \u200b\u200bthe place of railway transport in the common transport system, and in particular the relationship between railway and road transport.

The transportation process on railway transport is regulated by the Federal Law of the "Charter of Railway Transport of the Russian Federation" from January 10, 2003

The scope of the charter of railway transport is applied to relationships: arising between carriers, passengers, shippers (senders), consignees (recipients), owners of share rail transport infrastructors, owners railway paths Not general use, other individuals and legal entities when using the services of railway transport of common use and railway transport not to general use, and establishes their rights, responsibilities and responsibilities. The management of the transportation process at railway transport is centrally carried out and refers to the competence of the federal executive body in the field of railway transport.

The choice of an effective type of transport in competition is made 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 is almost on any territory, the ability to rhythmically carry out transportation at all times of the year, in contrast to river transport). Modern technique allows you to lay railways in any areas, however, 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 raises - from 12 to 17% - on trunk roads are found in the Urals (especially on the line Perm - Chusovskaya - Yekaterinburg), in Transbaikalia and in the Far East. Direct route and a gentle railway line profile from an operating point of view effective. However, when designing the track, the path is often lengthened to approach to major cities and industrial centers located aside from the straight line. When choosing the railway route, the possibility of shots, collaps is taken into account. Adverse climatic conditions make it difficult to build and operate roads.

2) the efficiency of railway transport becomes even more apparent if it takes into account its advantages as high speed of mobile car vehicles, versatility, the ability to develop cargo traffic virtually any power (up to 75-80 million tons per year in one direction), i.e. High throughput and transportable ability calculated by 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 cargo over long distances.

4) Railway transport makes it possible to create a convenient direct connection between large enterprises, which reduces the number of expensive freight transport.

5) high maneuverability in the use of rolling stock (the ability to adjust the car park, changes in the direction of freight traffic, etc.).

6) Regular transportation.

7) the ability to effectively organize the execution of loading and unloading work.

8) The essential advantage of rail transport is a relatively low cost of freight transportation. Of the factors affecting the cost of transportation of goods by railway, stand out:

a) the direction of transportation;

b) accommodation of cargo turnover (lifestyle per 1 km of way);

c) technical equipment equipment (number of ways, the size of the rise, the genus is a steam, diesel, electric locomotive);

d) line location area;

c) season of year.

All of these factors depend on economic and geographical conditions. Economic and geographical features of districts that determine the types of goods, the direction and size of their export or delivery, cause transport links.

9) Availability of discounts.

The disadvantages of railway transport include:

1) a limited number of carriers.

2) Low delivery to consumption items, i.e. In the absence of driveways, railway transport should be complemented by car.

3) a significant need for investment and labor resources. Therefore, given the large capital investments in the construction of railways, they are most effectively used with a significant concentration of freight and passenger fluxes.

4) In addition, railway transport is a major consumer of the metal (1 km of the main line requires 130-200 tons of metal, not counting the rolling stock).

Specific quantitative and qualitative indicators of the work of railways include the volume of freight traffic by rail by type of messages: import, export, transit and local messages.

Transportation is an indicator that determines the volume of production of transport. Transportation is distributed by type of messages:

1) Local message - transportation between stations inside the road;

2) export - the departure of goods to other roads (defined as the difference in departure and local communication);

3) import - the arrival of goods from other roads (defined as the difference of arrival and local communication);

4) Transit - transportation of goods received from other roads and follows through this road to other roads. Transit can be determined in several ways: receiving minus import, or the delivery minus export, or the overall dimensions of transportation minus other types of communication (importation, export, local).

Transportation, export and transit are called transportation in direct message. Two or more roads are involved in their implementation. Transportation planning by type of messages is necessary for the correct calculation of the turnover of cars, as well as operating expenses and road income, because the road does not perform the same number of operations related to the carriage of goods in different messages.

When developing a traffic plan, such quantitative and qualitative indicators are also taken into account as:

Mileage of breast cars;

Mileage of empty wagons. Empty mileage depends on the placement of productive forces in the country, in particular areas of loading and unloading, uneven movement in the directions, kind of cargo and the specialization of the car park. Reducing the percentage of empty runs reduces the mileage of rolling stock, as well as work in gross ton-kilometers per unit of transport. Therefore, it achieves savings on the maintenance of locomotive brigades, fuel, electricity, the maintenance and repair of cars and locomotives, the demanding capital investments in the rolling stock and development of the network are reduced;

Watches;

Mileage of cheap trains, mileage of empty trains, general mileage of locomotives, locomotive-hours, gross turnover - all quantitative indicators. Quantitative performance of rolling stock is used when calculating the need for carriage and locomotive parks.

Qualitative indicators are:

The coefficient of empty mileage of the wagons (to reduce the coefficient of the empty mileage, it is necessary to use the loading of empty wagons as much as possible to load the empty wagons to the direction.);

The coefficient of empty mileage to loaded;

Dynamic load of a loaded or empty wagon (dynamic load depends on the structure of cargo turnover, car park, as well as from the distance of the mileage of cars with small and large loading). A decrease in the average dynamic load negatively affects the work of the road. This leads to the fact that a larger number of operating park cars are used, hence more costs for repairs, maintenance. To increase the average dynamic load and, as a result, cost reduction should be used cars with the maximum permissible load, which allows transportation with a minimum working fleet of cars;

The average daily routing of the car, the average daily performance of the car. Reducing the average daily productivity of the working cargo car negatively affects the work of the road. To increase the productivity of the 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 lifting capacity. And the measures to increase the productivity of the wagons must correspond economic efficiency operations of transport teams;

The attitude of the auxiliary run to the runway at the head and linear run of the locomotive, the average mass of gross and net trains, the average daily mileage of the locomotive, the performance of the locomotive.

Qualitative indicators characterize the degree of use of rolling stock for lifting capacity, power, time and completed work of work per unit of time.

The magnitude of quality indicators depends on the technical equipment of railways and their enterprises, the use of progressive technology, the organization of transportation, maneuver and loading and unloading work and other factors.

For the economic development of any country, the transport system plays an important role. In Russia, one of the main transport arteries is the railway (railway), since it accounts for more than 40% of passenger traffic and 80% of the total cargo turnover of the state.

The value 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 efficient operation of this system. Every year due to the coordinated work of the railway transport:

• about 98% by manganese and iron ore,
• 92% of ferrous metals,
• 88% of mineral and chemical fertilizers,
• 87% of stone coal and coke.

Since the first construction of the railway in Russia, and it happened in 1830 this type of transport requires large investments, but, despite this, the railway has a number of advantages:

1. functions around the clock under all weather conditions;
2. has a low cost of transportation (especially when transporting long distances);
3. binds all areas and areas of Russia;
4. it has the lowest environmental impact ratio.

The role of the railway transportation

The role of railway transport in Russia is difficult to overestimate, because it is one of the largest in the world, thereby ensuring 25% of world cargo turnover, and about 15% of world passenger traffic.

In Russia, railway transport - branch of the economy, without which uninterrupted work of all economic sectors. In order to figure out more detail, what role does this transport system play in more detail its segments:

• The implementation of passengers and cargo transportation. Product production can take place only when delivering it to the consumer. For the manufacturing and extractive industry, as well as for agricultural enterprises, railway transport (railway transport) is one of the most efficient and cheap types of delivery.
• Developed transport system - the key to the development of the economy.
• He serves the link between different economy systems.
• As an independent industry, offers its products with a number of features.

Namely, as a result of the implementation of activities aimed at improving traffic efficiency, it was possible to improve the main qualities of railway transportation indicators. So in recent years in the country:

• the region of freight traffic speed increased,
• the turnover of freight cars decreased,
• increased the average weight of freight trains,
• the average daily performance of locomotives, as well as cargo cars increased.

All areas and regions of Russia are associated with railways, thereby providing transportation needs not only the population, but also industry, agriculture. All types of transport complement each other and make up a single transport system.

Product transport has its own units:

• ton kilometers (freight turnover)
• tons (cargo number)
• passenger kilometers (passenger turn)
• passengers (number of passengers)

Main performance rates of railways

• Cargo shipping. This indicator calculates the amount of transported cargo over a certain period of time. Sometimes the lifted lifestyle can be calculated through the cargo turnover. Cargo shipping is characterized by an average number.
• Passenger traffic of railway transport - the volume of transportation work on the transport of passengers is calculated in the passenger - kilometers per year.
• The freight turnover of railway transport is the volume of transportation work on the transport of goods, calculated in ton-kilometers per year.

Railway Transport Development Strategy until 2030

In 2008, the Government developed a railway development strategy to 2030. It provides for the expansion of the railway network, the output of technical and technological railway transport to the global level, increasing the competitiveness of the country's railway transport. Over the next 14 years, it is planned to build important strategic, socio-significant and cargo lines, the total length of which will be more than 15,800 km.

State strategy provides for:

• enter more than 20,000 km of new railway lines,
• organize transport support of 18 promising mineral deposits and industrial zones,
• create lines that will ensure the movement of passenger trains speed up to 350 km / h, a length of 1528 km,
• update the rolling stock (purchase of 23,000 locomotives, 900,000 cargo cars and 30,000 passenger),
• increase the density of the railway network by 23.8%, while completely eliminating the limitations of the transport and bandwidth.

More than 13 trillion are allocated for the development of goals for the development of railway transportation. rub. In addition, the plans actively use the mechanism of public-private partnership. 40% of investments will be allocated for the construction of new railway lines, the development of already existing facilities - 31%, to update the rolling stock 29%.

When implementing the foregoing, it will be possible to provide socio-economic growth, the mobility of the population will increase, the shipping is optimized, strengthened economic sovereignty, national security, the country's defenses will reduce the total transport costs, increase the competitiveness of the national economy.

Railway transport plays an important role in the functioning and development of the country's commodity market, to meet the needs of the population in movement. It is the main link of the transport system of Russia and most CIS countries. Special role The railways of the Russian Federation are determined by large distances, the lack of inland waterways in the main messages of the East-West, the cessation of navigation on rivers in the winter period, the remoteness of the placement of the main industrial and agricultural centers from the sea routes. In this regard, their share accounts for almost 50% of cargo turnover and more than 46% of the passenger turnover of all types of transport of the country.

The main sphere of railway transport is the mass transport of goods and passengers in interdistrict (interregional), long-distance and suburban reports, while the freight transportation is dominated, which give over 80% of income. Transportation in suburban and local communications predominate in the transport of passengers on railways (about 90% of the total number of passengers). Far passenger transportation is over 40% of passenger traffic.

The value of Russia's railways is great in the development of interstate relations with the CIS countries and international transport. Historically railway transport of Russia, and then the USSR, developed as a single structure with the same, different from the Western, rail wheel width (1520 mm) and the rational placement of technical means and auxiliary industries throughout the country. The total operating length of the USSR steel highways in 1991 was 147.5 thousand km. After the collapse of the USSR, almost 60% of the total railway network or 87.5 thousand km departed to the Russian Federation. The material and technical base, in particular the repair service, locomotive and car building, turned out to be broken. Currently, the domestic production of hardware for railways (electric trains, cargo and passenger cars) is being established, cooperation and mutually beneficial cooperation with the CIS countries and other states on these issues are developing. The density of the Russian railway network is 0.51 km per 100 km 2, which is significantly lower than the density of the railways not only developed countries, but also most of the former republics of the USSR (in Ukraine - 2.76 km, in Belarus - 2.77 km, Latvia - 3.60 km, Georgia - 2.2 km, Uzbekistan - 0.79 km, Kazakhstan - 0.53 km 100 km 2). Obviously, in Russia it is necessary to build new railway lines, especially for the development of large fuel and raw materials in the country's east.

The technical and economic features and advantages of rail transport are as follows:

The possibility of facilities on any land area, and with the help of bridges, tunnels and ferries - the implementation of railway communications and with divided, including island, territories (for example, between the mainland and the Sakhalin Island);

The mass of transportation and the high transport capacity of railways (up to 80-90 million tons of cargo in two-way or 20-30 million tons per one-lines per year);

Universality of use for the transport of various goods and the possibility of mass transport of goods and passengers at high speed;

Regularity of transport, regardless of season, time of day and weather;

The possibility of creating a direct connection between large enterprises on access railway routes and ensuring the delivery of goods according to the scheme "from door to door" without expensive transsment;

Compared to water transport, as a rule, a shorter way of transportation of goods (on average by 20%);

Comparatively low cost of transportation compared with other types of transport, except for pipeline.

Railway transport will continue to be the leading transport of the country, however, the pace of its development may be smaller than the automotive, pipeline and air, due to their insufficient development in our country. In addition, increasing competition should be taken into account in the transport market, technical progress and some drawbacks of railways - the capital intensity of the structure and the relatively slow return of the advanced capital (6-8 years, and sometimes more). The construction of 1 km of the Single Railway (in prices of late 1995) in the average for difficulty conditions costs almost 7-9 billion rubles, and in difficult climatic and geological conditions in the east of the country - 2-3 times more expensive. The cost of building a two-way line is usually 30-40% higher than uninterrupted. Therefore, the payback of capital costs to railway construction largely depends on the power of the cargo and passenger traffic on the new line. Usually, the unit of capital investments in the development of railway transport accounts for more products (tonet kilometers) than on other types of transport (with the prevailing distribution of traffic).

Railways are large metal consumers (per 1 km of the way requires almost 200 tons). In addition, railway transport is a very time-consuming industry, labor productivity in which is lower than on pipeline, sea and air transport (but higher than on a car). On average, 1 km of the operational length of the railways of Russia accounts for almost 14 people engaged in transport, and in the United States - 1.5 people with approximately close to the amount of transport work.

The disadvantages of Russian railways include a short level of quality of transport services provided to customers. At the same time, good technical equipment and progressive technologies of Russia Railways allow you to remain a completely competitive type of transport.

The main elements of the technical equipment of railway transport are a railway with artificial structures, stations and separate items with appropriate arrangements, rolling stock (wagons and locomotives), power supply devices, special means of regulating and ensuring the safety and management of the transportation process.

The railway track is an earthen canvas with ballast prism of rubble or gravel, which contains reinforced concrete or wooden sleepers with steel rails attached to them. The distance between the inner edges of the heads of two parallel rails is called the rut width. In Russia, the CIS countries, the Baltic States and in Finland it is equal to 1520 mm. In most European countries, USA, Canada, Mexico, Uruguay, Turkey, Iran, Egypt, Tunisia, Algeria, the width of the railway ross is 1435 mm. This is the so-called normal or Stephensonian. In some states (India, Pakistan, Argentina, Brazil, Spain, Portugal), railways have a wide range of two types - 1656 and 1600 mm. In Japan, for example, the middle and narrow gauge is used - 1067, 1000 and 900 mm. Uzpocole railways of a small length are also available in Russia.

The length of the railway network is compared, as a rule, on the operational (geographical) length of the main routes, regardless of their number and length of other station tract. The deployed rail length takes into account the number of main ways, i.e. the geographical length of the two-way area is multiplied by 2. Also, two-way inserts are taken into account on single lines. The total detailed length of Russian railways as of January 1, 1995 amounted to 126.3 thousand km. More than 86% of this length occupy the paths with heavy steel rails of type P65 and P75, laid on wooden (75%) and reinforced concrete (25%) sleepers and, mainly rubberous, gravel and asbestos (on the main ways) ballast. All tracts have more than 30 thousand bridges and overpasses, a large number of tunnels, viaducts and other artificial facilities. The length of electrified railway lines is 38.4 thousand km, or 43.8% of the operational length of the network.

There are over 4,800 railway stations on the railway chains of Russia, which are the main load and passenger-forming points. Large passenger, cargo and sorting stations have capital buildings and structures - train stations, platforms, cargo areas and platforms, warehouses, container terminals, loading and unloading mechanisms, branched rail tracks and other devices and equipment.

In large technical stations, locomotive and car depots are located, enterprises of the road service, alarm and communication, cargo and commercial work, centers of corporate transport services for the clientele. Cargo stations cities and industrial centersAs a rule, linked to rail tracks with numerous access railway routes of industrial, trade, agricultural and other enterprises and organizations, as well as with existing sea and river ports, oil refuses, etc.

Railways of Russia have a powerful park of modern locomotives - electric locomotives and diesel locomotives, mainly domestic production. They are performed by almost the entire volume of cargo and passenger traffic, including 72.7% electric and 27.3% diesel load. The overall fleet of locomotives in the IPU system in 1998 was about 20 thousand units. Among them are such powerful cargo and passenger six- and eight-axis electric locomotives, like VL60, VL80, VL85, as well as emergencies7 and CHS4 Czechoslovak production; two-, three- and four sectional diesel locomotives, TE116, TEP60, TEP70, TEP80 and others

with a capacity from 3 to 8 thousand kW and more, maneuver diesel locomotives TEM2, TEM7, CMEZ, etc. In the suburban passenger traffic, electric trains type ER2, ERZ, ER9P and ER9M, as well as the diesel train D1, DR1 and DR2 are used. To master the high-speed passenger movement, an ER200 electric train has been created, which develops a speed of 200 km / h. Work is underway to design and produce new locomotives and electric trains capable of providing a technical speed of 300 km / h (for example, the Sokol speed train). The operating locomotive park provides an average precinct speed of passenger trains 47.1 km / h, freight 33.7 km / h. The average technical speed of trains is higher than the precinct, taking into account the time of intermediate parking, about 15-20 km / h.

Fleet of cargo cars (more than 700 thousand units) consists mainly of four-axle cars mainly metal design A lifting capacity of 65-75 tons. In the structure of the park, the collures predominate (41.7%), platforms (10.8%), tanks (11.9%), including eight-axis, and covered wagons (10.2%). The share of specialized rolling stock is insufficient and is 32% of the park, including refrigerated wagons and tanks. The container system, especially heavy-duty containers for intermodal transportation, is not well developed.

Passenger car park consists of all-metal cars equipped with four- and double coupes, second-hand shelves or sofas for seating with combined (electro-coal) heating, fluorescent lighting and air conditioning.

All cargo and passenger cars are equipped with auto utilities and automatic brakes, over 60% of freight and all passenger cars have wheel trolleys on roller bearings. In recent years, due to the economic crisis, the replacement and renewal of the rolling stock of railways slowed down, as a result of which there are many cars and locomotives that have developed their resource.

On the railway network there are a large number of power supply devices (contact network, traction substations), alarm system, centralization and blocking (SCB), telemechanics and automation, as well as communications. On all roads there are information and computing centers. The main information and computing center of the MPS is located in Moscow. Transportation management centers (PC) are being created, in large transport nodes - automated control centers (Adtsu) by the transportation process.

The total cost of the main production facilities of the Russian Railways as of January 1, 1999 was more than 230 billion rubles, of which

59% is the cost of constant devices and 34% of the cost of rolling stock. The share of working capital is small: approximately 3% (in industry

25%). The predominance in the structure of the railway funds of the cost of permanent devices reflects the specifics of this type of train, the complexity of its financial position during the decline in the volume of transportation and reducing income revenues insufficient to keep a significant constant part of the resources.

Railway transport of Russia is in the state (federal) property and is managed by the Ministry of Railways, in the subordination of which there are 17 railways, which are state transport enterprises. MPS and territorial management of railways carry out the operational and economic management of the activities of the lower structures: departments of roads and linear enterprises, locomotive and car depots, stations, paths, communications, power supply, etc. In addition, the industry has large number industrial, construction, trade, scientific, design and training organizations and enterprises, solid social sphere (hospital, pre-lactium, residential fund, etc.). In recent years, the railways have received greater economic independence, and many of their industrial and subsidiary enterprises (car repair plants, industrial transport, construction and supplying organizations) have been separated from the MPS system after incorporation and privatization (Zhertarremash, Carontamas, Remboat, RoszheldorSnab, ZheldorStrestRest, PromventorTrans, Transrest PanelsVervis, etc.). Created commercial centers and rental enterprises, banking system, Insurance Company (Jaso) and other market infrastructure organizations.

Despite the difficult financial position, sharp recession of transportation volumes, limited budget fundsThanks to the preservation of the integrity of the industry for the main activity (transportation), the Railways of Russia consistently satisfy the demand for transportation services of cargo owners and the population. In fact, they work on self-financing, bringing solid tax contributions to the state budget and ensuring the profitability of the industry at 27.9% (1998). Mostly hold on average without sharp fluctuations and many technical and economic performance of railways (Table 4.1).

As can be seen, Russia's railway transport in general is the revenue industry in the country's national economy. However, the decline in traffic raises the railways into difficult conditions. It should be noted that the recession recession is associated not only with an economic crisis and a decrease in industrial production, but with increasing competition from other types of transport, especially automotive.

The result of a decline in transportation volumes is a sharp decline (almost twice) qualitative performance of railways - the performance of rolling stock and productivity (see Table 4.1). Despite the decline in the volume of work, the number of workers employed on transportation during this period did not decrease and is almost 1.2 million people. Caring for the preservation of qualified personnel and social protection of employees is, of course, an important circumstance. but economic situation It requires a more flexible approach to the cost-effective work of the industry, especially since labor productivity in domestic railways is several times lower than in developed countries.

From table. 4.1 It can be seen that for the period of market reforms, the costs of railways increased without taking into account the ruble denomination of 4260 times, and income from the main activity was only 3936 times. This indicates the unreasonableness of the reproaches of some cargo owners, especially the fuel and commodity complex, on excessively high railway rates that restrain the development of these industries. However, recently through the conclusion of inter-sectoral business agreements and the introduction of flexible tariffs that take into account the cost of goods

and the transport component in the price of products, this problem is solved positively.

Despite financial difficulties on railway transport

technical reconstruction continues, electrification of individual

Table 4.1.

Featuring Economic Railways

Indicator	1990	1995	1996	1997	1998
Transported goods, million tons	2140,0	1024,5
Cargo turnover, billion tariffs km	2523,0	1213,7
Middle range of transportation, km
Middle Cargo Protection, Million mk / km	25,2	16,0	15,0	14,8 .	13,5
Average. Lockomotive performance, thousand m km gross		802,0
The average performance of the freight car per day, m km, net for 1 tons of carrying capacity	134,9	116,4	121,5	120,2	121,0
Weight cargo. trains, t grotto
				54,8	56,9	57,3	57,5	57,8
Middle population pass. G.Ch.	32,0	29,4	29,0	28,8	28.2
The number of workers in transportation, thousand people.	1119,2	1158,5
Revenues from transportation, billion r.	25,0 2,7			91511 721	98,4* 1,1*
Revenues from other types of activities, billion r.
Expenditures of the foundation. Deat. billion r.	18,2				77,6*
Profit for all activities, billion r.	7,6		-1247		21,9*
Cost of transportation, r. / 10 properties. T km	0,044	390,5	635,6	661,9	0,596*
Profitable rate on shipping, r. / 10 tk km	0,060	420,8	627,2	714,9	0,757*
Profitability,%	40,7	26,1	-1,5	9,7	27,9

* In denominated calculus

plots on a small scale and new construction of railways. The Amuro-Yakut highway from Berkakita to Yakutsk (500 km) is being built, Labytnangi line to Bovanenkovo \u200b\u200bon the Yamal Peninsula, et al. The construction program for the construction of high-speed high-level line of St. Petersburg-Moscow parallel to the current line has been developed. A lot of work is carried out on the reconstruction and construction of railway stations, the creation of the corporate transport services for cargo owners, an increase in the number of branded passenger trains, the development of suburban transportation, the introduction of two-storey passenger cars, etc.

States undertaken measures to improve the economy will contribute to the stabilization of the volume of transportation and improving the performance of Russian railways. This will also be promoted by the closer interaction of roads of the CIS countries, developing many decades as a single infrastructure complex. Currently, active work on the integration of railways former USSR leads the CIS rail transport board.

Appendix N 10.

to technical rules

operating railways

Russian Federation

Instruction
On the preparation of technical managerial acts
Railway stations

List of changing documents

(introduced by order of the Ministry of Transport of Russia from 03.06.2016 N 145)

I. General provisions

1. In accordance with paragraph 12 of Annex No. 6 to the Rules, the technical and administrative act of the railway station (hereinafter - TRT stations) establishes the procedure for the use of hardware at railway stations.

2. Instructions for the preparation of technical and administrative acts of railway stations (hereinafter referred to as the instruction) sets the sample and the content of the tra station.

The owner of the infrastructure, the owner of the railway tracks of the surinitive use establishes the procedure for approving, storing tra station and applications to them, as well as the procedure for familiarizing involuntary workers.

3. Infrastructure owners, owners of railway tracks of victims are developing tracts for railway stations, as well as roads, overtook items, travel posts (hereinafter - railway stations) in accordance with this Instruction. TRT stations are not developed for travel posts separating interstancy distillation, equipped with semi-automatic blocking, for interposteoral air. The order of travel posts is established in Appendix N 8 to the Rules.

4. For posts adjoining railway tracks on the distance:

a) TRT stations are being developed for posts on which the Arrow Management is carried out by duty at the railway station, to which this post belongs (hereinafter - the standing station) and it is possible to transfer them to backup management;

b) TRT stations are not being developed for posts, the management of the arrows of which is carried out by a chipboard of the register of the registry, while there is no possibility of transmitting them to backup control. The procedure for the work of the posts is reflected in the tracification station.

The procedure for the operation of auxiliary posts serving the adjoining of railway tracks of victims on the range and not separate items when trains is moved, is established by separate instructions attached to the tra station. The procedure for the development and approval of the work of auxiliary posts is established according to the owner of the infrastructure, the owner of the railway route of the unwritten use.

5. TRT stations are not developed for temporary travel posts opened for the production of travel work during the calendar year.

For temporary travel posts opened for the production of travel work for a period of more than one year, a separate travelery station is being developed.

6. TRT stations are developed in the following samples:

Sample 1 - for sorting, passenger, passenger technical, cargo and precinct railway stations (Appendix N 1 to this Instruction);

Sample 2 - for intermediate railway stations, trains, overtaking items and way posts (Appendix N 2 to this Instruction).

The flow of TRT 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 railway stations by solving the owner of the infrastructure, the owner of the railway route of the uninstant use is allowed to draw up the trading station for sample 1.

7. Requirements provided for by tractors must comply with the rules, while not to duplicate the norms of existing regulatory legal acts, the acts of the owner of the infrastructure, the owner of the railway route of the uninstalled use related to all railway stations.

It is not allowed to duplicate the same norms, positions at different points of the tra station. If necessary, references are made to the corresponding points of the station.

8. TRT stations and applications to it must comply with the actual availability of technical means and technology work at the railway station. To make changes to TRT stations, an act of making a change in TRT station, which is an integral part of the TRT station and is approved in the manner prescribed by this Instruction.

The grounds for making changes to tractors are:

a) changes made to the rules;

b) the changes made to the regulatory documentation of the infrastructure owner, the owner of the railway route of the victim;

c) change in weight development, conservation, exception or commissioning of technical means, change of order, reception, departure of trains or manufacturing maneuver work at the railway station;

d) change the technology of work;

e) errors or typos made in the preparation of trash.

9. Processing of TRT station is produced in the presence of 20 acts of change, unless otherwise provided by the solutions of the owner of the infrastructure, the owner of the railway route of victim.

The owner of the infrastructure, the owner of the railway track of the unassible use determines the person responsible for timely processing and making changes (actualization) in Tra Station.

10. By decision of the owner of the infrastructure, the owner of the railway track of the uninstant use of the information contained in the trash station can be attributed to a commercial secret.

II. Pro order of filling tract

11. In paragraph 1.1 of Sample 1 and sample 2, the station of the station indicates the nature of the railway station (sorting, passenger, passenger technical, cargo, stationary, intermediate, travel, overtaking, travel post), as well as the class assigned to it (extracurricular 1, 2, 3, 4 or 5 classes).

For railway stations located on the railway destroyers, the need to assign the class of railway stations is established by the solution of the owner of the railway route of non-commodity.

12. In paragraph 1.2 of Sample 1 and sample 2, the station, the surges adjacent to the railway station to the nearest separate item under the control of the DSP station, including: a travel post, which is carried out by a DSP station; railway station transmitted to teleposition by arrows and signals from the chipboard of the neighboring railway station; railway station operating in non-publicant or discontinuous mode, indicating the number of railway tracks on the range and installed alarm and communication tools for each railway track. For multipurpose distances, and in the necessary cases (when there are features in the movement of trains on a separate railway routes) and for two-step distances, in the same paragraph indicates the order of trains in each railway track established in accordance with the rules.

For distilletes that are not equipped with a contact network devices, the movement on which is carried out on an autonomous line, in subparagraphs 1.2.1, 1.2.2 of sample 1 and sample 2 of the station, the corresponding mark is affixed: "Trains movement is carried out on autonomous traction."

Also in subparagraphs 1.2.1, 1.2.2 TR station additionally indicates the following information if available:

a) the distillation is equipped with devices for controlling the freeness of the distance by the account of the system axes _______ (specified the type of system);

b) the railway station is located on the dispatching centralization site (hereinafter - DC);

c) The railway station operates in unrubricant mode of operation (except for work on DC, television management) with an indication of the operation mode (closing the railway station for a technological break, work on certain days of the week or a certain hour of day, etc.);

d) the railway station is located on telecommunication from the railway station _______.

In subparagraph 1.2.1 of Sample 1 and sample 2, the stations are listed by the surgery adjacent to the railway station, which this railway station sends odd trains. Indicates the type of current and race of trains.

In subparagraph 1.2.2 of Sample 1 and sample 2 tracts, the surges adjacent to the railway station, which this railway station sends even trains. Indicates the type of current and race of trains.

In subparagraph 1.2.3 of the sample 1, the station are transferred to intable connectives and, if necessary, sites of the main station railway tracks connecting individual fleets of the railway station for which trains are moved along the installed means of alarm and communication. The procedure for carrying out the railway tracks to such categories is established by the owner of the infrastructure, the owner of the railway route of the unwritten use. Specified in subparagraph 1.2.3 of the sample 1 tra station Railway tracks to paragraph 1.5 of the sample 1 tra station are not made.

In TR, sample stations 2 such railways are indicated in subparagraphs 1.2.1 or 1.2.2 tract.

Adjustment to the railway station of individual distances leading to the railway tracks of the uninstalled use if the movement on them is carried out by train order (regardless of the one to whom they belong to the owner of the infrastructure, the owner of the railway path of victim), in subparagraphs 1.2.1, 1.2.2 Sample 1 TR station is not made, but are indicated in subparagraph 1.2.3 sample 1 tra station. In the presence of such adjoins to intermediate railway stations, they are indicated in subparagraph 1.2.1 or subparagraph 1.2.2 of the sample 2 tra station.

Railway tracking railway tracks to the railway station railway structures, if the supply of wagons is carried out by a maneuver order, in subparagraph 1.2.3 of the sample 1 (respectively, in subparagraphs 1.2.1, 1.2.2 of the sample 2) of the stations are not made, information about them is indicated. In paragraph 1.3 of the sample 1 (in paragraph 2 of the sample 2), the trap station.

13. In paragraph 1.3 of Sample 1 (in paragraph 2 of Sample 2), the station travelers provide brief information about the adjacent railway station of the railway routes of non-commodity, including those who are appointed to the railway station of the railway route of the incident, adjacent on adjacent distillations.

In the case where one railway path of the unwanted use has several adjoins to the railway station, each of them is written as an independent adjoining in a separate line.

The column 1 indicates the sequence numbers of the adjoining railway tracks of victims.

The column 2 indicates the name or number of the railway track of the uninstant use and the name of the organization, for the service of which this railway track is intended (for the railway tracks of the non-infrastructure owned by the owner of the infrastructure).

For the owner of the railway track of the unwritten use in column 2, the name of the counterparty is indicated, the railway tracks of which are adjacent to the railway path of victim.

The name of the railway track of victims, borders, the place of adjustment, additional security measures, the length of the railway tracks (general and for each owner) are indicated on the basis of the instructions for servicing and organizing movement on the railway track of the unrest. In cases where it is not serviced by the railway path for any reason (the contract is terminated, there is no owner, etc.), after its name it is indicated in brackets, "the railway path of victim is not served."

Only those railway tracks of the general use, which are adjusted directly to the railway routes of general use of a separate item directly to the railway routes of public tracks of common use. Railway routes of non-commodity, which are not directly adjusted to the railway station, are not included in the tracts, the data on them and the maintenance procedure are reflected in the locomotive of the railway tracks of the non-meeting, which is an application to the traffic of the station, and the instructions for servicing and organizing traffic on the railway track Use.

In column 3:

a) for railway tracks of the infrastructure owned by the owner of the infrastructure, the "Infrastructure owner" is made;

b) for the railway tracks belonging to the enterprise, the organization, the "owner of the railway path of the unstable use" is made;

c) for railway tracks of the infrastructure of the infrastructure (part of the railway tracks and arrows) and the enterprise, organizations (part of the railway tracks and arrows), the "Infrastructure owner is the owner of the railway path of the unrest".

In column 4, the places of the adjoining and the boundaries of the railway tracks of victims are indicated.

The following places of adjuncing railway tracks of victims are established:

a) arrow N ___;

The following borders of the railway tracks of victim are established:

d) traffic light;

e) an ingnistal sign "The Border of the Railway Railway Railway";

In column 5, it is indicated by which safety devices that prevent the spontaneous output of railway rolling stock with a railway route of omissions from among those specified in paragraph 28 of Annex No. 1 to the rules, adjoining:

b) security arrow N ___;

c) dumping shoe n ___;

d) dumping spruce N ___;

In TRT stations located on the railway tracks of non-commodity, it is also filled with a list of shared railway tracks.

In the case when one general use route has several adjoins to the railway station, each of them is recorded as an independent adjacent in a separate line.

The paragraph provides a summary of the adjacent to the railway railway station of common use, adjacent on adjacent distillations.

In column 1, the sequence numbers of the adjoining railway tracks are indicated.

The column 2 indicates the name of the railway track of common use.

In column 3 of the railway tracks, owned by owner Infrastructure, noted by the word "infrastructure owner".

In column 4, the places of the adjoining and the boundaries of the shared railway tracks are indicated.

The following places of adjuncing railway tracks of common use 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 borders of common railway tracks are established:

a) the limit column arrow N ___;

b) the front junction of the arrow of the arrow N ___;

c) insulating junctions of traffic lights;

d) traffic light;

e) signal sign "Railway Railway Railway";

e) entry doors of the enterprise.

In column 5, it is indicated by which safety devices that prevent the spontaneous yield of railway rolling stock with a railway track of common use from among those specified in paragraph 28 of Annex No. 1 to the rules, adjoining:

a) Safety deadlock N ___;

b) security arrow N ___;

c) dumping shoe n ___;

d) dumping spruce N ___;

e) dropping arrow N ___.

In the absence of these devices, the column 5 indicates "no".

14. In paragraph 1.4 of the sample 1 (in paragraph 2.1 of the sample 2), the stations indicate the places of adjoining and borders with the railway tracks that are managed by other units and organizations on the territory of railway stations in accordance with paragraph 10 of Annex N 6 to the rules similar to clause 1.3 Sample 1 (Paragraph 2 of Sample 2) Turn Station.

For railway stations located on the railway destroyers of the robiers, the places of adjoining and borders with the railway tracks, which are managed by other divisions of the owner of the railway track of the unubstitution (production workshops, aggregates), adjacent to railway stations of the railway route of non-commodity in the railway station, In accordance with paragraph 10 of Annex N 6 to the Rules.

If the railway tracks of one unit or organization are adjacent to the railway routes of another unit or organization, it also indicates the place of the adjoining and the border between them.

In column 1, the sequence numbers of the adjoints are indicated.

Count 2 indicates the name of the division and organizations of the owner of the infrastructure.

Railway stations located on the railway routes of non-commodity, it is indicated by the name of the division of the owner of the railway path of victim, the production unit, the aggregate.

Graphs 3 and 4 are filled with the same requirements as when filling in Count 4 and 5 in paragraph 1.3 of the sample 1 tra station.

The order of arrival and departure of the railway rolling stock on railway tracks, transferred to other units and organizations of the infrastructure owner, the owner of the railway track of victims, is briefly indicated in paragraph 3.7 of the sample 1 (paragraph 27 of sample 2) TRT station. The order of service and organization of movement on such railways is indicated in the instructions developed by the owner of the infrastructure, the owner of the railway tracks of victim. The list of units and organizations for which such instructions are being developed, the owner of the infrastructure is established, the owner of the railway route of unassocked use.

For railway stations located on the railway tracks of non-winning, the order of arrival and exit railway rolling stock into railway tracks, transferred to other units and organizations, is briefly indicated in paragraph 3.7 of the sample 1 tra station. The procedure for servicing and organizing movement on the railway tracks transferred to other units and organizations is indicated in the instructions developed by the owner of the infrastructure, the owner of the railway tracks of victim. The list of units and organizations for which such instructions are being developed, establishes the owner of the railway track of victim.

15. In paragraph 1.5 of the sample 1 (in paragraph 3 of sample 2), the station is indicated by railway tracks that are managed by the head of the railway station. On passenger, passenger technical, sorting, cargo and precinct railway stations, the belonging of railway tracks to one or another park is indicated in the subtitles preceding the filling of information characterizing the railway tracks of this park.

In column 1, the numbers of all railway tracks are affixed, including the main parties in the park or group of railway tracks. The numbers of the main railway tracks are denoted by Roman numbers.

In column 2, opposite each line of the railway track, its purpose is indicated, taking into account the nature of the operations that are performed on this railway track.

For the main and receiving-sending railway tracks, the type of trains and the direction of movement (even, odd), which follow in the site are indicated.

In columns 3 and 4, the arrows limiting this railway track (its useful length) are indicated. For dead-end railway tracks in column 3, the arrows number leading to this railway path is affixed, in column 4 indicates the word "stop" or "way of waybind" (for railway tracks that are not equipped). For railway tracks, the continuation of the railway tracks of the unstable use is indicated by the "borders of the railway path of the unwritten use".

For sites of the main and receiving-sending railways, which are not limited to the arrows from one side, and directly by the route traffic light, in the graph 3 - 4 indicates the number of the arrow and a liter of a route traffic light. If the railway track is limited to route traffic lights on both sides, their liteers are written in both graphs. Route traffic lights, enclosing exit from side railway tracks, as well as weekends and maneuver traffic lights as limiting railways are not specified.

Column 5 indicates the useful length of the railway tracks in meters (in integers rounded to the smaller) in accordance with the requirements of Heads II of Rules.

In the necessary cases, when at railway stations with electrical insulation of railway tracks, the useful length of the same railway track for odd and even directions will differ more than a length of one conditional unit of the length of the carriage of the car, in column 5, data should be specified separately for each direction Movement.

The column 6 indicates the capacity of the railway tracks as follows:

a) for the main, receiving and sending, sorting and sending, sending, railway tracks of trains receiving trains - from the useful length specified in column 5, the maximum length of the traveling section of the train locomotive type is subtracted and the resulting difference is divided by 14. Private division gives capacity This railway track in conventional units to determine the capacity of the railway track, this figure is indicated in column 6 with rounding to a smaller integer. For plots where double traction of trains or a change in the direction of movement with a locomotive trailer 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 defined for both the main, receiving and sending, sorting and sending, sending, but without deducting the length of the locomotive (except for exhaust railway tracks). For exhaust railway tracks from the useful length of the railway track, the maximum length of the maneuver locomotive is subtracted.

For passenger and passenger technical railway stations engaged in transactions, sending and processing only passenger trains, the capacity of railway tracks in column 6 is indicated in physical four-axle passenger cars. In this case, the note to the point states: "The capacity of railway tracks N _____ is indicated in four-axle passenger cars with a length of 24.54 m."

The capacity of railway tracks on which operations with freight and passenger parks are produced can be specified by the fraction: in the numerator - 14, in the denominator - 24.54. Similarly, four-axle tanks, cement trucks and other wagons of one kind with the length of their length in meters (up to a hundredth after a semicolon, without rounding), are predominantly for railway tracks.

The column 7 indicates the presence of electrical insulation on the railway tracks (within the utility length of the railway track).

In the presence of electrical insulation on the railway track, "there is" is indicated, in the absence of electrical insulation on the railway track, "no" is indicated. If only part of the railway track is equipped with electrical insulation, then the length (in meters) of the equipped site is indicated, and from which side (even or odd) from the weekend (route, maneuver) traffic lights is equipped with an electrical insulation of this section of the railway track.

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 covers the railway path completely, the word "is" is specified if the pin wire does not completely overlap the railway path, it is indicated from which side and at what distance from the border of the useful length of the railway track (traffic light, limit column) is suspended.

If the contact network is disabled or canned, information is specified in the note to the item.

At the railway station stations different species The traction current is indicated by the gene: permanent, variable or switchable.

The column 9 indicates the presence and type of way devices of automatic locomotive alarm. In the presence of way devices of automatic locomotive alarm in the column, the type of travel devices is affixed, and in the absence - no. If devices act only in one direction, then in this graph indicates the type and direction.

In the note to paragraph 1.5 of the sample 1 (paragraph 3 of sample 2), the station of the station are indicated:

1) Length and type of main (passenger and freight) and maneuver locomotives adopted when calculating the capacity of the main, receiving and sending, sending, sorting and sending, railway tracks of trains and exhaust railway tracks. For the trunk locomotive, the type of locomotive is primarily addressed on the plot;

2) the presence of the railway station of automatic control systems of brakes in the railway station - South

3) List of railway tracks for receiving and passing passenger trains serviced by one driver;

5) the presence of wheel-shocking (discarding) shoes, steps, arrows, with an indication of their numbers, control method (centralized or non-centralized) and installation location;

6) the presence of non-electrified congresses between electrified railways;

7) station railway tracks for the slope of the railway rolling stock of owners on the basis of an agreement with the owner of the infrastructure, the owner of the railway path of victim;

8) Canned railway tracks and railway tracks closed to a long time (more than one year).

16. In paragraph 1.6 of Sample 1 (in paragraph 3 of Sample 2), the station reflects the following questions:

in subparagraph 1.6.1 of the sample 1 of the station, the railway tracks are indicated from the number listed in paragraph 1.5 of the sample 1 (in paragraph 3 of sample 2) of the TR station according to the requirements of Appendix N 8 to the rules that are highlighted for receiving, sending and passing trains with VM. It is also indicated that in the case of temporary leaving at the railway station of the train with VM without locomotive (with the exception of parking under technological operations at railway stations: a change in locomotive, waiting for disbandment and other technological operations), it must be fixed and fenced by portable stop signals; Arrows leading to the appropriate railway track must be installed and locked in an insulating position; On the arms (buttons) of the control panels, red caps should be launched. This subparagraph indicates the procedure for performing these operations and their performers, and also indicate persons who store keys from locked arrows;

in subparagraph 1.6.2 sample 1 of TR station, railway tracks are indicated in accordance with the requirements of Annex N 8 to the rules and clause 33 of Annex N 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 wagons located Under the accumulation of sorting parks on the railway tracks. The same requirements are indicated as in subparagraph 1.6.1 sample 1 tra station.

At railway stations, which do not carry out operations with VM loads, the railway station of hazardous cargoes of class 1 (VM) does not carry out. For temporary parking of wagons with cargo VM, in case of detection in the path of technical and commercial faults, when further Following the train of these cars is impossible, the railway tracks ______ are used (numbers are indicated) ";

in subparagraph 1.6.3 sample 1 tra station, railroad tracks are indicated (place), where cars should be directed with a dangerous cargo to perform the events specified in the emergency card, when leakage, cargo spill, fire.

This subparagraph also states that in the case of maneuvers on the permutation on railway tracks (place) of the Wagon, which has an emergency situation with a dangerous cargo and an additional threat to the life of people and facilities of the railway station may arise, a DSP station can take another solution depending on Settings.

In cases where cars are sent to the sections of the main railway tracks located on the distance, the calculation of the fixing standards for them is indicated in paragraph 3.9.1 of the sample 1 (in paragraph 24 of the sample 2) of TRT stations;

in subparagraph 1.6.4 Sample 1 TR station, railway tracks are indicated for receiving, departure and passing trains, which contains wagons with oversized cargoes. For each railway path that has a missing restriction, zones and degrees of oversity must be indicated, as well as additional conditions for passing such trains.

17. In paragraph 1.7 of Sample 1 (in paragraph 4 of Sample 2), the station indicates a complete list of centralized and non-centralized arrows at the railway station and the requirements for their operation according to paragraphs 14 - 23 of Appendix N 6 to the rules.

In subparagraph 1.7.1 of Sample 1 (in subparagraph 4.1 sample 2), the station reflects questions related to the operation of centralized shooters.

All arrows are indicated, including those located on the railway tracks of the infrastructure owner, which are located on the railway routes of the infrastructure owner, which is carried out from the station of the DSP station.

Also indicate arrows managed from posts (columns) of local control, if these arrows can not be transmitted to the central control from the PHC station station. These posts (columns) with arrows numbers are recorded separately from the station of the DSP station with the filling of all graph of this subparagraph.

Column 1 lists the numbers or names of the centralization posts (administrative, executive, hurry), from which the arrows are controlled. At railway stations, where the arrow control panel is divided into separate zones, each of which the arrows translates a separate dukelist dsp station or by specifying the centralization post operator (hereinafter - OPC), these zones must be reflected according to column 1 (each zone is written separately).

In column 2 in a sequential order (in a line) in the necks in order of increasing numbers, the numbers of all centralized arrows dropping the arrows, steamings, shoes included in this or that post or control zone are listed. Paired arrows are indicated by the fraction.

In column 3 for each post or arrow control zone, the position of an employee of the railway station, which translates the arrows included in this post or zone (DSP station, chipboard of the post, OPC).

In graphs 4 and 5, in accordance with the requirements of Annex N 8, the rules are indicated, in which order the employee, the arrows manager, is convinced of their freedom of railway rolling stock before carrying out the translation. At the same time, in the conditions of the normal action of centralization devices in column 4, "on control devices" is recorded. When violating the normal action of devices in column 5, depending on the specific working conditions, it is indicated: "DSP of the station personally or on the report ______ (the position of another employee)".

Arrows with a movable custody curtains are also entered into the list in Count 2. The procedure for operating these devices, as well as the procedure for their transfer using a jar with an indication of employees responsible for the execution of these operations, is indicated in the instructions on the procedure for using SCB devices, which is an application to Tra Station .

The note to this item lists:

a) arrows equipped with pneumatic adhesive devices;

b) arrows equipped with electrical heating devices;

c) the arrows dropping the arrows dropping acres, wheelshore (discarding) shoes with their normal position;

d) arrows, dropping arrows, dropping acres, wheelsminding (discarding) shoes equipped with auto progress devices;

e) arrows with a movable core of crossmen;

(e) Arrows, dropping arrows dropping acres, wheelboators (discarding) shoes located on the railway tracks of the unwartes, railway routes of units or organizations of the owner of the infrastructure.

For the arrows, including security, leading to safety deadlocks and not equipped with auto-lead devices, their normal position is indicated that ensures their installation in the direction of such impasses.

In subparagraph 1.7.2 of the sample 1 (in subparagraph 4.2 of the sample 2), the stations are listed by centralized arrows, which can be transmitted to local control (from among the arrows listed in subparagraph 1.7.1 sample 1) of the station, and the main conditions for using such arrows. Arrows that are managed only from posts (columns) of local governance and cannot be transferred to the central control of the DSP station, this sub-clause of the TRT stations are not made (they should be included in subparagraph 1.7.1 sample 1) trash station.

In column 1 lists the number of columns or local control posts.

In column 2 opposite the number of the column (control post), the arrows numbers (string) included in the column (control post) are listed.

Column 3 lists the employees of the railway station, which (in accordance with paragraph 20 of Annex N 6 to the Rules) is imputed to the obligation to translate the arrows from the post (column) of local governance.

Graphs 4 and 5 are filled with similar requirements as when filling the graph in subparagraph 1.7.1 of the sample 1 (in subparagraph 4.1 of the sample 2) of the station and depending on the presence of control devices in the post (column) of local control.

In cases where the posts (columns) of the local governance are conserved, only columns 1 and 2 are filled in, in columns 3 - 5 puts a dashboard.

In subparagraph 1.7.3 of sample 1 (subparagraph 4.3 of sample 2), the station of the station provides the necessary data on non-centralized arrows with their breakdowns on posts and districts. A non-centralized arrows are listed, serviced by the arrogant post duty, a DSP station, as well as arrows included in the reception route and departure trains.

In subparagraph, the non-centralized arrows are listed, not serviced by the on duty officers (translated by other employees according to paragraph 20 of Annex No. 6 to the Rules).

In column 1 column lists the numbers of shooting areas, where the duty of the senior duty officer post is provided at the railway station.

If the senior arrogant post duty is assigned only to control the operation of duty shooting posts, then columns 2 - 7, located on the right, directly behind the area number are not filled. Filling information on these graphs begins in this case a string below the area of \u200b\u200bthe area where the column lists information about the shooting posts included in each area. If the senior duty officer post is imputed to the duty also directly service post, then the number of this post in column 2 is affixed next to the number of this area, and then column lists information about the arrows of this and other posts included in the area. If the senior duty officer post directly serves the arrow post and other posts under its control is not available, then such a switch is considered simultaneously and as a shooter area (written in one line). If the duty of the senior duty officer posts is not provided, then the graph 1 is not filled.

At railway stations, where individual shooter posts are serviced directly by the DSP station, this is indicated at the end of the paragraph: "The shooting posts ______ are serviced directly by the DSP station."

In column 3 lists the numbers of all the arrows included in the direction post. The arrows number is recorded opposite the number of the corresponding post. Each arrow is written in a separate string. If there are devices in disposal of devices that prevent the departure of railway rolling stock and serviced by the arrogant post attendant (dropping arrows, strokes and shoes), they are also recorded in this graph.

Count 4 is filled in for those arrows to be installed in a normal position in cases provided for in paragraph 20 of Annex N 6 to the rules. The specified position of each arrow should correspond to the normal position of this arrow, provided in the table of the dependences of the routes, arrows and signals.

In column 5, depending on how the arrow is locked, the following abbreviations must be affixed:

Ez - electric booth;

Million Mulenev Castle;

MLNA / Z - MEMENTEV Castle with key dependence;

Shkz-million - a hinged and crankshaft with Merlenteyev's castle;

Skz-n - a hinged and crankshaft with a hinged lock;

SKZ - a hinge and crankshaft;

N - mounted castle;

W - tab.

In column 6, the location should be indicated where the keys from the locked arrows are stored. For unmodifiable arrows, the graph 6 is not filled.

In column 7, information is noted on the presence of highlighting the shooters of the arrows: for the illuminated - the word "there is", for unlocked - "no".

In a note, this clause lists the numbers of the shooters dropping arrows and steps that are administered by the head of the railway station, but located on the territory of the railway tracks transferred to the management of the owner of the infrastructure owner, the owner of the railway route of the unrest.

Non-centralized shooting transfers located on the territory of the railway tracks of other units of the infrastructure owner, the owner of the railway track of victim, in subparagraph 1.7.3 of the sample 1 (subparagraph 4.3 of the sample 2) of the station, in subparagraph 1.7.4 sample 1 (subparagraph 4.4 sample 2) tra Stations are not entered.

In subparagraph 1.7.4 of the sample 1 (subparagraph 4.4 sample 2), the station of the station are specified by the non-centralized arrows not served by the arrogant post on duty.

In column 1, the numbers (name) of shooting areas are indicated, which includes non-centralized arrows that are not served by the on duty of the arrow post. In the absence of shooting areas of graph 1 is not filled.

In column 2, the numbers of the arrows (dropping arrows and shoes) included in this switch region are indicated. Each arrow is written in a separate string.

In column 3, the normal position of the non-centralized arrows in the cases specified in paragraph 20 of Annex N 6 to the rules.

In column 4 abbreviated designations given in subparagraph 1.7.3 of the sample 1 (in subparagraph 4.3 of sample 2) of the station, the station of locking the arrows is indicated.

Column 5 indicates the posts of railway station workers, which are allowed to transfer the untransolized shooters.

The column 6 indicates the posts of railway station workers who carry out maintenance and clean the arrows.

The column 7 indicates the posts of railway station workers who have keys from lockable neccentralized arrows.

Count 8 indicates information about the illumination of the shooting poins of these arrows.

In paragraph 1.7 of the Sample 1 (in paragraph 4 of sample 2), the stations are listed by the arrows of the shooters of the shooters and heaven, which are administered by the head of the railway station, but located on the territory of the railway tracks transmitted to the management of the owner of the infrastructure owner, the owner of the railway path of victim.

18. Paragraph 1.8 of Sample 1 (Paragraph 2 of Sample 2) TRT stations are filled in accordance with the specific working conditions of the railway station for the OPC, alarms, on duty of the arrow post.

The column 1 lists the areas of work and employee positions.

Count 2 indicates the position of an employee who, in submission, the OPCs, alarms and duty of shooting posts are indicated.

In column 3 (in column 2 in TRT station 2), the main responsibilities are listed, which in the conditions of this railway station are imposed on the employee. The main responsibilities of the employee are listed without detail concerning the methods of their implementation.

After transferring the main responsibilities of the employee in the conditions of normal operation of the SCS devices, its duties are indicated in violating their work, but without transferring these duties, but only with reference to the relevant items and sub-paragraphs of TRT station.

19. In paragraph 1.9 of the sample 1 (in paragraph 6 of sample 2), the stations are installed places of storage of mounted locks, jabbles, red caps (separately on the arrow handles and signal buttons), Tablets "Disabled", "Dresin", "Removed" for Use them when violating the normal operation of the SCB devices due to a malfunction or shutdown from the centralization with an indication of the necessary (under the conditions of operation) of their number at each post. Making a different inventory in this item is not allowed. For kombells, after quantity in brackets, their numbers are indicated.

20. In paragraph 1.10 of the sample 1, the station is given a brief description of Sorting devices available at the railway station - sorting slides and profiled exhaust railway tracks (at railway stations where trains are disbanded).

The column 1 lists the device to sort the wagons at the railway station.

The column 2 indicates the directions to which these devices work.

In column 3, the number of railway tracks is indicated.

In column 4, the number of Railway Railways is indicated.

The column 5 indicates the number of sorting railway tracks.

Column 6 indicates the equipment of sorting devices by means of automation and mechanization.

21. In paragraph 1.11 of the sample 1 of the station, the station indicates the presence and amount at the station railways of shchers and bags and shoes.

In column 1, railway tracks and parks are listed, which are installed shrinkers or bags.

In column 2, the location is indicated for these railway tracks and parks (in which side) devices are installed.

In columns 3 and 4 indicate the number and support of installed shchers and shoes.

22. In paragraph 1.12 of the sample 1, the station indicates the presence of stationary devices at the station railways to secure the compositions of trains or large groups of wagons.

Column 1 lists parks and railroad tracks on which the compositions of stationary devices are fixed.

In column 2 opposite the entry produced in column 1, the location of stationary devices is indicated.

If the railway path is designed to receive trains from different directions, then two stationary devices can be installed to secure the composition in both ends of the railway track. In these cases, you must specify the assignment of each device.

The column 3 indicates the type and number of stationary devices that are located on each railway track, and the device management system.

23. In paragraph 1.13 of Sample 1 (in paragraph 7 of sample 2), the station indicate information about passenger and cargo devices of the railway station.

In column 1, railway tracks are indicated, which or between which passenger and cargo devices are located.

In column 2 indicate the actual name of passenger and cargo devices.

In column 3, the length of the platform (in meters) is indicated for passenger platforms, for other devices - the length (in meters) or the capacity (in the wagons of a certain kind) of the front of loading and unloading works.

24. In paragraph 1.14 of the sample 1, the station of the station is indicated on the railway station of the railway station for the equipment of locomotives, testing of auto motors, vodity of livestock and other devices.

The column 1 lists the device for equipping train locomotives in the railway station on the railway station railway station, testing of auto motors, livestock drains and other devices.

In column 2, the locations of these devices are indicated.

In column 3 notes, for trains of which directions the device is intended.

25. In paragraph 1.15 of Sample 1 (in paragraph 8 of sample 2), the station of the station indicates the coverage of railway tracks in accordance with the presence of lighting points and the location of the outdoor lighting.

In column 1, the location of the lighting points is indicated.

Graphs 2 - 6 are filled in accordance with their name.

26. Paragraph 1.16 of Sample 1 TR station is filled in for each administrative station of the railway station, the types of technological telecommunications are indicated, which is equipped with this item.

Count 1 indicates only the administrative points on the reception, departure of trains and the production of maneuvers.

The column 2 indicates the types of direct telephone, which are recorded in the following order: "Travel dispatching with ______"; "Travel interstancy with a DSP station ______"; "Log Communication with ______"; "Direct intrangement with ______"; "Direct telephone communication ______".

In column 3, all types of radio communications are indicated.

In column 4, the used pair communication system is indicated between the administrative clause and areas (by parks, arrow necks) and is indicated, it is bilateral or one-sided.

The column 5 indicates if there are other types of technological telecommunications and duty delivery tools: "Teletip", "Fax", "Telegraph", "Pneumatic", etc. If the postSP station of the station has a connection with the alarm post, then feedback (signaling with chipboard Stations) at this point is not specified.

27. In paragraph 1.17 of Sample 1 (in paragraph 9 of sample 2), the station of the station indicates information on reducing and fire trains, rescue teams, repair and repair teams regional Center Communication, contact network, medical and veterinary locations, police.

Column 1 indicates the name of the funds caused in emergency and non-standard situations: a recovery train, a fire train, a medical center, a veterinary locator, police, repair and restorative team of the organization or a communications division, a brigade of the contact network, a brigade of power supply, a rescue team or mobile The unit necessary to eliminate emergencies and their consequences.

Column 2 indicates the nearest railway stations of the registers (location) of the units that have the means indicated in column 1 of this item.

Column 3 indicates the procedure for calling restoration and fire trains, rescue teams, repair and recovery brigades of the regional communication center, contact network, medical and veterinary points, police.

28. In paragraph 2.1 of the sample 1, the station stations indicate the regions of the reception and departure of trains of the DSP Station and delimit the duties, including in cases where two and more DSPs of the station are in the same room and operate on different sections of a single management apparatus.

If the control unit is not divided into sections (i.e., the control area is one), and there are two DSP stations in the change - one by the console, and the other, performing the operator's functions (periodically change in places with the reception of duty in the train journal), then It is indicated: "At the station one chipboard station", and in the note to this item it may be indicated that the second chipboard of the station works for the operator.

In cases where one of the DSP of the station, working in one post, is appointed by the senior shift, its functions are set as older.

If one DSP station works in a change, it is indicated: "At the station one chipboard station."

In the presence of operators in a DSP station or other employees who participate in the reception and departure of trains or performing related operations (logging, issuing warnings, data entry into information systems), these clauses indicate their duties performed on instructions and under control Chipboard station.

When filling out this item, it should be borne in mind that the duties of the DSP station on the reception and departure of trains are set by the requirements of the Rules and transfer them here is not allowed. At this point, we are talking about the delimitation of duties, if two and more DSPs of the station operate in a change (at different posts or in one post when managing different areas of the railway station from the console divided into sections).

If you have any operations connected directly to the reception and departure of trains, including violating the normal operation of the SCB devices, the railway station manager is attracted, its duties are set out in this paragraph. Tra station. In this case, it is indicated that the railway station manager performs them on directions and under the guidance of a DSP station, which is uniquely managed by the reception, departure of trains and responsible for ensuring traffic safety.

29. In paragraph 2.2 of sample 1 (in paragraph 21.1 of the sample 2), the station of the station indicates the presence of all moves at the railway station and adjacent distances located on the first block of removal, approaching the railway station.

The column 1 indicates the name of the move and the location of its location.

In column 2, the type of transition signaling for vehicles is indicated.

The column 3 indicates the procedure for the action of the DSP station in the event of a malfunction of the transition alarm. For moving not serviced by a duty officer, or without the means of moving alarm, the graph 3 is not filled.

The procedure for the DSP of the station. If you have a malfunction of the moving alarm devices and the procedure for working with a move forward when it turns on the barrier alarm on the move and organizing the passage of vehicles when using the Opening Emergency Opening button on the move control panel in this paragraph, it is indicated at the next location of the moves:

1) Moving is located on the distance closer to its railway station, the control of the health of the move alarm is carried out onto the console of its railway station, the move is served by a duty officer, with whom the DSP station has a connection;

2) similarly to subparagraph 1 of paragraph 29 of this Instruction, but without a duty officer on moving;

3) Moving is closer to the neighboring railway station, the station of the station does not have control of the status of alarm and communication with the duty officer on moving (or there is no one);

4) Moving is within the borders of its railway station.

Other issues related to travelers passing (on the wrong railway track, with returning back), are specified in the note to this item.

30. In paragraph 2.3 of Sample 1 (in paragraph 11 of sample 2), the station of the station in accordance with Annex N 8 to the rules indicate the procedure for stopping maneuvers on arrows and railways, not isolated from the route of the upcoming reception or departure of the train, and beliefs in this chipboard station Before opening a signal or issuing another permission to receive or send a train. At the same time, radio communications must be used, a bilateral park connection, and if it is impossible, the arrow link, the transfer of indications and receiving reports from the head of the maneuvers and the driver through the arrival post, alarm, a centralization post operator or a personally chipboard of the station.

31. Paragraph 2.4 for sample 1 (Paragraph 2) TRT stations are filled in accordance with Annex N 8 to the rules. The procedure for checking the freedom of railway tracks is established by the owner of the infrastructure, the owner of the railway route of unassible use, depending on the local conditions - the presence of electrical isolation of railway tracks, working conditions on the railway tracks, the location of workers attracted to check the freedom of railway tracks. The test method may be different for individual railway tracks and parks, depending on the dark or light time of day, the location of the railway tracks in the plan (presence of curves). When conducting an advance verification of the freedom of one or more railway tracks, it is indicated by the need for the fencing of each proven railway track by portable stop signals.

In subparagraph 2.4.1 of sample 1 (in paragraph 12.1 of the sample 2), the tractors are indicated by the devices of electrical insulation of railway tracks.

In the presence and normal action of electrical insulation devices, railway tracks, it is indicated: "According to the testimony of control devices of the control apparatus." In the absence of electrical insulation of the railway tracks, subparagraph 2.4.1 of the sample 1 (Paragraph 12.1 of the sample 2) of the station is not filled.

In subparagraph 2.4.2 of sample 1 (in paragraph 12.2 of the sample 2) of the station for each group of railway tracks or individual parks indicate the procedure for checking the freedom of railway tracks at railway stations, where there is no electrical insulation, as well as at railway stations where it is, but Its normal action is broken.

If at intermediate railway stations, the release of the main railway tracks is checked by the presence of signals on the tailings of the trains surrendered, then additional measures must be indicated that guarantee the full release of the railway track by the train (negotiations on radio communications with a driver, a post worker, on duty movies and other measures).

When the freeness of the freedom of railway tracks is made in violating the normal effect of electrical insulation devices, along with the establishment of a verification method, the position of the employee of the railway station is indicated for the implementation of this operation.

If there is a violation of electrical control of employment of two or more transmitting railway tracks or its absence, the station is logging or the employment schedule of these railway tracks.

32. In paragraph 2.5 of the sample 1 (in paragraph 13 of sample 2), the station of the station indicates the procedure for monitoring the correctness of the preparation of reception routes, departure of trains.

In subparagraph 2.5.1 of Sample 1 (in paragraph 13.1 of sample 2), the station of the station is indicated by how the DSP station controls the correctness of the preparation of the reception routes or departure of trains during the normal action of the SCB devices.

In subparagraph 2.5.2 of the sample 1 (in paragraph 13.2 of the sample 2), the station is indicated how the DSP station controls the readiness of routes in conditions of violation of the normal action of the SCB devices.

It is indicated how the DSP station controls the correct position of the arrows and closure (fixing, locking) in the reception route or departure of the train in cases of various violations of the normal operation of the SCB devices, which should be grouped according to the principle of the similarity of the DSP station.

a) with false employment, false freeness of railway tracks, shooting and gentle isolated plots, as well as when they are turned off without saving the use of signals;

b) in the absence of control of the position of centralized shooters;

c) if it is impossible to transfer the centralized shooters from the control panel and transfer them manually using a jar;

d) with the malfunction of switching locks, hinged-crankshafts (appropriate type) and route and control devices;

d) when the arrows are turned off while saving the use of signals;

e) when the arrows are turned off without saving the use of signals;

g) for the malfunction of the input, route and output traffic lights, but with the normal action of the remaining SCB devices at the station, as well as the inability to open the output traffic light due to the fault of the first unit of deletion (with automatic lock) or semi-automatic blocking devices.

In addition, employees attracted to the instructions of the DSP station to perform operations related to the preparation of reception routes 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 case of a malfunction from the above, it is indicated by a permitting or prohibiting reading of the traffic light, a train must be accepted or sent.

In the end also indicates general order Organizations of train and maneuver work at the railway station when termination of the SCB devices (if there is an appropriate application to the travelers, it is necessary to make a link to it).

It is allowed to include separate additional provisions arising from the specifics of local conditions (for example, at railway stations of traction current).

It is not allowed to this item to make information that is not related to the content defined in its title.

33. In clause 2.6 of Sample 1 (in paragraph 10 of sample 2), the station of the station indicates the maximum time required to prepare the routes of receiving (departure) by violating the normal action of the SCB devices. This time is set taking into account maximum number Operations on this route: Translation of all arrows to Kursbel, locking them to bookmarks and mounted locks, fixing, at least one arrow in a typical bracket route.

With a smaller number of operations (not all arrows are transferred to the jar, locked), as well as when using a locomotive for delivering employees to places of performing these operations, the route can be prepared in less time. No amendments (including for the time of year, since at any time of the year weather conditions may be equally unfavorable) and notes to this place of the station are not allowed.

34. In paragraph 2.7 of the sample 1 (in paragraph 14 of Sample 2), the stations are indicated by the arrows numbers (from the list of arrows approved by the owner of the infrastructure, the owner of the railway track of victims), the position of which in accordance with the requirements of Annex N 8 to the Rules are allowed not to check Before each reception or departure of the train, and periodically. The frequency of verification of the arrow position is established in accordance with the working conditions of the railway station.

35. In paragraph 2.8 of the sample 1 (in paragraph 15 of the Sample 2), the station of the station indicates the procedure for passing trains or maneuver compositions along the railway tracks located between the passenger train standing at the railway station, with the listing of specific measures that should be in this case Implemented to ensure the safety of landing and disembarking passengers in accordance with the requirements of Annex N 8 to the rules in the absence of a transitional bridge or tunnel.

36. In paragraph 2.9 of the sample 1 of the station, the procedure for meeting the trains arriving at the railway station is indicated.

In subparagraph 2.9.1 of the sample 1 tra station, train categories and a selection of chipboard of the DSP station must be indicated.

For railway stations or individual areas, on which the DSP station is not imputed to the duty to meet and accompany the train, this item is not filled.

Subparagraph 2.9.2 Sample 1 TR station is filled in cases of organizing train station to employees of the railway station in accordance with the order of organizing a meeting of trains established by the owner of the infrastructure, the owner of the railway route of unassinual use.

In column 1, parks are listed (and, if necessary, individual railway tracks), to which trains appropriate directions are taken.

In columns 2 - 4 opposite each record produced in column 1, all executive posts and shooting areas are indicated involved in the preparation of routes for trained trains, including entrance, located in the opposite end of the railway tracks, and posts in which the security includes arrows. In the case when the routes of receiving trains fully prepares a chipboard of the station from the post of electrical centralization, these graphs are not filled.

The column 5 indicates duty officers who are imputed to the duty to meet the train, indicating the place of the meeting.

37. Paragraph 2.10 of Sample 1 (Paragraph 2) TRT stations are filled in accordance with the requirements of applications N 6 and 7 to the rules.

In column 1, parks are listed (if necessary and separate railways), which are taken by trains of appropriate directions.

In column 2, opposite each entry produced in column 1, it is indicated which way the DSP of the station is convinced at the arrival of trains in full. For trains arriving with distillers equipped with automatic trains to the railway station in full, in this column, it is: "According to the testimony of 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 the train, the DSP station in the arrival of the train is fully convinced by the presence of a train on the last train carriage. The presence of such a signal on the last train carriage is checked personally a DSP station or one of the employees (indicates the position of the employee, the post number).

With automatic blocking, an additional indication is made to this item: "If the location of the distillation is maintained after the train arrival at the railway station, in the absence of other passing trains on this distance and with closed output signals on the neighboring train station, the station is obliged to make sure of arrival (last) Trains in full formation on the presence of a train on the last car. "

In the same way, the DSP station must ensure the arrival (last) of the train in full, in case of closing the Avtoblocking action on the relevant railway track and the transition to telephone communications communications, as well as when receiving a message from the driver of the arriving train on the left-time stop from Mature or pressure drop in the brake line.

In the absence of a train on the tail carriage, the arrival (proceedings) of the train in full compound is established by the comparison of the number of the tail car with a field sheet on radio communication with the train driver or after stopping the train on this (or next time) railway station.

38. In paragraph 2.11 of Sample 1 (in paragraph 18 of Sample 2), the station of the station indicates the order of admission to the railway station of trains under the prohibiting the 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).

In subparagraph 2.11.1 of sample 1 (in paragraph 18.1 of the sample 2), the station of the station indicate permits for the passage of traffic lights with a prohibitive indication.

The column 1 lists all the input and route (at the entrance) traffic lights both in the right and incorrect railway track.

On two-way and multipurpose distillations in the absence of an input traffic light for trains arriving at the wrong railway track, it is indicated: "on the wrong railway track from ______ (railway station)."

In column 2, opposite each entry given in column 1, are listed at the disposal of the DSP station of the Means with which it can transmit the driver to follow the railway station at the prohibiting the indication of the corresponding traffic light (except for written permission).

In subparagraph 2.11.2 of sample 1 (in paragraph 18.2 of the sample 2), the station of the station in accordance with Annex N 8 to the rules indicate the posts of employees of the railway station, authorized on the presentation of a written permission for receiving the train at the train station by the train driver, and their place of delivery.

39. In paragraph 2.12 of the sample 1 (in paragraph 19 of the sample 2), the station, based on local conditions, indicate additional measures aimed at ensuring the safety of motion during the parking lot of passenger, postal and luggage, human and cargo-passenger trains.

The procedure is indicated, in which after the arrival of these trains having a stop at the railway station, a DSP station, and in areas equipped with a dispatch centralization, - a train dispatcher, accepts necessary measuresWhere possible to ensure the safety of the specified categories of trains (setting the arrows to the security position; hanging the red caps on the signal buttons and others).

40. In paragraph 2.13 of Sample 1 (in paragraph 20 of Sample 2), the station of the station indicate a distortion that have a protracted descent (lifting) and the order of receiving trains to the railway station with them.

The column 1 indicates distillations having a protracted descent (lifting) from the railway station.

In column 2, the order of receiving trains to the railway station with a distillation having a protracted descent (lifting) is indicated. On single-section lines in the case of a simultaneous approach to the railway station of two trains of counter directions, the first train is received for which the conditions for stopping or touching the closed input traffic lights are less favorable, or the train, followed by another train, etc. In each case, the order is determined on the basis of local conditions, taking into account the requirements of ensuring the safety of trains.

41. In paragraph 2.14 of the sample 1 of the TRT station in accordance with the requirements of Appendix N 8, the rules indicate the procedure for admission to certain areas of station railway tracks of pushing locomotives, as well as single locomotives and a motorwagon rolling stock arriving at the railway station (in a depot or depot under Train formulations).

42. In paragraph 2.15 of Sample 1 (in paragraph 16 of Sample 2), the station of the station indicate the categories and directions of trains of trains, the location of the train, the position of employee of the railway station, which meets or follows the train.

When filling out this subparagraph, it should be borne in mind that if the railway station (park) is charged with the duty to accompany the train, the DSP station (Park) is responsible for complying with the requirements of paragraph 81 of Annex N 6 to the Rules. It is not allowed to enter a record: "The DSP station accompanies the train in the room through the window, examining the right (or left) side of the composition."

43. In paragraph 2.16 of Sample 1 (in paragraph 16 of Sample 2), the station is indicated in which parks, shooting areas and at what posts of the train station of the train are celebrating on duty shooting posts, alarms and optics. In the absence of executive posts, counts 2 - 4 are not filled.

44. Paragraph 2.17 of Sample 1 (Paragraph 2) of TRT stations are filled in cases of departure of trains when the output traffic light is prohibited or from railway tracks that do not have output traffic lights, while maintaining existing alarm and communication tools, eliminating cases of transition to telephone communications, Departure of trains to closed distillation or during the break of all means of alarm and communication.

In column 1, the railway tracks (parks) of the departure of trains are indicated, the direction of their following main railway tracks is sent by train, a liter of output traffic lights. Route traffic lights in this item are not included, the procedure for their proceedings by departing trains is established by the requirements of Appendix N 8 to the rules.

Counts 2 - 4 indicates the permission of the machine to occupy a distillation, the position of employee of the railway station, who presents the driver's permission to occupy, indicate the driver about the possibility of sending a train with the testing of the output traffic light, as well as from the railway tracks where there is no output traffic lights. Records in column 4 should be made opposite records in columns 2 - 3 concerning only written permission.

Permission for the right to occupy of distillation is issued in accordance with Appendix N 8 to the Rules.

If the movement on the range is carried out on the electric-facing system, on telephone communications, with one rod or by order of the train dispatcher, transmitted directly by the radio train driver, then this run of the station is not filled for this.

This TRT station will not be filled in the case when it is impossible to open the output traffic lights to telephone communications (for example, with semi-automatic blocking, as well as on the wrong railway line of the 4-sided automatic lock or free distillation, which does not have traffic lights and not equipped key-rod).

45. In paragraph 2.18 of the sample 1 of the station, the procedure indicates the procedure for issuing warnings about the special conditions of trains at railway stations of train formation and shifts of locomotives and locomotive brigades in accordance with the requirements of the Rules:

a) at train station for the formation of trains - the order of information of the DSP station (duty in the park), outstanding alert, on the inclusion of moving units to the train requiring special conditions;

b) at railway stations shifts of locomotives (brigades) - mandatory testing of the DSP station, sending the train, along the presence of such a railway rolling service through the train dispatcher.

46. \u200b\u200bIn paragraph 2.19 of Sample 1 (in paragraph 27 of sample 2), the station of the station indicate additional instructions for receiving trains, depending on the local working conditions without repetition of the requirements provided for in other points of the station.

The point reflects the following questions:

a) the procedure for presenting trains to maintenance and commercial inspection;

b) the procedure for issuing warnings for trains with the following data: the position of the employee of the railway station, which leads the book of warnings and issues warnings on the train (with respect to issuing warnings to individual trains, reference is made to paragraph 2.18 of the sample 1 tra station);

c) the procedure for alert workers about the upcoming arrival and departure of trains;

d) the procedure for checking trains before shipment according to the requirements of paragraph 82 of Annex N 6 to the Rules;

e) the presence of devices on the adjacent constraints controlling the state of the railway rolling stock and the procedure for the DSP of the station when they are triggered (with reference to the relevant Instruction);

(e) The procedure for the departure of trains from the railway tracks on which wagons are left to the executives of operations to consolidate the remaining wagons and control on the part of the DSP station for their implementation;

g) the procedure for obtaining information on the approach to the railway station of trains with dangerous cargo class 1 VM, the alerts of workers involved in the implementation of operations on the processing of such trains on arrival and disbanding (or processing them as transit trains without processing) on \u200b\u200bthe railway tracks established by In subparagraph 1.6.1 sample 1 tra station. This procedure should be specified in this paragraph regardless of the availability of local instructions on how to work with cars loaded by VM.

If necessary, based on local conditions, other requirements related to ensuring the safety of train traffic can be reflected in this railway station, which are not subject to compulsory inclusion in other points of the TRT station (questions related to violation of the normal operation of devices SCBs are not made to this item, and are reflected in subparagraph 2.5.2 of the sample 1 (in subparagraph 13.2 of the sample 2) of the tract.

47. In paragraph 2.20 of the sample 1 of the station, the procedure indicates the procedure for the movement of trains or maneuver compounds between the separate items of the railway tracks of victim in accordance with paragraph 86 of Appendix N 6 to the rules reflected:

a) the name of separate items, between which the maneuver procedure of the movement of trains (compositions) is installed, their borders;

b) order and method of transferring permission to send a train (composition) from a separate paragraph;

c) the procedure for preparing and verifying the route of the train (composition);

d) the location of the train or maneuver composition after departure from a separate point and the method of coordination by the train by the driver or the head of maneuvers with the duty officer of the neighboring separation point of the possibility of following the next separate paragraph;

e) the maximum number of railway rolling stock in the train;

(e) Place of locomotive in the train (composition);

g) the installed speed of movement between separate items;

h) the order of belief in the arrival of the train (composition) in full force.

48. In paragraph 3.1 of the sample 1, the station indicates the distribution of responsibilities by order of manowver work.

In accordance with paragraph 24 of Annex No. 6 to the rules in the clause, the position of the employee of the railway station, which disposes of maneuvers at the railway station. If there are several maneuver districts at the railway station, then this paragraph indicates the distribution of responsibilities between responsible managers by order of manowing work.

49. In paragraph 3.2 of the sample 1 (in paragraph 22 of the sample 2), the stations are installed maneuver areas at the railway station. The separation of the railway station to the maneuver districts is due to the travel development, the nature, the volume of the operation of the railway station and does not depend on the number of shock locomotives operating at the railway station.

Filling the graph in paragraph 3.2 of the sample 1 tra station.

In column 1, each maneuver district is assigned a certain number (denoted by Arabic numbers), which is affixed in front of the words characterizing the area.

Maneuveric areas set in this paragraph with the numbers assigned to them must remain unchanged in all positions of paragraph 3 of the sample 1 tra station.

When mentioning a maneuver area in other points of the station, only the area number is indicated (without repetition of its characteristics).

It is not allowed to denote the areas of the railway station by other terms.

In the same graph, the boundaries of maneuver districts are indicated. At the same time, the border of the maneuver districts located in different sides of the park can serve as the axis of this park, and the boundary of the Dvor Dvor area - a shielding traffic light, enclosing departure from the specified area.

In column 2, it is indicated that it serves as an exhaust and its border.

In column 3, the main nature of the work performed in the area is indicated.

In column 4, a series of shuttle locomotives operating in this area are indicated.

In column 5, technical means are transferred during maneuvers in this area (communications in this paragraph are not specified).

In the absence of additional technical means, the graph 5 is not filled.

If there is a sorting slide at the railway station, it is also indicated as a maneuver area (with a number assignment), however, columns 3 - 5 are not filled, and referenced to the instructions for the work of the sorting slide, which is an application to the tra station.

Filling the graph in paragraph 22 of the sample 2 tra station.

In column 1 indicates the nature of the work being performed.

Count 2 indicates a series of locomotives producing shuttle work at the railway station (maneuver, dispatching, as well as locomotives of prefabricated and exporting trains).

Column 3 indicates the composition of locomotives and locomotive brigades.

50. Paragraph 3.3 is filled in accordance with the requirements of paragraph 25 of Annex N 6 to the Rules.

Count 1 indicates the numbers of maneuver districts, in which radio communications and park communications are used in the production of maneuvers.

In column 2 opposite each record produced in column 1, the relationships applied in this maneuver area are indicated.

Column 3 indicates the posts of railway station workers who have the right to use radio communications devices, a parking lot, and also defines the nature of the instructions and messages that can be transmitted to these employees in a circle of their responsibilities.

The nature of the transmitted instructions, commands and messages is given in Appendix N 8 to the rules.

In subparagraph 3.3.1 of the sample 1 of the station, in accordance with the requirements of Appendix N 8 to the Rules, depending on the local conditions and technical equipment of the railway station, the procedure for the actions of workers in the event of a sudden refusal of radio communications is indicated. The most dangerous is the sudden refusal of radio communications between the trains and the driver when moving the maneuver composition of the car forward. This is the procedure for the actions of workers, which makes it possible to in a timely manner to establish a radiocommunication failure. The condition for this is strictly implementing the procedure for negotiating between the trains and the driver during the movement of the maneuver composition of the wagons in advance: before the start, during the movement, upon arrival at the destination railway path and when approaching standing cars. In violation of the sustainability of the radio communication between the driver and the compiler of trains, either if one of the participants in the maneuverine work, a message confirming the existence of communication should be provided for an immediate stopping of the maneuverity. Depending on the area of \u200b\u200bservice (railway station maneuver area), based on local conditions, trains compiler and the locomotive driver before replacing the radio station can go to manual or audio signals.

The procedure and forms of negotiations are indicated in the annex to the traffic station "Regulation of Radiocommunication Negotiations during Manevive Work".

51. In paragraph 3.4 of the sample 1 of the station, the stations indicate the features relating to the production of maneuver operations in each area of \u200b\u200bthe railway station (separately for each maneuver district).

The column 1 indicates the numbers of maneuver districts.

Count 2 indicates the number of part of the compiler's brigade (brigades), working in a given area, which is determined by the owner of the infrastructure, the owner of the railway route of the unrest.

If two employees are assigned to work with one locomotive, one of them is appointed at the entry of the change on duty, the DSP station appoints the head of maneuvers, and the other performs the responsibility of the assistant trains, as indicated in the note to this item.

In column 3, on the basis of paragraph 84 of Appendix N 7, the rules are specified by what means is transmitted by the director post, OPC or a signaling task for setting the arrows to the railway track (by radio, bilateral pair communication, whistle of the locomotive, personally trains.

In the case when the arrows during maneuvers translate the DSP of the station, in column 3 it is indicated: "The train compiler requests a diagram of the radio station." When maneuvers on the untreatralized arrows, an entry can be made: "the train compilener personally translates the arrows during maneuvers."

In column 4, it is indicated by which the machine is transmitted permission to depart the maneuver composition on the arrows (by the reading of the maneuver traffic light, the manual signal of the onset of the arrogant post N ______, indicating the DSP of the station, the operator of the centralization of radio communication).

In column 5 for districts, where maneuver work is systematically made by jim, it is indicated by the position of the employee of the railway station, which slows down on the railway tracks the moving coupling: "Movement speed controller", "Assistant Train Compilever". If maneuvers are not attempting, the graph is not filled.

52. In paragraph 3.5 of the sample 1 of the station, the necessary additional security measures are specified in accordance with the requirements of Annex N 8 to the Rules for Railway Stations, where two and more maneuver locomotives are working in one maneuver area.

The main conditions for the possibility of simultaneous operation of two and more maneuver locomotives in one maneuver area are:

a) the presence of two and more railway tracks that can be used as hoods (parallel strokes);

b) the possibility of complete mutual insulation of maneuver routes by setting the arrows to the security position;

c) Normal operation of the SCB devices that ensures the closure of the arrows in maneuver routes.

For areas where the work of two or more maneuver locomotives is not allowed, it should be indicated: "The simultaneous work of two and more maneuver locomotives in one maneuver area is not allowed."

53. Paragraph 3.6 of Sample 1 (Paragraph 2 of Sample 2) TRT stations are filled in accordance with the requirements of Annex N 8 to the Rules.

In column 1 lists the rooms of the areas of manufacturing workshop, which runs a maneuver locomotive.

In column 2, opposite each entry, the column 1 indicates the railway tracks or parks, where, under the working conditions, special precautions must be observed to prevent the release of wagons abroad for the useful length of railway tracks, the care and collision of cars towards the railway station (park), the opposite area of \u200b\u200bthe work of the maneuver locomotive. If a maneuver locomotive works on the even side of the railway station (park), measures are specified to prevent the release of cars beyond the useful length of the railway track in the odd side of the railway station (Park).

54. Paragraph 3.7 of the sample 1 of the station is filled in accordance with the requirements of Annex N 8 to the Rules.

The column 1 indicates areas where the arrival of maneuver locomotives, compositions, special self-propelled railway rolling stock is allowed only after prior approval.

In column 2, the positions of railway station workers are indicated, which produce coordinating the possibility of check-in to the maneuver locomotive in the area, and the order of coordination.

The column 3 indicates the procedure for coordinating the return of the maneuver locomotive, compositions, special self-propelled railway rolling stock from the area that is not served by the arrogant post on duty.

In column 4, if necessary, the additional conditions are specified that you need to be observed when traveling shutters in the maneuver locomotives into separate areas.

55. Paragraph 3.8 of the sample 1 of the station is filled in accordance with the requirements of Annex N 8 to the Rules.

In column 1, it is briefly indicated, from where and where the shunting makeup is rearranged.

In column 2, briefly (without transferring all the arrows along the route) indicates the railway route of the maneuvering composition.

In column 3, the maximum number of wagons in the maneuver composition is indicated if the maneuver composition includes the wagons of the same type.

Otherwise, this column indicates "no". The type of wagons in the maneuver composition is indicated in the note to this item.

In column 4, the maximum length in the conventional units of determining the length of the maneuver composition is indicated.

In column 5, the words "include" or "not include" indicates the need to include autorotosis in the maneuver composition and the position of the employee of the railway station, which performs this operation (trains compiler, the main conductor).

Column 6 indicates the position of an employee of the railway station, which accompanies the maneuver composition during permutation.

If necessary, the location of the employee accompanying the maneuver composition during permutation is indicated. If the following maneuver composition is allowed without accompaniment, it is indicated "without sopre."

In column 7, depending on local singularities, the necessary additional conditions related to the permutation are indicated.

56. In paragraph 3.9 of the sample 1 (in paragraph 24 of Sample 2), the station indicates the procedure and norms of fixing railway rolling stock at the railway station railway tracks and the procedure for checking the securing railway rolling stock.

Calculation of securing railway rolling stock is made in accordance with the requirements of Annex N 8 to the Rules. The required amount of brake shoes can be determined using an automated system for calculating the fixing standards.

In subparagraph 3.9.1 of the sample 1 (in paragraph 24 of sample 2), the stations indicate the norms of fixing cars and another railway rolling stock depending on the number of axes, the location of the wagons in the fixed railway rolling stock (group) and their weight characteristics, as well as the execution order These operations. These data are made separately for each railway track and the park of the railway station. The name of the park is recorded on the full length of the string.

Count 1 indicates the railway route of the railway station, on which the railway rolling stock without a locomotive is allowed, including railway tracks of sorting or sorting and sending parks. After the number of the railway track, it is indicated from which the end of the railway track the railway rolling stock (groups, compositions) begins.

When calculating the consolidation in an arbitrary location, only the number of the railway track is indicated.

The presence of a middle slope of the railway track is more than 0.0025 is not a reason in order not to include the fixation rate of railway rolling stock on this railway track.

On separate connecting, exhaust and some other railway tracks, on which the railway station technology does not leave the railway station without a locomotive, it may be prohibited to be prohibited, as indicated in the note indicating the reason, in this case the fixing rates are not calculated and not indicate.

For the main and receiving-sending railways with an average bias, more than 0.0025 fixing standards are calculated and entered, and in the note, appropriate limitations or prohibitions are indicated for leaving wagons without locomotive. The note also indicates the areas of railway tracks with slopes exceeding 0.0025, not having devices to prevent the release of railway rolling stock on the routes of receiving trains or adjacent distillation, on which the remaining of railway rolling stock without locomotive is prohibited.

The column 2 indicates the average magnitude of the slopes of the segments of railway tracks, on which groups of cars are placed, fixed by one, two and more brake shoes, respectively, to the total capacity of the railway path for which it is indicated average value The slope throughout the useful length of the railway track. The magnesses of the slopes are indicated by thousands of units with an accuracy of one tenth shot: in the numerator for the graph 6, in the denominator - for the column 7.

In column 3, it is indicated from which side (depending on the direction of the possible cargo of the wagons), the railway rolling stock is fixed.

Count 4 indicates the presence of stationary devices for fixing railway rolling stocks on a given railway track number 1 (only at one end of the railway track) or 2 (at both ends of the railway track), which must be consistent with the records in paragraph 1.12 of TR station. The figure 1 or 2 is affixed only in the first line of the column 4 and refers to the entire railway track. If there are no such devices, the graph 4 is not filled.

In column 5, the number of brake shoes in an increasing sequence to the maximum amount required to fill the railway track is indicated in the increasing sequence to maximize the entire useful length of the railway track at maximum norm.

Regardless of the presence of stationary fixing devices on the railway track, the fixing rates of railway rolling stock by brake shoes are indicated in full. The weight characteristics of the railway rolling stock are indicated below the norm (for one or several railway tracks), in which, based on the actual railway pathways, additionally to the fixation of the stationary device requires laying of brake shoes with an indication of their quantity. In the event of a malfunction of a stationary device or for another reason that prevents items, the fixing is made according to the standards specified in the graph 5 - 7.

In columns 6 and 7 sequentially in accordance with the amount of brake shoes made in column 5, the maximum number of axes is indicated in the composition or group of wagons, which should be fixed by these number of brake shoes according to the norms calculated in accordance with Annex N 8 to the rules.

The record in graphs 6 and 7 of the amounts of the axes (for example, 40) opposite the first brake shoe indicated in column 5 means that one braking shoe must be fixed by a group of wagons from two to 40 axes inclusive. The entry in the next line against two brake shoes (for example, 80) means that two brake shoes need to be fixed by a group of wagons from 42 to 80 axes inclusive.

The number of axes in graphs 6 and 7 is recorded in one row opposite the corresponding number of brake shoes specified in column 5, and when it reaches a maximum for graph 6 (for example, 3), the subsequent lines in the column 6 are not filled, the graph 7 continues to fill up to the maximum The number of brake shoes for this graph (for example, 7).

Counts 8 and 9 indicate the position of the employee of the railway station, which makes the fixing or removes the brake shoes, the position of employee of the railway station, which gives an indication of the fixing or removal of brake shoes, the position of employees of the railway station, which reports on the consolidation or removal of brake shoes.

The item is similar in the case of fixing the wagons in stationary devices from the local control columns or the station chipboard from the post of electrical centralization.

The fastening is made before the locomotive declarations, removal of fixing - after its trash.

The calculation of the number of axes enshrined by one shoe, two, three and more brake shoes, must be performed depending on:

a) location of railway rolling stock in an arbitrary place of the railway track (excluding the type of "mountain" profile);

b) the location of the railway rolling stock from the end of the railway track (from the traffic light, an extreme column) and / or on a separate segment of the railway track (not at the end of the railway track).

The choice of one or more options for calculating the standards for fixing the railway rolling stock for specific railway tracks is determined by the owner of the infrastructure, the owner of the railway tracks of victims in accordance with the requirements of Annex N 8 to the Rules, based on the actual profile, work technology and safety requirements.

In cases where, in accordance with paragraph 1.5 of the sample 1 (paragraph 3 of sample 2), the station of railway tracks is also designed for another kind of railway rolling stock (passenger cars, tanks, hopper-dispensers, etc.), for the specified type of railway rolling stock Separate calculation of fixation rates.

For railway tracks, where the technology of work as an exception is provided to constantly leaving the wagons in certain areas of railway tracks (not at the end of the railway track), the calculation of the rules for the actual slope for these sites is made separately. In this case, column 1 indicates the boundaries of these areas of railway tracks.

All specified calculation options, including, taking into account one or more breaks of railway rolling stock for pedestrian passages or road transport, can be made using automated systems Infrastructure owner, owner of the railway tracks of victim.

The procedure for braking disabled railways and seizures of brake shoes from under cars, as well as measures to prevent the release of railway rolling stock with sorting railway tracks to the side opposite to the sorting slide (extract), should be listed in the instructions for the sorting slide, which is Application to Tra Station.

In subparagraph 3.9.2 of the sample 1 (in paragraph 25 of sample 2), the station of the station indicate the employees of the railway station, which implies the check of the fixing of railway rolling stock by brake shoes before taking and renting duty with the railway tracks and parks.

57. In paragraph 3.10 of Sample 1 (in paragraph 26 of sample 2), the station of stations are indicated by the storage locations of the brake shoes.

In accordance with the working conditions of the railway station, the point indicates the storage locations of the brake shoes used to fasten the wagons, their inventory numbers and the number in each item, as well as employees responsible for their safety.

58. In paragraph 3.11 of the sample 1 of the station, the site of the equipment of maneuver locomotives at the railway station are indicated at the railway station.

59. In paragraph 3.12 of the sample 1 of the station, the location of the carriage scales is indicated, the speed of movement on them and their lifting force.

60. In paragraph 3.13 of Sample 1 (in paragraph 27 of sample 2), the station sets out the necessary instructions on maneuvering work on this railway station, which were not included in the previous points of the station.

In TR, the sample station 2 in paragraph 27 after the presentation of the obligatory positions relating to the train, additional instructions on maneuver work are outlined.

This clause indicates:

1) Procedure for the production of maneuverine work with wagons loaded by explosive materials, security measures and the procedure for the action of workers in the event of emergency situations (technical or commercial wagon malfunction and other malfunctions). If there are instructions on the order of working with cars loaded by dangerous goods of class 1 (explosive materials) (annex to trash), referenced to the specified instruction. This order in terms of the use of station railways should fully comply with the requirements of paragraph 1.6 of the sample 1 tra station;

2) The procedure for feeding cars to public areas: the order of coordination of check-in, precautionary precautions during the production of loading and unloading work.

The procedure for filing wagons and production of maneuvers on the railway tracks of non-commodity is outlined in the instructions for servicing and organizing traffic on the railway route of non-commodity, which are not included in the list of applications to travelets.

The procedure for making other information relating to the production of maneuvering work at railway stations is established by the owner of the infrastructure, the owner of the railway path of victim.

61. Turn the station is attached:

1. Large-scale railway station plan.

9. The statement of the occupation of railway receiving and sending railway tracks by passenger, postal and luggage and cargo-passenger trains. The statement of passenger, sorting, cargo and district railway stations is drawn up (except for those where passenger trains follow the relevant main railway tracks without entering other receiving and sending railway tracks), railway stations turnover of passenger, suburban compositions and motor-auditing trains, as well as for those Intermediate railway stations, where the schedule of movement provides for overtaking or crossing passenger, postal and luggage and cargo-passenger trains with other trains of the same categories.

10. Regulation of negotiations on radio communications during maneuver work.

Railway transport today is leading among universal types of passenger and freight in many large countries The world, including in Russia. This is primarily due to geographical features. In the territories of great length, moving around the railway is convenient, economically, relatively safely.

Ground rail transport is rooted in the distant past. It is known that in deep antiquity people had no need to move large cargo. All you need has been transferred to yourself. With the development of civilization, transport was improved. The rafts were used on the water, then the boats. On land - carts harvested by animals.

Appeared around the XVI century. Then wooden beds were used to deliver cargo from mines and mines. But, as you know, wood is not the highest strength. For long distances and for a long time such transportation was impossible. The science of the past found a way out. But the first terrestrial railway path had an industrial value. It was intended to deliver coal from the mines to the villages of Wallaton and the shooter under Nottingham. And already in the XVIII century, the world saw the first Russian cast iron flair for 160 meters long.

At first, only wide railways were built in the world. Practical appeared only in the XIX century. They quickly received recognition, distribution. Soon the narrow-chain railways were used not only between raw materials bases and industrial enterprises. They connected remote areas different countries with their economic centers.

In the twentieth century, the development of railway transport was experiencing different stages. In the last years of the existence of Tsarist Russia, narrow scenes were actively built. After the revolution and with the emergence of the USSR, some calm came. Stalin's era gave a new impetus in Russia. They became famous "camp lines." After the collapse of the gulag system, the narrow scenes ceased to be actively constructed. In general, such railways were used largely in Russia until the 1900s.

Today in most countries of the world, railway transport is divided into industrial, urban (trams) and common use (passenger, cargo intercity). Modern formulations are little reminded of their predecessors from the XIX century. The history of railway transport is a path in length in two centuries from the first locomotive in 1803 through electric locomotives and diesel locomotives of the beginning of the twentieth century before and. Today there is a civil, military equipment technique.

The development history of railway transport includes the names of engineers and mechanics from different countries: (Scotland), (France), (England), (England), (Russia), (England), Rudolph Diesel (Germany), Russian engineers, inventors, many others.

Today, many countries are associated with a network of railways. You can travel by train to almost any European state, the pearls of the Middle East. The Indochinese railway network connects Cambodia, Malaysia, Thailand, Laos, Singapore. Trains on North, 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 confidently moving forward.

Since the wooden canvas quickly accounted for disrepair, it was a promotion of inventors to turn to more durable materials such as iron or cast iron. But this modernization was not over, due to the frequent gatherings of the carts from the rut, peculiar edges were invented (cuts).

The idea of \u200b\u200bcreating rail transport came to the head of humanity back in ancient times. Thus, in ancient Greece, there was a so-called diolk, which is a stone path, according to which the wolves moved heavy ships through Corinthian experiencing. Then the guides were deep gutters, in which they were greased with animal fat.

Initially, the railway ross was very wide. This was determined by the fact that a large distance between the wheels was considered as safer, since a narrow rod for a long time considered a much more often susceptible to emergency situations associated with gatherings and turning into cars. Therefore, the first railways with a narrow rod began to appear only after a few decades after the emergence of broad-leaved "fellow".

Already by the beginning of the 20th century, there was a rather impressive number of railway tracks with a narrow rod. Basically, the target focus of the use of this type of railway canvas was quite narrow - the narrow scenes were widely used to transport peat and wood. In the future, these are these railway branches and will become the basis for the formation of narrow-sole railways in our state.

In the UK, there were quite a few people who consider railway transport to be very promising, but in addition to them there were also an enemy opponents of railways. So when the question arose about the erection of a new railway line, which informs the Manchester and Liverpool among themselves, there was a great many sense and discussions on this matter.

At the grounds approached by the city of Darlington, there was a huge number of coal mining mines, of which the coal was delivered to Stockton (city in TIS) and from there reached the ports of the North Sea. This transmission was initially carried out in the carts, driven by horses, which occupied quite a large amount of time and was very unproductive.

Over time, it became clear that the transportation of passengers and goods on railway transport is two incommensurable different things. So different that they require not only a different type of wagons in the train, but also completely diverse locomotives. If the passengers are primarily smoothness and high speed, then with freight transportation, the priority is given to power and high level of thrust force.

In the thirties of the XIX century, the extensive land in the territory of the then Perm province belonged to the breeder named Ivan Demidov. These were cast iron and copper-smelting factories, as well as iron-receiving enterprises and mines. In total, about forty thousand souls of serfs worked on Demidov's landowner, one of which was Efim Cherepanov.

England became the birthplace of the first railway line of public use, and here such a type of transport was originated as an underground railway. The prerequisites for the construction of the subway were several. The main one is taken to be the fact that already in the first half of the XIX century in London, people learned and felt the meaning of the concept of "street traffic jams".

Once for pumping water in mines and at ship repair enterprises, the Newcomine Steam Machine was successfully used, which lasted for more than 50 years. At the same time, the whole design had impressive dimensions and demanded a permanent replenishment of coal reserves. At times, to supply the steam machine with fuel, it was necessary to use up to 50 horses. In general, all indicated that this unit requires improvement, the whole issue consisted only in who this idea would come to mind first.

This unit, invented by French Nicolas-Jose Kyuno, was a fairly overall design. To a large platform, which became the first prototype of the simultaneously locomotive and car, three wheels were traditionally, and the front serrated the role of the steering. A steam boiler was enshrined in the front wheel area, and next to it is a two-cylinder steam engine. There was also a seat for the driver, and the "body" of the cart was intended for the carriage of military goods.

The history of modern steam locomotives is inherently connected with the first experiments on the creation of compact steam engines. In this case, at the end of the 18th century, the famous English engineer James Watt reached great success. Its mechanisms were used in many industries and in order to pump water from mines.

Many mistakenly believe that it was George Stephenson for the first time invented and constructed modern steam locomotive. However, this is not the case, the English engineer entered world history Technicians as the first person who managed to prove the indisputable advantage of the locomotive transport in front of the horse pull.

The work of the father and the son of Cherepanovy became a bright page in the history of not only Russian appliances, but were of great importance for the entire emerging station building industry. And it all started with the design of steam machines, the first of which had the power of only 4 horsepower. A great influence on Senior Cherepanov, Efima, was a trip to England, where he was able to see Stephenson's steam success with his own eyes.

The creators of the first moving mechanisms on the rails were very worried that smooth wheels of their units will begin to buck and lose clutch with the railway web. And, despite the fact that by that time the train station was already constructed, successfully transporting passengers and cargoes, the experiments in this direction continued.

For the first time, the internal combustion engine used to move the locomotive was designed by the German Gottlomb Daimler engineer. And the demonstration of the new moving mechanism was produced on September 27, 1887. Residents of Stuttgart and guests of the city could observe the movement of Moters with a narrow-chain transmission, which was driven by a two-cylinder internal combustion engine.

For a long time, the manufacturers of locomotives compete and collaborated, trying to determine their optimal design and argue layout. In the 20s of the twentieth century in the young Soviet Republic, work was carried out to create two cars at once for the transport of goods and passengers. These were the diesel locomotive of Gakkel and Lomonosov.

At the end of World War II, many industrial giants gradually began to reoriented to the products of a peaceful nature. At this time, the diesel traction is more profitable from an economic point of view continues to close the steam locomotive on all fronts. In the United States of America, GENERAL MOTORS has a leading position in the field of heat-building. Along with another technical "monster", General Electric, this North American manufacturer today is one of the industry flagships.

Before the focus of Russian heat-building focused on the implementation of the ideas of Jacob Gakkel and Yuri Lomonosov, many projects were considered in scientific circles. Some of the developments turned into prototypes, and some remained on paper, today the story remembers both of those and others.

The idea of \u200b\u200busing electrical energy to power the machines that make mechanical work has appeared quite a long time. So, in 1834, the Jacobi explorer constructed an electric motor with a rotating anchor, subsequently its development provided big influence The development of electrical traction ideas.

Even the wagons that the Russian Empire acquired abroad, still had to redo and adapt to local conditions. After all, abroad the wagons were intended for trips to rather short distances with frequent parking lots and use in countries where the climate was essentially softer than in Russia.

Back in the period of construction of the very first railway of the public destination laid between Manchester and Liverpool, some ill-wishers interpreted about the project manager George Stephenson, that he had a new construction site only in order to find a practical application of steam locomotives made on a personal Stephensonian steam-employment plant .