All about railway transport. Railway transport

Railway transport today is the leading among universal types of passenger and cargo transportation in many large countries of the world, including Russia. This is due, first of all, to geographical features. In long-distance areas, traveling by rail is convenient, economical, and relatively safe.

Surface rail transport has roots in the distant past. It is known that in ancient times people did not have the need to move large cargo. Everything that was needed was carried on oneself. With the development of civilization, transport also improved. Rafts and then boats were used on the water. On land there are carts drawn by animals.

Appeared around the 16th century. At that time, wooden planks were used to deliver goods from mines and mines. But, as you know, wood is not a material of the highest strength. It was impossible to carry out such transportation over long distances and for a long time. The science of the past has found a way out. But the first above-ground rail track also had industrial significance. It was intended to transport coal from the mines to the villages of Wollaton and Strelley near Nottingham. And already in the 18th century, the first Russian cast-iron track with a length of 160 meters saw the light of day.

At first, only wide railway tracks were built in the world. Practical ones appeared only in the 19th century. They quickly gained recognition and distribution. Soon, narrow-gauge railways began to be used not only between raw material bases and industrial enterprises. They connected remote areas of various countries with their economic centers.

In the twentieth century, the development of railway transport went through different stages. In the last years of Tsarist Russia, narrow-gauge railways were actively built. After the revolution and with the emergence of the USSR, there was a certain calm. The Stalin era gave a new impetus to Russia. They became the famous "camp lines". After the collapse of the Gulag system, narrow-gauge railways ceased to be actively built. In general, such railways were used on a large scale in Russia until the 1900s.

Today, in most countries of the world, railway transport is divided into industrial, urban (trams) and general use (passenger, intercity freight). Modern compositions bear little resemblance to their predecessors from the 19th century. The history of railway transport is a two-century journey from the first steam locomotive in 1803 through electric and diesel locomotives of the early twentieth century to and. Today there is equipment for civilian and military purposes.

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

Today, many countries are connected by a network of railways. You can get by train to almost any European state, the pearls of the Middle East. The Indochinese railway network connects Cambodia, Malaysia, Thailand, Laos, and Singapore. Trains run throughout North and South America, Africa, the Arabian Peninsula, Haiti, the Philippine Islands, Australia, Sri Lanka, New Zealand, Madagascar, Cuba, Fiji, Jamaica, and Japan. And progress in the field of railway transport is confidently moving forward.

Since the wooden canvas quickly deteriorated, this prompted the inventors to turn to more durable materials, such as iron or cast iron. But the modernization did not end there; due to the frequent derailment of carts, unique edges (edges) were invented.

The idea of ​​​​creating rail transportation came to the minds of representatives of mankind back in ancient times. Thus, in Ancient Greece there was a so-called diolcus, which was a stone path along which heavy ships were dragged across the Isthmus of Corinth. Then, deep gutters acted as guides, in which runners lubricated with animal fat were placed.

Initially, the railway track was very wide. This was due to the fact that a large distance between the wheels was considered safer, since a narrow gauge had long been considered much more susceptible to emergency situations involving derailments and overturning of wagons. Therefore, the first narrow-gauge railways began to appear only several decades after the appearance of their broad-gauge “brothers.”

Already by the beginning of the 20th century, a fairly impressive number of narrow gauge railways existed in the vastness of Russia. Basically, the target use of this type of railway track was quite narrow - narrow-gauge railways were widely used for transporting peat and wood. In the future, it is these railway lines that will become the basis for the formation of narrow-gauge railways in our state.

There were quite a few people in Great Britain who considered railway transport very promising, but besides them there were also ardent opponents of the construction of railways. And then, when the question arose about the construction of a new railway line connecting Manchester and Liverpool, a great many rumors and discussions arose about this.

On land close to the city of Darlington, there were a huge number of coal mines, from which coal was delivered to Stockton (a city on the Tees) and from there it reached the North Sea ports. This transportation was initially carried out in carts driven by horses, which took quite a lot of time and was very unproductive.

Over time, it became clear that the transportation of passengers and goods by rail are two incommensurably different things. So different that they require not only different types of cars in the train, but also completely different locomotives. If for passengers the priority is a smooth ride and high speed, then for cargo transportation priority is given to power and a high level of traction force.

In the thirties of the 19th century, vast lands on the territory of the then Perm province belonged to a breeder named Ivan Demidov. These were iron and copper smelters, as well as iron manufacturing plants and mines. In total, about forty thousand souls of serfs worked for the landowner Demidov, one of whom was Efim Cherepanov.

England became the birthplace of the first public railway line, and this is where the form of transport known as the Underground Railroad originated. There were several prerequisites for the construction of the subway. The main one is considered to be the fact that already in the first half of the 19th century in London, people learned and experienced the meaning of the concept of “street traffic jams”.

The Newcomen steam engine was once successfully used to pump water in mines and ship repair facilities, which lasted for more than 50 years. At the same time, this entire structure had impressive dimensions and required constant replenishment of coal reserves. At times, up to 50 horses had to be used to supply the steam engine with fuel. In general, everything indicated that this unit required improvement; the only question was who would come up with this idea first.

This unit, invented by the Frenchman Nicolas-José Cugnot, was a fairly large design. Three wheels were attached to the large platform, which became the first prototype of both a steam locomotive and a car, with the front one acting as a steering wheel. A steam boiler was also fixed in the area of ​​the front wheel, and next to it was a two-cylinder steam engine. There was also a seat for the driver, and the “body” of the cart was intended for transporting military cargo.

The history of modern steam locomotives is integrally connected with the first experiments in creating compact steam engines. In this matter, at the end of the 18th century, great success was achieved by the famous English engineer James Watt. Its mechanisms were used in many industries and for the purpose of pumping water from mines.

Many people mistakenly believe that it was George Stephenson who first invented and designed the modern steam locomotive. However, this is not so; the English engineer entered the world history of technology as the first person who managed to prove the undeniable advantage of steam locomotive transport over horse traction.

The works of father and son Cherepanov became a bright page in the history not only of Russian technology, but were of great importance for the entire nascent locomotive industry. And it all started with the design of steam engines, the first of which had a power of only 4 horsepower. The elder Cherepanov, Efim, was greatly influenced by a trip to England, where he was able to see Stephenson’s steam brainchild with his own eyes.

The creators of the first mechanisms moving on rails were very worried that the smooth wheels of their units would begin to slip and lose traction with the railway track. And, despite the fact that by that time the Trevithick steam locomotive had already been designed, which successfully transported passengers and cargo, experiments in this direction continued.

The first internal combustion engine used to move a locomotive was designed by the German engineer Gottlieb Daimler. A demonstration of the new moving mechanism was made on September 27, 1887. Residents of Stuttgart and guests of the city could observe with their own eyes the movement of a motrice with a narrow-gauge transmission, which was driven by a two-cylinder internal combustion engine.

For a long time, locomotive manufacturers competed and collaborated to determine their optimal design and unit layout. In the 20s of the twentieth century, work was carried out in the young Soviet republic to create two vehicles at once for transporting goods and passengers. These were the diesel locomotives of Gakkel and Lomonosov.

After the end of World War II, many industrial giants gradually began to reorient themselves towards products of a peaceful nature. At this time, diesel traction, which is more profitable from an economic point of view, continues to push out steam locomotive traction on all fronts. In the United States of America, the leading position in the field of diesel locomotive construction is occupied by General Motors. Along with another technical “monster”, General Electric, this North American manufacturer is still one of the industry’s flagships today.

Before the main attention of the Russian diesel locomotive industry was focused on the implementation of the ideas of Yakov Gakkel and Yuri Lomonosov, many projects were considered in scientific circles. Some of the developments grew into prototypes, and some remained on paper; today history remembers both of them.

The idea of ​​using electrical energy to power machines that perform mechanical work appeared quite a long time ago. Thus, back in 1834, researcher Jacobi designed an electric motor with a rotating armature; subsequently, his developments had a great influence on the development of ideas of electric traction.

Even the carriages that the Russian Empire acquired abroad still had to be rebuilt and adapted to local conditions. Indeed, abroad, the cars were intended for travel over fairly short distances with frequent stops and for use in countries where the climate was significantly milder than in Russia.

Even during the construction of the very first public railway, laid between Manchester and Liverpool, some ill-wishers talked about the project manager, George Stephenson, that he started this whole construction project only in order to find practical use for the steam locomotives manufactured at Stephenson’s personal locomotive plant. .

Transport infrastructure plays a primary role in strengthening and maintaining the state economy. Thanks to the development of railway transport in Russia, which transports large-sized and multi-ton cargo, the full functioning of all sectors of the national economy, supplying regions and industrial enterprises is ensured. Railway transport is of great importance for ensuring the economic security and integrity of the country.

Russian Railways

Today, Russian Railways is a comprehensive transport system with many thousands of passenger traffic and cargo turnover. Actual indicators of technical equipment indicate real prospects for the development of railway transport in Russia. It can be briefly described using the following data:

• operational length - more than 90 thousand km;
• the total length of double-track lines is more than 40 thousand km;
• electrified lines - about 40 thousand km;
• the length of the main routes is 126.3 thousand km.

The rolling stock and domestic railway infrastructure make it possible to carry out freight transportation on trains weighing 10-12 thousand tons.

The railway transport network occupies a leading position among all modes of transport. Despite the fact that bus and air services have been intensively developing over the past decades, Russian Railways remains the main instrument for ensuring the massive movement of goods and passengers both within the country and abroad.

The first railway tracks

The history of the development of railway transport in Russia dates back to the middle of the 16th century. The first analogues of modern rail tracks arose in the territory of stone and sand quarries, in mining excavations and coal mines. At that time, the road consisted of long tracks made of wooden beams. Along these routes, horses could carry heavier loads than on regular country roads. The beams quickly wore out, causing the carts to often go off track. In order for wooden beds to last longer, they began to be reinforced with iron, and in the 18th century - with cast iron sheets. The edges on the beds helped prevent the carts from leaving the tracks.

Thus, in Petrozavodsk in 1778, a cast iron rail road was built, the length of which was 160 m. At that time, the tracks were built much narrower than modern ones (no more than 80 cm), and the rail itself was angular.

The period of development of railway transport in Russia in the first half of the 19th century was characterized by a more intensive pace. 30 years after the construction of the first 160-meter cast-iron track, a two-kilometer horse-drawn cast-iron road appeared. A significant leap in the history of the development of railway transport in Russia occurred in the period from the second half of the 19th to the beginning of the 20th century.

Thus, in 1913, the mileage of the railway network within the current borders of the country reached almost 72 thousand km. At the same time, the paths were placed chaotically and unevenly. The majority of roads were located in the European part of Russia. The locomotive fleet consisted of low-power steam locomotives (500-600 hp), and two-axle freight cars had an average load capacity of 15 tons.

Development strategies for Russian railways

In 2008, the Government approved a concept for improving the railway infrastructure until 2030. The strategy for the development of railway transport in Russia contains a description of a set of planned measures to create and improve rail roads, improve existing ones and adopt new requirements for rolling stock.

This program is divided into two stages. The first was implemented between 2008 and 2015, the second was launched in 2016. The development of railway transport in Russia is based on the principles of increasing the resource and raw material potential of the industry and introducing innovative modern technologies. The current Strategy involves the construction of more than 20 thousand km of roads by 2030.

To date, the construction of railways has already been completed with the following messages:

• Polunochnoe - Obskaya - Salekhard (length about 850 km);
• Prokhorovka - Zhuravka - Bataysk (the total length of the tracks is about 750 km);
• Kyzyl - Kuragino (460 km);
• Tommot - Yakutsk, including the section on the left bank of the Lena (550 km).

If the planned measures for the construction and commissioning of rail roads are implemented, the total length of the tracks by the end of the period will increase by 20-25%. The document, which defines the role of the prospects for the development of railway transport in Russia, focuses on the importance of this system of passenger and freight traffic for solving problems of strengthening economic sovereignty, national security and increasing the level of defense capability. In addition, the above Strategy implies a reduction in total costs in the transport segment of the national economy. An interesting detail in this context is that this kind of plan, which is being implemented in parallel with the Transport Strategy of the Russian Federation, was drawn up exclusively for the development of railway transport in Russia.

The real state of affairs in the railway infrastructure

In recent years, Russian railways have seen a decline in production and a decline in labor productivity indicators. The rolling stock used not only prevents an increase in freight turnover, but also contributes to an increase in the number of accidents on the ruts. Urgent reconstruction and major repairs are required for a significant number of train stations and train stations.

Today, the railways of our country operate trains, wagons, locomotives and special equipment produced in the USSR, Germany and Czechoslovakia. The issue of production of new equipment is under the control of the commercial holding companies Transmashholding, Sinara, ICT and the state enterprise Uralvagonzavod. Over the past ten years, the rolling stock on the most popular routes "Moscow - St. Petersburg" and "St. Petersburg - Helsinki" has been replenished with high-speed trains from the German company Siemens and the French manufacturer Alstom.

The main player on whom the prospects for the development of railway transport in Russia depend is JSC Russian Railways. The companies of this largest holding company in the country own their own railway infrastructure, a fleet of wagons and rolling stock.

Freight transportation on Russian Railways

In Russia there are several types of freight traffic on rail tracks:

• local - within the same route;
• direct - within the boundaries of one or several railway junctions using a single travel document;
• direct mixed - implies combined transportation by several modes of transport (in addition to rail, water, road, air, water-vehicle, etc. can be used);
• direct international - is carried out when transporting cargo on road sections of two or more countries under a single document.

Features of the development of railway transport in Russia, engaged in the transportation of goods, lie in the differences in delivery speed. Thus, the bulk of freight trains transport goods that do not require specific transportation conditions. Cargo compartments in passenger trains (luggage compartments) are designed for the transportation of mail, correspondence, and personal belongings of passengers. High-speed rolling stock is used to deliver perishable goods. The maximum permissible speed at which trains can travel is 160 km/h.

Features of surface rail roads in the capital

The development of railway transport in Moscow may be the envy of other regions. Despite the demand for constantly modernizing metro lines, it is planned to build and reconstruct about 80 kilometers of rail tracks in the capital over the next 2-3 years. By 2019, according to a representative of the Moscow urban planning complex, five new stations will appear within the city.

Despite the fact that just a few years ago, intracity and intercity electric train services in Moscow were considered outdated and ineffective, today experts say: surface railways are capable of providing the same carrying capacity, the same frequency of movement, volume of transportation and passenger comfort as those available in Moscow. metro. In addition, the capital authorities are confident that the construction of railways is a less expensive industry than the construction of a metro.

The length of the Moscow railway is more than 13 thousand kilometers, despite the fact that this type of transport serves about 30 million passengers, which is approximately a fifth of the Russian population. Another feature of the development of railway transport in Moscow is that the infrastructure extends far beyond the boundaries of the agglomeration and covers about ten constituent entities of the Central Federal District. The thing is that the capital's railway was originally intended as an inter-subject infrastructure that would allow solving interregional and intercity transport communication problems. Fundamental changes have occurred since the launch of the MCC.

Moscow ring railway artery

Central, which launched the MCC, explained the success of the project by the emergence of the actual possibility of movement in any direction by rail with a transfer. This system of commuter trains was created with the aim of integrating radial stations. Now Muscovites and guests of the capital have no problems traveling outside the Moscow Ring Road. So, for example, it won’t be difficult to get from the Kazan direction to Severyanin by transferring to the MCC along Freser or towards the Yaroslavl highway.

Since the opening of the Moscow Central Circle, almost 100 million passengers have traveled along it in less than a year. Despite the increased popularity of electric trains, they are still used as an alternative and additional type of railway transport in Russia. The stages of development of the MCC are being implemented along the path of strengthening the integration of the metro with the surface railway network.

The main problems of railways in our country

Along with the strengthening of the industrial economic sector, the stage of formation and development of railway transport in Russia is taking place. The problems in this area are gaining significance against the backdrop of global trends in technological and technical modernization, and the introduction of innovative developments in railway transport.

At the moment, it is necessary to strive to reduce the gap between the quality of Russian railways, rolling stock and infrastructure of foreign competitors. In order to first of all, it is necessary to consistently solve the main industry problems and eliminate a number of issues that impede the targeted development of railway transport in Russia.

It is necessary to proceed from the fact that the main goal of the functioning of the railway system is fast, convenient, inexpensive (that is, economically profitable) and safe transportation of passengers and delivery of goods not only within the country, but also abroad. The main problems of Russian railways as an integral infrastructure are two negative predetermining factors:

• lack of economic progress and efficiency in the provision of transport services, including a lack of speed of movement, low level of comfort with unreasonably high costs of passenger transportation;
• low degree of technical reliability and operational safety of trains and rail tracks.

The first group includes collisions in the technological and management sectors, which nullify the feasibility of the railway infrastructure and hamper the growth of its financial efficiency. The second category includes the difficulties of technical production, equipment and operation: problems of safe operation of equipment, technical means, the lack of a fully functioning labor protection model for industry employees, and adverse environmental impacts on adjacent territories. These problems will only get worse as railway transport develops in Russia.

Briefly about ways to solve problems

To eliminate the described imperfections in the domestic railway infrastructure, it will be necessary to take a set of measures to effectively modernize it, guaranteeing the integrity and strengthening of the economic space of the Russian Federation, but at the same time not infringing on the constitutional rights of citizens to freedom of movement. The current Strategy implies a step-by-step solution to the problems of railway transport by creating conditions in Russia for achieving the fundamental geopolitical and geo-economic goals of the state. No less important is the reboot and renewal of the existing infrastructure base, which is fundamentally important for the socio-economic growth in the country. For the development of the railway transport industry it is also necessary:

• ensure transport accessibility for points of resource provision and production progress;
• allocate additional jobs, provide railway transport workers with social guarantees, including the right to annual rest, the right to treatment, and education;
• bring the level of quality and safety of passenger transportation in line with the requirements of the population and international standards;
• ensure maximum carrying capacity and reserves to create the optimal number of offers when market conditions fluctuate;
• continue integration into the international railway system;
• maintain a high level of skills to act in emergency situations that meet the requirements of defense capability and safety;
• strive to increase the investment attractiveness of railway infrastructure;
• maintain social stability in the industry and ensure a decent quality of life for workers, respect the priority of youth policy and support for industry veterans;
• implement high standards of labor productivity with sustainable provision of the transportation process by qualified specialists.

Is it worth developing railway transport?

In the age of all-consuming integration processes, the railway infrastructure has acquired the status of a mechanism, a kind of lever for the division of labor. In addition, the railway sector can be considered as a strategic object of influence of globalization processes in the world. Russian railways are also a knowledge-intensive theoretical area of ​​economics. In order to maintain the achieved positions and continue to improve the infrastructure, it is important to create all the conditions for carrying out the latest scientific and technical developments in the country.

Railway tracks in Russia increase by several thousand kilometers every year. The railway transport sector is an integral segment of the modern economy of developed countries.

Rail transport plays an important role in the functioning and development of the country's commodity market and in meeting the population's needs for movement. It is the main link in the transport system of Russia and most CIS countries. The special role of the railways of the Russian Federation is determined by long distances, the absence of inland waterways in the main East-West communications, the cessation of navigation on rivers in winter, and the remoteness of the main industrial and agricultural centers from sea routes. In this regard, they account for almost 50% of cargo turnover and more than 46% of passenger turnover of all types of transport in the country.

The main area of ​​application of railway transport is mass transportation of goods and passengers in interdistrict (interregional), intercity and suburban communications, with freight traffic predominating, which accounts for over 80% of income. Passenger transportation by rail is dominated by suburban and local traffic (about 90% of the total number of passengers). Long-distance passenger transportation accounts for over 40% of passenger turnover.

The importance of Russian railways in the development of interstate relations with the CIS countries and international transportation is great. Historically, railway transport in Russia, and then the USSR, developed as a single structure with the same, different from the Western, rail gauge (1520 mm) and rational placement of technical equipment and auxiliary production throughout the country. The total operational length of steel main lines in the USSR 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 went to the Russian Federation. The material and technical base was also torn apart, in particular repair services, locomotive and carriage building. Currently, domestic production of technical equipment for railways (electric trains, freight and passenger cars) is being established, cooperation and mutually beneficial cooperation with the CIS countries and other states on these issues is being developed. The density of the railway network in Russia is 0.51 km per 100 km 2, which is significantly lower than the density of railways not only in developed countries, but also in most 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 per 100 km 2). It is obvious that the construction of new railway lines is necessary in Russia, especially for the development of large deposits of fuel and raw materials in the east of the country.

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

The possibility of constructing on any land territory, and with the help of bridges, tunnels and ferries - implementing railway communications with separated, including island, territories (for example, between the mainland and Sakhalin Island);

Mass transportation and high carrying capacity of railways (up to 80-90 million tons of cargo on a double-track line or 20-30 million tons on a single-track line per year);

Versatility of use for the transportation of various goods and the possibility of mass transportation of goods and passengers at high speed;

Regularity of transportation regardless of the time of year, time of day and weather;

The ability to create a direct connection between large enterprises along access railway tracks and ensure the delivery of goods according to the “door to door” scheme without expensive transshipments;

Compared to water transport, as a rule, the transportation route for goods is shorter (on average by 20%);

Relatively low cost of transportation compared to other modes of transport, except pipeline.

Rail transport will continue to remain the country's leading transport, however, the pace of its development may be slower than road, pipeline and air transport, due to their insufficient development in our country. In addition, one should take into account increasing competition in the transport market, technological progress and some disadvantages of railways - the capital intensity of construction and the relatively slow return on advanced capital (6-8 years, and sometimes more). The construction of 1 km of single-track railway (in late 1995 prices) in moderately difficult 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 constructing a double-track line is usually 30-40% higher than a single-track line. Therefore, the return on capital costs in railway construction largely depends on the capacity of the developed freight and passenger flows on the new line. Typically, per unit of investment in the development of railway transport there are more products (ton-kilometers) than in other modes of transport (with the current distribution of traffic).

Railways are large consumers of metal (almost 200 tons are required per 1 km of track). In addition, rail transport is a very labor-intensive industry, with labor productivity lower than in pipeline, sea and air transport (but higher than in road transport). On average, per 1 km of operational length of Russian railways there are almost 14 people employed in transportation, and in the USA - 1.5 people with approximately similar volumes of transport work.

The disadvantages of Russian railways also include the currently low level of quality of transport services provided to customers. At the same time, the good technical equipment and advanced technologies of Russian railways allow it to remain a completely competitive mode of transport.

The main elements of the technical equipment of railway transport are a rail track with artificial structures, stations and separate points with appropriate facilities, rolling stock (cars and locomotives), power supply devices, special means of regulating and ensuring traffic safety and managing the transportation process.

The railway track is a subgrade with a ballast prism made of crushed stone or gravel, on which reinforced concrete or wooden sleepers with steel rails attached to them are placed. The distance between the inner edges of the heads of two parallel rails located on sleepers is called the gauge. In Russia, the CIS countries, the Baltic states and Finland it is 1520 mm. In most European countries, the USA, Canada, Mexico, Uruguay, Turkey, Iran, Egypt, Tunisia, Algeria, the railway gauge is 1435 mm. This is the so-called normal or Stephenson gauge. In some countries (India, Pakistan, Argentina, Brazil, Spain, Portugal) railways have two types of broad gauge - 1656 and 1600 mm. In Japan, for example, they use medium and narrow gauge - 1067, 1000 and 900 mm. There are also short-length narrow-gauge railways in Russia.

The length of the railway network is compared, as a rule, by the operational (geographical) length of the main tracks, regardless of their number and the length of other station tracks. The expanded length of railways takes into account the number of main tracks, i.e. the geographical length of a double-track section is multiplied by 2. Double-track insertions on single-track lines are also taken into account. The total length of Russian railways as of January 1, 1995 was 126.3 thousand km. More than 86% of this length is occupied by tracks with heavy steel rails of the P65 and P75 type, laid on wooden (75%) and reinforced concrete (25%) sleepers and, mainly, crushed stone, gravel and asbestos (on the main tracks) ballast. Along the entire route there are more than 30 thousand bridges and overpasses, a large number of tunnels, viaducts and other artificial structures. The length of electrified railway lines is 38.4 thousand km, or 43.8% of the operational length of the network.

There are over 4,700 railway stations on the Russian railway network, which are the main freight and passenger generating points. Large passenger, cargo and marshalling stations have capital buildings and structures - stations, platforms, cargo areas and sites, warehouses, container terminals, loading and unloading mechanisms, branched rail tracks and other devices and equipment.

At large technical stations there are locomotive and carriage depots, enterprises for distance service, signaling and communications, cargo and commercial work, and centers for corporate transport customer service. Freight stations of cities and industrial centers, as a rule, are connected by rail with numerous access railway tracks of industrial, commercial, agricultural and other enterprises and organizations, as well as with existing sea and river ports, oil depots, etc.

Russian railways have a powerful fleet of modern locomotives - electric and diesel locomotives, mainly of domestic production. They carry out almost the entire volume of freight and passenger transportation, including 72.7% with electric and 27.3% with diesel traction. The total fleet of locomotives in the Ministry of Railways system in 1998 was about 20 thousand units. Among them are such powerful freight and passenger six- and eight-axle electric locomotives as VL60, VL80, VL85, as well as ChS7 and ChS4 produced in Czechoslovakia; two-, three- and four-section diesel locomotives TEYU, TE116, TEP60, TEP70, TEP80 and others

with a capacity of 3 to 8 thousand kW or more, shunting diesel locomotives TEM2, TEM7, ChMEZ, etc. Suburban passenger traffic uses electric trains of the ER2, ERZ, ER9P and ER9M types, as well as diesel trains D1, DR1 and DR2. To develop high-speed passenger traffic, the ER200 electric train was created, reaching a speed of 200 km/h. Work is underway to design and produce new locomotives and electric trains capable of achieving a technical speed of 300 km/h (for example, the Sokol high-speed train). The current locomotive fleet provides an average local speed of passenger trains of 47.1 km/h and freight trains of 33.7 km/h. The average technical speed of trains is approximately 15-20 km/h higher than the local speed, which takes into account the time of intermediate stops.

The fleet of freight cars (more than 700 thousand units) consists mainly of four-axle cars of predominantly metal construction with a carrying capacity of 65-75 tons. The structure of the fleet is dominated by gondola cars (41.7%), platforms (10.8%), tanks (11. 9%), including eight-axle and covered wagons (10.2%). The share of specialized rolling stock is insufficient and amounts to 32% of the fleet, including refrigerated cars and tanks. The container system, especially heavy-duty containers for intermodal transport, is still underdeveloped.

The fleet of passenger cars consists of all-metal cars equipped with four- and two-seater compartments, reserved seats or sofas for sitting with combined (electric-coal) heating, fluorescent lighting and air conditioning.

All freight and passenger cars are equipped with an automatic coupler and automatic brakes, over 60% of freight cars and all passenger cars have wheel bogies on roller bearings. In recent years, due to the economic crisis, the replacement and renewal of railway rolling stock has slowed down, as a result of which many cars and locomotives are in operation that have exhausted their service life.

The railway network contains a large number of power supply devices (contact network, traction substations), signaling, centralization and interlocking (signaling), telemechanics and automation, as well as communications equipment. There are information and computing centers on all roads. The main information and computing center of the Ministry of Railways is located in Moscow. Transportation control centers (TCC) are being created, and in large transport hubs - automated dispatch control centers (ADCC) for the transportation process.

The total cost of fixed production assets of Russian railways as of January 1, 1999 was more than 230 billion rubles, of which

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

25%). The predominance of the cost of permanent devices in the structure of railway funds reflects the specifics of this type of transport, the complexity of its financial situation during a period of decline in transportation volumes and a decrease in revenue receipts, which are insufficient to maintain a significant permanent part of the resources.

Railway transport in Russia is state (federal) property and managed by the Ministry of Railways, which controls 17 railways, which are state transport enterprises. The Ministry of Railways and territorial departments of railways carry out operational and economic management of the activities of lower structures: departments of roads and linear enterprises, locomotive and carriage depots, stations, track distances, communications, power supply, etc. In addition, the industry has a large number of industrial, construction, trade, scientific, design and educational organizations and enterprises, a solid social sphere (hospitals, dispensaries, housing stock, etc.). In recent years, railways have gained greater economic independence, and many of their industrial and auxiliary enterprises (car repair plants, industrial transport, construction and supply organizations) were separated from the Ministry of Railways system after corporatization and privatization (Zheldorremmash, Vagonremmash, Remputmash, Roszheldorsnab, Zheldorstroytrest, Promzheldortrans, Transrestaurantservice, etc.). Commercial centers and rental enterprises, a banking system, an insurance company (ZHASO) and other market infrastructure organizations have been created.

Despite the difficult financial situation, a sharp decline in transportation volumes, and limited budgetary funds, thanks to maintaining the integrity of the industry in its core activity (transportation), Russian railways stably satisfy the demand for transport services of cargo-owning enterprises and the population. In fact, they operate on self-financing, making substantial tax contributions to the state budget and ensuring industry profitability at 27.9% (1998). Many technical and economic indicators of the railways’ operation are generally maintained at an average level without sharp fluctuations (Table 4.1).

As you can see, railway transport in Russia as a whole is a profitable sector of the country's national economy. However, the decline in traffic volumes puts railways in difficult conditions. It should be noted that the decline in transportation is associated not only with the economic crisis and a decrease in industrial production, but with increasing competition from other modes of transport, especially road transport.

The result of the decline in transportation volumes is a sharp decrease (almost twofold) in the quality indicators of the railways - the productivity of rolling stock and labor productivity (see Table 4.1). Despite the decrease in the volume of work, the number of workers employed in transportation did not decrease during this period and amounted to almost 1.2 million people. Concern for retaining qualified personnel and social protection of workers is, of course, an important consideration. However, the economic situation requires a more flexible approach to the profitable operation of the industry, especially since labor productivity on domestic railways is several times lower than in developed countries.

From the table 4.1 shows that during the period of market reforms, railway expenses increased without taking into account the denomination of the ruble by 4260 times, and income from core activities - only by 3936 times. This indicates that the reproaches of some cargo owners, especially the fuel and raw materials complex, about excessively high railway tariffs that hinder the development of these industries are unfounded. However, recently, through the conclusion of inter-industry business agreements and the introduction of flexible tariffs taking into account the cost of goods

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

Despite financial difficulties, in railway transport

technical reconstruction and electrification of certain

Table 4.1

Technical and economic indicators of railway operation

Index	1990	1995	1996	1997	1998
Cargo transported, million tons	2140,0	1024,5
Freight turnover, billion tariff tons km	2523,0	1213,7
Average transportation distance, km
Average freight density, million tons km/km	25,2	16,0	15,0	14,8 .	13,5
Average daily locomotive productivity, thousand tons km gross		802,0
Average productivity of a freight car per day, t km, net per 1 t of carrying capacity	134,9	116,4	121,5	120,2	121,0
Weight of cargo. trains, t gross
				54,8	56,9	57,3	57,5	57,8
Average population g.che	32,0	29,4	29,0	28,8	28.2
Number of workers employed in transportation, thousand people.	1119,2	1158,5
Revenue from transportation, billion rubles	25,0 2,7			91511 721	98,4* 1,1*
Income from other types of activities, billion rubles.
Basic expenses. activities billion rubles	18,2				77,6*
Profit for all types of activities, billion rubles.	7,6		-1247		21,9*
Cost of transportation, rub./10 pr. t km	0,044	390,5	635,6	661,9	0,596*
Income rate for freight transportation, rub./10 t km	0,060	420,8	627,2	714,9	0,757*
Profitability, %	40,7	26,1	-1,5	9,7	27,9

* In denominated terms

plots on a small scale and new railway construction. The Amur-Yakutsk highway is being built from Berkakit to Yakutsk (500 km), a line from Labytnanga to Bovanenkovo ​​on the Yamal Peninsula, etc. A program has been developed for the construction of a high-speed highway St. Petersburg-Moscow parallel to the existing line. A lot of work is being done to reconstruct and build railway stations, create centers for branded transport services for cargo owners, increase the number of branded passenger trains, develop suburban transportation, introduce double-decker passenger cars, etc.

The measures taken by the state to improve the economy will help stabilize transportation volumes and improve the performance of Russian railways. This will also be facilitated by closer interaction between the roads of the CIS countries, which have developed for many decades as a single infrastructure complex. Currently, the CIS Railway Transport Council is actively working on the integration of the railways of the former USSR.

Land transport.

Railway transport– a type of transport that transports goods along rail tracks in wagons (trains) using locomotive traction. railway track – a complex of structures and devices that form a road with a guide rail track for the movement of railway rolling stock. The main elements of a railway track: superstructure, subgrade, engineering structures (bridges, tunnels...).

Rail transport is an inland mode of transport. Serving transportation in the states of any region, it acquires the significance of an international mode of transport. Railways do not always form a single system due to different gauges. In the Russian Federation, the track corresponds to Western European, but wider than Eastern European.

Advantages railway transport: high throughput and carrying capacity; reliability of operation due to independence from climatic conditions (with the exception of broken electrical wires during natural disasters); the possibility of constructing communication routes on any land and water territory in the presence of ferries; direct connection with industrial and agricultural enterprises of any sectors of the economy (individual sectors have their own access roads to access the main network); mass transportation combined with low cost and fairly high delivery speed; a shorter route compared to natural water transport routes.

Flaws railway transport: “linking” to the track; high initial cost of fixed assets (a carriage is more expensive than a car, but cheaper than an aircraft or sea vessel); high metal consumption, labor intensity, low labor productivity.

The technology of railway transport is complex. This is due to the connection to the railway track. The basis of the work technology is the theory of schedules (traffic schedule); plan for the formation of trains according to travel directions; an agreed plan for the formation of trains on the main line with the operating schedule of the access roads of enterprises connected to the main railway network.

Operating principles of railways:

1. another train cannot enter a busy stretch (to increase capacity, the stages are divided into sections);

2. movement is carried out only by trains (passenger, freight, mail, mixed), which are reorganized along the route;

3. cargo travels between marshalling stations where trains are reorganized;

4. the transport process is managed through a dispatch center;

5. The locomotive crew is changed after 100 – 120 km (water intake is necessary after 600 – 800 km); modern traction allows you to change the crew after 200 - 300 km, and the locomotive - after 1000 km;

6. transportation occurs at different track widths;

7. shipment of goods - by carload, in small batches, by train or by block trains (typical for the transportation of bulk cargo).

The rolling stock of railway transport includes: locomotives (freight, shunting, electric trains for suburban transport and the metro) and cars (freight, passenger, special, specialized by type of cargo).

The emergence and development of railway transport dates back to the first half of the 19th century. and is associated with the rapid growth of the capitalist mode of production. The birthplace of this type of transport is Great Britain.

The first public railway in Russia, with a length of only 26 km, St. Petersburg - Tsarskoe Selo - Pavlovsk, was put into operation in 1837 and had a purely demonstration value. Three years earlier, the factory railway began operating in Nizhny Tagil. Russia was 10–12 years late in organizing railway communication compared to developed countries of that time.

The full-scale beginning of the formation of the domestic railway network dates back to 1851. Then the two-track railway line St. Petersburg - Moscow was put into operation. Subsequently, the construction of highways began in radial directions from Moscow (to Yaroslavl, Nizhny Novgorod, Saratov). And also from grain regions to sea export ports of the Baltic and Black Seas. Railway construction in Russia acquired a particularly large scale at the end of the 19th and beginning of the 20th centuries. In the pre-revolutionary period, the main “backbone” of the country’s modern railway network was formed. By this time, the Trans-Siberian Railway (Moscow - Vladivostok) and railways connecting Moscow with the Caucasus and Central Asia were functioning along their entire length. The St. Petersburg – Warsaw – Berlin highway connected the capital of Russia with the railway network of Western Europe. Highways to Odessa and Murmansk gave St. Petersburg access to the Black and Barents Seas.

During the Soviet period, the main emphasis was not on the construction of new railways, but on the reconstruction and increase in capacity of the busiest existing highways. This approach was completely justified. The concentration of the main freight and passenger flows on relatively few highways made it possible to carry out a corresponding concentration of capital investments in their reconstruction and technical re-equipment. The result is a significant reduction in unit costs for transporting goods and passengers.

By the end of the 80s. The railway lines of the Soviet Union were the busiest in the world. They accounted for about half of the world's rail freight turnover. Moreover, Russian roads were characterized by the most intense train traffic. On the territory of our country there is the busiest highway in the world - the Trans-Siberian Railway. The maximum cargo flow on it is confined to the Novosibirsk - Omsk section, where more than 130 million tons of cargo were transported in both directions in the pre-crisis year of 1990.

The high intensity of traffic on Russian railways has made it possible to carry out such expensive and capital-intensive types of reconstruction as the transition of railway transport to electric traction.

New railways were built mainly in the newly developed regions of Siberia, the Far East and the European North. To relieve the load on the Trans-Siberian Railway, its “back-ups” were built - the South Siberian Mainline (Abakan - Novokuznetsk - Barnaul - Pavlodar - Tselinograd - Magnitogorsk) and the Central Siberian Mainline (Kamen-on-Obi - Kokchetav - Kustanai - Chelyabinsk). A significant part of these roads are in Kazakhstan. Consequently, today they have interstate significance. Along with domestic Russian connections, they play a large role in the international territorial division of labor between Russia and Kazakhstan. Railways were also built to develop the fuel and energy resources of the European (Vorkuta - Konosha) and Western Siberian North (Tyumen - Surgut - Urengoy). The most significant road in the territory of Eastern Siberia and the Far East is also the northern “backup” of the Trans-Siberian Railway - the Baikal-Amur Mainline (Taishet - Ust-Kut - Severobaikalsk - Tynda - Komsomolsk-on-Amur - Sovetskaya Gavan). The Small BAM - the BAM - Tynda - Berkakit highway was built. This route gave the South Yakutsk TPK access to the Trans-Siberian Railway. In the future, it was planned to extend the Small BAM to Yakutsk and further through Susuman to Magadan in order to provide Russia’s third railway access to the Pacific Ocean. There are projects to connect the “island” railway Dudinka – Norilsk – Talnakh with the main Russian railway network by extending the Tyumen – Surgut – Urengoy highway to Dudinka with a bridge over the Yenisei. However, the implementation of all these projects requires large capital investments.

To characterize the operation of railway transport at the present stage of development, not quantitative, but qualitative indicators, in particular, electrification, are becoming increasingly important. In terms of the length of electrified railways, Russia ranks first in the world (75.3 thousand km), followed by Germany, France, Italy, India and China. In terms of the length of railways, Russia ranks 2nd - 124 thousand km. However, our country is one of the last in terms of network density. The railway network is especially rare in Siberia, the Far East and the European North. Although Russia still holds the lead in terms of overall freight turnover of railway transport, both the railway network and vehicles are physically worn out to a large extent and require immediate renewal.

This state of railway transport and railways is the result of a systematic reduction in capital investment in the industry, as well as the practical cessation of supplies of rolling stock and various equipment from the former Soviet republics and people's democracies. Russia, with its vast expanses and large volumes of transportation of bulk cargo over long distances, urgently needs well-developed railway transport (high-speed routes with high capacity and modern rolling stock).

The Government of the Russian Federation adopted a resolution on the creation of JSC Russian Railways, the largest transport company that began business activities on October 1, 2003. Today, the reform of railway transport is recognized as one of the most successfully developing reforms in the economic sphere. As a result of the implementation of the program of structural reform of railway transport, a breakthrough was achieved in the field of passenger transportation - passenger turnover increased. Already in the first year of the company’s operation, the quality of cargo transportation was improved: the speed of cargo delivery increased by 6%, the share of cargo shipments delivered on time exceeded 90%.

The transportation of goods by railways in Russia has always been dominated by such bulk cargo as timber and timber, agricultural cargo and, to a large extent, grain and coal. Later - oil and oil products, raw materials, ferrous ores and metals, mineral construction materials. A much smaller share was made up of manufacturing products. And today this picture has changed little. Nevertheless, over the past 2–3 decades, a very positive trend has emerged - a gradual (extremely slow) increase in the share of manufacturing products in the total volume of cargo turnover and a reduction in the share of other types of cargo.

The geography of cargo transportation is dominated by cargo flows of fuel and raw materials from Siberia in a western direction (to the European part of Russia, Ukraine, Belarus, the Baltic states, as well as countries of Eastern and Western Europe). There is also a large flow of raw materials from the European North to central and southern Russia.

There is a project for an underwater tunnel connecting the Russian Federation with the United States, but so far it has no basis.

In passenger traffic, the Trans-Siberian Railway in its European part, the Moscow-St. Petersburg road, as well as other radial highways diverging from Moscow are especially busy.

Suburban passenger traffic is most developed in the vicinity of Moscow, St. Petersburg and other large cities of Russia.

The seven largest cities in Russia - Moscow, St. Petersburg, Nizhny Novgorod, Samara, Yekaterinburg, Kazan and Novosibirsk - have a metro system. Construction of subways is also underway in Omsk, Chelyabinsk, Krasnoyarsk and Ufa. In Volgograd there is a metrotram - an underground high-speed tram system. The metrotram, despite the tram rolling stock, is actually considered a metro. The total length of Russian metro lines is about 453.0 km, with 280 stations operating on them. Every year, metro systems carry over 4.2 billion passengers. This is almost twice the passenger transportation of the entire Russian railway network. Russia ranks third among countries in the world in terms of the number of cities with operating metro systems and fourth in terms of the total length of the network. The leading place among Russian metropolitans is occupied by Moscow.

In 1992, the construction of Russia's first high-speed railway line Moscow - St. Petersburg began. Thus, the first high-speed passenger rail line in Russia - VSZhM-1 - is a Moscow-St. Petersburg passenger line for the circulation of specialized high-speed trains.

On December 18, 2009, regular scheduled service of the Sapsan train began between Moscow and St. Petersburg. The original travel time between the two capitals was 3 hours 45 minutes. In the future, it was planned to reduce travel time. However, on the contrary, it has been increased and now varies from 3 hours 55 minutes to 4 hours 45 minutes.

The high-speed train "Sapsan" (Velaro RUS) is a joint project of Russian Railways and Siemens. The first train in Russia is made up of 10 cars. On the way, it reaches speeds of up to 250 km/h. At the same time, during testing it accelerated to 281 km/h. Sapsan carriages have a two-class layout - tourist and business class. A number of problems during train operation arise due to the fact that high-speed traffic is organized along railway tracks shared with conventional trains. In this regard, a decision was made to build Russia’s first specialized high-speed railway line Moscow – St. Petersburg. Trains will be able to travel along the new route at speeds of up to 400 km/h. Completion of construction is scheduled for 2017. Also, JSC Russian Railways plans to issue a through ticket for passengers of Sapsan (Moscow - St. Petersburg) and Allegro (St. Petersburg - Helsinki) - travel on both trains will be carried out on one ticket.

The second high-speed railway of Russia - Moscow - Nizhny Novgorod. Travel time along the route is 3 hours 55 minutes, with a maximum speed of 160 km/h. Along the route, the train makes two-minute stops in Vladimir, as well as in Dzerzhinsk. The first flight was carried out on July 30, 2010. The traffic intensity is two pairs per day - one pair goes from St. Petersburg to Nizhny Novgorod and back through the Kursky Station in Moscow. Since September 6, 2010, the second pair has been traveling from Moscow to Nizhny Novgorod from the Kursk station and back. The total travel time is 7 hours 55 minutes from St. Petersburg to Nizhny Novgorod and 3 hours 55 minutes from Moscow to Nizhny Novgorod.

Currently, there are projects for the construction of new railway lines where Sapsan trains will be operated: 1) the Moscow - Kazan line; 2) line Moscow - Yaroslavl.

Appendix No. 10

to the Technical Rules

railway operation

Russian Federation

INSTRUCTIONS
ON DRAFTING TECHNICAL AND ADMINISTRATIVE ACTS
RAILWAY STATIONS

List of changing documents

(introduced by Order of the Ministry of Transport of Russia dated June 3, 2016 N 145)

I. General provisions

1. In accordance with paragraph 12 of Appendix No. 6 to the Rules, the technical and administrative act of the railway station (hereinafter referred to as TPA station) establishes the procedure for the use of technical means at railway stations.

2. The instructions for drawing up technical and administrative acts of railway stations (hereinafter referred to as the Instructions) establish the sample and content of the TPA station.

The owner of the infrastructure, the owner of non-public railway tracks, establishes the procedure for approving, storing the station's TPA and appendices to them, as well as the procedure for familiarizing the involved employees with them.

3. Infrastructure owners, owners of non-public railway tracks develop TPA stations for railway stations, as well as sidings, passing points, waypoints (hereinafter referred to as railway stations) in accordance with this Instruction. TPA stations are not designed for track posts dividing the interstation section, equipped with semi-automatic blocking, into inter-post sections. The operating procedure for waypoints is established in Appendix No. 8 to the Rules.

4. For railway junction points on the stretch:

a) TPA stations are developed for posts where the switches are controlled by the person on duty at the railway station to which this post belongs (hereinafter referred to as the home station) and there is the possibility of transferring them to backup control;

b) TPA stations are not developed for posts whose switches are controlled by the DSP of the home station, and there is no possibility of transferring them to backup control. The operating procedure of these posts is reflected in the TPA of the home station.

The operating procedure for auxiliary posts serving junctions of non-public railway tracks on a stretch and not being separate points for train movement is established by separate instructions attached to the TPA station. The procedure for developing and approving the work of auxiliary posts is established accordingly by the owner of the infrastructure, the owner of the non-public railway track.

5. TPA stations are not developed for temporary track posts opened for track work during the calendar year.

For temporary track posts opened for track work for a period of more than one year, a separate TPA station is being developed.

6. TPA stations are developed according to the following models:

Sample 1 - for marshalling, passenger, passenger technical, freight and district railway stations (Appendix No. 1 to this Instruction);

Sample 2 - for intermediate railway stations, sidings, passing points and waypoints (Appendix No. 2 to these Instructions).

The procedure for filling out the TPA station is specified in Chapter II of this Instruction.

For individual intermediate railway stations, depending on the nature of the operations performed and the technical equipment of the railway stations, by decision of the owner of the infrastructure, the owner of the non-public railway track, it is allowed to draw up a station TPA according to Model 1.

7. The requirements provided for by TPA stations must comply with the Rules, without duplicating the norms of current regulatory legal acts, acts of the owner of the infrastructure, the owner of a non-public railway track that apply to all railway stations.

Duplication of the same norms and provisions in different points of the TPA station is not allowed. If necessary, references are made to the corresponding points of the TPA station.

8. TPA stations and applications to it must correspond to the actual availability of technical means and operating technology at the railway station. To make changes to the station's TPA, an act on making changes to the station's TPA is drawn up, which is an integral part of the station's TPA and is approved in the manner established by these Instructions.

The grounds for making changes to the TPA station are:

a) changes made to the Rules;

b) changes made to the regulatory documentation of the owner of the infrastructure, the owner of the non-public railway track;

c) change in track development, conservation, exclusion or commissioning of technical means, change in the order, reception, departure of trains or shunting work at a railway station;

d) change in work technology;

e) errors or typos made when compiling the TPA station.

9. Reworking of the TPA station is carried out if there are 20 acts of changes, unless otherwise provided by the decision of the owner of the infrastructure, the owner of the non-public railway track.

The owner of the infrastructure, the owner of the non-public railway track, determines the person responsible for timely processing and making changes (updating) to the TPA station.

10. By decision of the owner of the infrastructure, the owner of the non-public railway track, the information contained in the TPA of the station may be classified as a trade secret.

II. Procedure for filling out the TPA station

11. In paragraph 1.1 of Sample 1 and Sample 2 of the TPA station, the nature of the work of the railway station is indicated (sorting station, passenger, passenger technical, freight, sectional, intermediate, siding, passing point, track post), as well as the class assigned to it (extracurricular, 1, 2, 3, 4 or 5 grades).

For railway stations located on non-public railway tracks, the need to assign a class of railway stations is established by the decision of the owner of the non-public railway track.

12. In paragraph 1.2 of Sample 1 and Sample 2 of the TPA station, the sections adjacent to the railway station to the nearest separate point under the control of the station's DSP are indicated, including: a track post, which is managed by the station's DSP; railway station, transmitted to telecontrol by arrows and signals from the chipboard of a neighboring railway station; a railway station operating in a non-round-the-clock or discontinuous mode, indicating the number of railway tracks on the stretch and the installed signaling and communication means for each railway track. For multi-track hauls, and in necessary cases (when there are peculiarities in the movement of trains along individual railway tracks of a haul) and for double-track hauls, the same paragraph indicates the procedure for the movement of trains along each railway track established in accordance with the Rules.

For sections not equipped with overhead contact network devices, the movement of which is carried out on autonomous traction, in subparagraphs 1.2.1, 1.2.2 of Sample 1 and Sample 2 of the TPA station, the corresponding mark is affixed: “The movement of trains is carried out on autonomous traction.”

Also, in subparagraphs 1.2.1, 1.2.2 of the TPA station, the following information is additionally indicated, if available:

a) the stage is equipped with devices for monitoring the freedom of the stage using the method of counting the axes of the system _______ (the type of system is indicated);

b) the railway station is located in the area of ​​dispatch centralization (hereinafter - DC);

c) the railway station operates in a non-24-hour operating mode (except for cases of work at the DC, telecontrol) with an indication of the operating mode (closing the railway station for a technological break, work on certain days of the week or certain hours of the day, etc.);

d) the railway station is under remote control from the railway station _______.

Subclause 1.2.1 of Sample 1 and Sample 2 of the TPA station lists the sections adjacent to the railway station to which this railway station sends odd-numbered trains. The type of current and type of train traction are indicated.

Subclause 1.2.2 of Sample 1 and Sample 2 of the TPA station lists the sections adjacent to the railway station to which this railway station sends even-numbered trains. The type of current and type of train traction are indicated.

Subclause 1.2.3 of Sample 1 TPA ​​station lists intra-station connecting and, if necessary, sections of the main station railway tracks connecting individual railway station parks through which trains move using installed signaling and communication means. The procedure for assigning railway tracks to such categories is established by the owner of the infrastructure, the owner of the non-public railway track. The railway tracks specified in subclause 1.2.3 of Sample 1 TPA ​​stations are not included in clause 1.5 of Sample 1 TPA ​​stations.

In the TPA station of Sample 2, such railway tracks are indicated in subparagraphs 1.2.1 or 1.2.2 of the TPA station.

Adjacent to the railway station of individual sections leading to non-public railway tracks, if movement on them is carried out by train (regardless of who they belong to - the owner of the infrastructure, the owner of the non-public railway track), in subparagraphs 1.2.1, 1.2.2 Sample 1 TPA ​​stations are not entered, but are indicated in subclause 1.2.3 of Sample 1 TPA ​​stations. If there are such connections to intermediate railway stations, they are indicated in subclause 1.2.1 or subclause 1.2.2 of Model 2 TPA station.

The junction of non-public railway tracks with the railway tracks of a railway station, if the supply and removal of cars is carried out by shunting, is not included in subclause 1.2.3 of Sample 1 (respectively in subclauses 1.2.1, 1.2.2 of Sample 2) of the TPA station, information about them is indicated in paragraph 1.3 of Sample 1 (in paragraph 2 of Sample 2) TPA station.

13. In paragraph 1.3 of Sample 1 (in paragraph 2 of Sample 2) of the TPA station, brief information is provided on the non-public railway tracks adjacent to the railway station, including the non-public railway tracks assigned to the railway station and adjacent to the adjacent sections.

In the case where one non-public railway track has several junctions with a railway station, each of them is recorded as an independent junction in a separate line.

Column 1 indicates the serial numbers of junctions of non-public railway tracks.

Column 2 indicates the name or number of the non-public railway track and the name of the organization for which the railway track is intended to serve (for non-public railway tracks owned by the owner of the infrastructure).

For the owner of a non-public railway track, column 2 indicates the name of the counterparty whose railway tracks are adjacent to the non-public railway track.

The name of the non-public railway track, boundaries, junction point, additional security measures, length of the railway tracks (total and for each owner) are indicated on the basis of instructions for maintenance and organization of traffic on the non-public railway track. In cases where a non-public railway track is not maintained for any reason (the contract is terminated, there is no owner, etc.), after its name, “the non-public railway track is not maintained” is indicated in parentheses.

TPA stations for public railway tracks include only those non-public railway tracks that are directly adjacent to the public railway tracks of a separate point or railway tracks of stages. Non-public railway tracks that are not directly adjacent to the railway station are not included in the TPA station; data about them and the procedure for maintenance are reflected in the statement of non-public railway tracks, which is an appendix to the TPA station, and instructions for maintenance and organization of traffic on a non-public railway track use.

In column 3:

a) for non-public railway tracks owned by the infrastructure owner, the mark “infrastructure owner” is made;

b) for railway tracks owned by an enterprise or organization, the mark “owner of a non-public railway track” is made;

c) for non-public railway tracks of the same junction, owned by the owner of the infrastructure (part of the railway tracks and switches) and the enterprise, organization (part of the railway tracks and switches), the mark “infrastructure owner - owner of the non-public railway track” is made.

Column 4 indicates the junctions and boundaries of non-public railway tracks.

The following junction points of non-public railway tracks are established:

a) arrow N ___;

The following boundaries of non-public railway tracks are established:

d) traffic light;

e) a signal sign “Boundary of a non-public railway track”;

Column 5 indicates which safety devices that prevent spontaneous exit of railway rolling stock from a non-public railway track from among those specified in paragraph 28 of Appendix No. 1 to the Rules are equipped at the following junctions:

b) security arrow N ___;

c) drop shoe N ___;

d) dropping wit N ___;

In the TPA of stations located on non-public railway tracks, a list of public railway tracks is also filled out.

In the case where one public railway track has several junctions with a railway station, each of them is recorded as an independent junction in a separate line.

The paragraph provides brief information about the public railway tracks adjacent to the railway station, adjacent to the adjacent sections.

Column 1 indicates the serial numbers of junctions of public railway tracks.

Column 2 indicates the name of the public railway track.

In column 3, public railway tracks owned by the infrastructure owner are marked with the word “infrastructure owner”.

Column 4 indicates the junctions and boundaries of public railway tracks.

The following junction points of public railway tracks are established:

a) arrow N ___;

b) arrow N ___ to the railway track ___;

c) arrow N ___ on the continuation of the railway track N ___;

d) on the continuation of railway track N ___.

The following boundaries of public railway tracks are established:

a) limit column of arrow N ___;

b) front joint of frame rail arrow N ___;

c) insulating joints of the traffic light;

d) traffic light;

e) signal sign “Boundary of a non-public railway track”;

f) entrance gates of the enterprise.

Column 5 indicates which safety devices that prevent spontaneous exit of railway rolling stock from the public railway track from those specified in paragraph 28 of Appendix No. 1 to the Rules are equipped at the following junctions:

a) safety deadlock N ___;

b) security arrow N ___;

c) drop shoe N ___;

d) dropping wit N ___;

e) reset arrow N ___.

If there are no specified devices, “no” is indicated in column 5.

14. In paragraph 1.4 of Sample 1 (in paragraph 2.1 of Sample 2) TPA stations indicate the junction and boundaries with railway tracks managed by other divisions and organizations on the territory of railway stations in accordance with paragraph 10 of Appendix No. 6 to the Rules, similar to paragraph 1.3 Sample 1 (point 2 of Sample 2) TPA station.

For railway stations located on non-public railway tracks, the points of adjacency and boundaries with railway tracks managed by other divisions of the owner of the non-public railway track (production shops, units) adjacent to the railway stations of the non-public railway track on the territory of the railway station are indicated, in accordance with paragraph 10 of Appendix No. 6 to the Rules.

If the railway tracks of one division or organization are adjacent to the railway tracks of another division or organization, then the location of the junction and the boundary between them are also indicated.

Column 1 indicates the serial numbers of the junctions.

Column 2 indicates the name of the department and organizations of the infrastructure owner.

For railway stations located on non-public railway tracks, the name of the unit of the owner of the non-public railway track, production unit, or unit is indicated.

Columns 3 and 4 are filled out taking into account the same requirements as when filling out columns 4 and 5 in paragraph 1.3 of Sample 1 TPA ​​station.

The procedure for the arrival and departure of railway rolling stock on railway tracks transferred to the jurisdiction of other divisions and organizations of the owner of the infrastructure, the owner of a non-public railway track, is briefly indicated in paragraph 3.7 of Sample 1 (paragraph 27 of Sample 2) of the TPA station. The procedure for maintaining and organizing traffic on such railway tracks is indicated in instructions developed by the owner of the infrastructure, the owner of non-public railway tracks. The list of departments and organizations for which such instructions are developed is established by the owner of the infrastructure, the owner of the non-public railway track.

For railway stations located on non-public railway tracks, the procedure for the arrival and departure of railway rolling stock onto railway tracks transferred to the jurisdiction of other departments and organizations is briefly indicated in paragraph 3.7 of Sample 1 TPA ​​station. The procedure for maintaining and organizing traffic on railway tracks transferred to the jurisdiction of other divisions and organizations is indicated in instructions developed by the owner of the infrastructure, the owner of non-public railway tracks. The list of departments and organizations for which such instructions are developed is established by the owner of the non-public railway track.

15. In paragraph 1.5 of Sample 1 (in paragraph 3 of Sample 2) TPA of the station, the railway tracks under the jurisdiction of the head of the railway station are indicated. At passenger, passenger technical, marshalling, freight and district railway stations, the affiliation of railway tracks to a particular fleet is indicated in the subheadings preceding the filling in of information characterizing the railway tracks of this park.

Column 1 contains the numbers of all railway tracks, including the main ones included in the park or group of railway tracks. The numbers of the main railway tracks are indicated by Roman numerals.

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

For the main and receiving and departing railway tracks, the type of trains and the direction of movement (even, odd) that travel along the section must be indicated.

Columns 3 and 4 indicate the arrows limiting the given railway track (its useful length). For dead-end railway tracks, in column 3 the number of the arrow leading to this railway track is entered, in column 4 the word “stop” or “track barrier indicator” is indicated (for railway tracks not equipped). For railway tracks, the continuation of which are non-public railway tracks, the “borders of the non-public railway track” are indicated.

For sections of the main and receiving and departing railway tracks, which on one side are limited not by arrows, but directly by the route traffic light, columns 3 - 4 indicate the number of the arrow and the letter of the route traffic light. If a section of the railway track is limited by route traffic lights on both sides, then their letters are written in both columns. Route traffic lights blocking the exit from side railway tracks, as well as exit and shunting traffic lights are not indicated as limiting railway tracks.

Column 5 indicates the useful length of railway tracks in meters (in whole numbers, rounded down) in accordance with the requirements of Chapter II of the Rules.

In necessary cases, when at railway stations with electrical insulation of railway tracks the useful length of the same railway track for odd and even directions will differ by more than the length of one conventional unit of the length of the car train, column 5 must indicate data separately for each direction movements.

Column 6 indicates the capacity of the railway tracks, determined as follows:

a) for the main, receiving and dispatching, sorting and dispatching, dispatch, railway lines for receiving trains - from the useful length indicated in column 5, the maximum length of the type of train locomotive circulating on the section is subtracted and the resulting difference is divided by 14. The quotient of the division gives the capacity of a given railway track in conventional units to determine the capacity of the railway track, this figure is indicated in column 6, rounded to the nearest whole number. For sections where the traffic schedule provides for double traction of trains or a change in direction of movement with the attachment of a locomotive from the tail of the train, the capacity of such railway tracks is determined taking into account the length of two locomotives;

b) for all other railway tracks, capacity is determined as for main, receiving and dispatching, sorting and dispatching, dispatching, but without deducting the length of the locomotive (except for exhaust railway tracks). For haulage railway tracks, the maximum length of the shunting locomotive is subtracted from the useful length of the railway track.

For passenger and passenger technical railway stations that carry out operations for the reception, departure and processing of passenger trains only, the capacity of the railway tracks in column 6 is indicated in physical four-axle passenger cars. In this case, the note to the paragraph states: “The capacity of railway tracks N _____ is indicated in four-axle passenger cars with a length of 24.54 m.”

The capacity of the railway tracks on which operations with freight and passenger cars are carried out can be indicated as a fraction: in the numerator - 14, in the denominator - 24.54. Similarly for railway tracks, on which predominantly four-axle tank cars, cement tankers and other cars of the same kind arrive (are placed), indicating their length in meters (to the hundredth after the decimal point, without rounding).

Column 7 indicates the presence of electrical insulation on the railway tracks (within the useful length of the railway track).

If there is electrical insulation on the railway track, “Yes” is indicated; if there is no electrical insulation on the railway track, “No” is indicated. If only part of the railway track is equipped with electrical insulation, then the length (in meters) of the equipped section is indicated, as well as on which side (even or odd) of the exit (route, shunting) traffic light this section of the railway track is equipped with electrical insulation.

Column 8 indicates the presence of a contact network on the railway track (within the useful length of the railway track). If the contact wire completely covers the railway track, the word “Yes” is indicated; if the contact wire does not completely cover the railway track, it is indicated on which side and at what extent from the boundary of the useful length of the railway track (traffic light, limit post) the contact network is suspended.

If the contact network is disconnected or mothballed, information about this is indicated in the note to the item.

At railway stations where different types of traction current are connected, the type of current is indicated: direct, alternating or switchable.

Column 9 indicates the presence and type of track devices for automatic locomotive signaling. If there are track devices for automatic locomotive signaling, the type of track devices is entered in the column, and if not, “No”. If devices operate in only one direction, then this column indicates the type and direction.

The note to paragraph 1.5 of Model 1 (clause 3 of Model 2) of the TPA station indicates:

1) the length and type of mainline (passenger and freight) and shunting locomotives, adopted when calculating the capacity of main, receiving and dispatching, dispatching, sorting and dispatching, train receiving and exhaust railway tracks. For a mainline locomotive, the type of locomotive primarily operating on the section is indicated;

2) the presence of automatic brake control system devices - SAUT - on the railway tracks of the railway station;

3) a list of railway tracks for the reception and passage of passenger trains served by one driver;

5) the presence on the railway tracks of wheel-throwing (dumping) shoes, points, arrows, indicating their numbers, control method (centralized or non-centralized) and installation location;

6) the presence of non-electrified ramps between electrified railway tracks;

7) station railway tracks for the storage of railway rolling stock of the owners on the basis of an agreement with the owner of the infrastructure, the owner of the non-public railway track;

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

16. In paragraph 1.6 of Sample 1 (in paragraph 3 of Sample 2) TPA station the following issues are reflected:

in subclause 1.6.1 of Sample 1 TPA ​​station, the railway tracks from those listed in clause 1.5 of Sample 1 (in clause 3 of Sample 2) TPA station are indicated in accordance with the requirements of Appendix No. 8 to the Rules, which are allocated for the reception, departure and passage of trains with VM. It is also indicated that in the case of a train with a VM without a locomotive being temporarily left at a railway station (with the exception of parking under technological operations at railway stations: changing the locomotive, waiting for disbandment and other technological operations), it must be secured and protected by portable stop signals; switches leading to the relevant railway track must be installed and locked in an insulating position; red caps must be attached to the arrow handles (buttons) of the control panels. The same subparagraph indicates the procedure for performing these operations and their performers, and also indicates the persons who keep the keys to the locked arrows;

in subparagraph 1.6.2 of Sample 1 TPA ​​station, railway tracks are indicated in accordance with the requirements of Appendix No. 8 to the Rules and paragraph 33 of Appendix No. 6 to the Rules, intended for the parking of individual cars with VMs and tanks for liquefied and compressed gases under pressure, with the exception of cars located under the accumulation of marshalling yards on the railway tracks. The same requirements are indicated as in subclause 1.6.1 of Sample 1 TPA ​​station.

At railway stations where operations with HM cargo are not carried out, it is indicated “The railway station does not carry out operations with dangerous goods of class 1 (VM). For the temporary parking of cars with HM cargo, in the event of detection of technical and commercial malfunctions along the route, when further It is impossible for these cars to travel on the train, the railway tracks are used ______ (numbers are indicated)";

Subclause 1.6.3 of Sample 1 TPA ​​station indicates the railway tracks (place) where cars with dangerous cargo should be sent to carry out the measures specified in the emergency card in the event of a leak, cargo spill, or fire.

This subclause also states that in the event of maneuvers to move a car onto the railway tracks (place) that has an emergency situation with dangerous cargo and may pose an additional threat to the lives of people and objects of the railway station, the station's air traffic control department may make a different decision depending on situation.

In cases where, to eliminate an emergency situation, cars are sent to sections of the main railway tracks located on the stretch, the calculation of securing standards for them is indicated in paragraph 3.9.1 of Sample 1 (in paragraph 24 of Sample 2) of the TPA station;

Subclause 1.6.4 of Sample 1 TPA ​​station indicates the railway tracks intended for the reception, departure and passage of trains, which include cars with oversized cargo. For each railway track that has a limited capacity, zones and degrees of oversized traffic must be indicated, as well as additional conditions for the passage of such trains.

17. In paragraph 1.7 of Sample 1 (in paragraph 4 of Sample 2) of the TPA station, a complete list of centralized and non-centralized switches at the railway station and the requirements for their operation are indicated in accordance with paragraphs 14 - 23 of Appendix No. 6 to the Rules.

Subclause 1.7.1 of Sample 1 (subclause 4.1 of Sample 2) of the TPA station reflects issues related to the operation of centralized switches.

All switches are indicated, including those located on non-public railway tracks, railway tracks of subdivisions or organizations of the infrastructure owner, which are controlled from the station's DSP post.

Also indicated are arrows controlled from local control posts (columns), if these arrows cannot be transmitted to central control from the DSP station post. These posts (columns) with arrow numbers are written down separately from the station's chipboard post, with all columns of this sub-item filled in.

Column 1 lists the numbers or names of centralization posts (administrative, executive, hump) from which the switches are controlled. At railway stations, where the switch control panel is divided into separate zones, in each of which the switches are moved by a separate employee on duty at the station's DSP or, on his instructions, by the operator of the centralization post (hereinafter - OPC), these zones must be reflected accordingly in column 1 (each zone is recorded separately).

In column 2, in sequential order (in a line) by neck in ascending order of numbers, the numbers of all centralized arrows, dropping arrows, points, shoes included in a particular post or control zone are listed. Paired arrows are indicated by a fraction.

In Column 3, for each point or switch control zone, the position of the railway station employee who moves the switches included in this post or zone is indicated (DSP station, DSP post, OPC).

In columns 4 and 5, in accordance with the requirements of Appendix No. 8 to the Rules, it is indicated in what order the employee operating the switches makes sure that they are free from railway rolling stock before making the transfer. In this case, under conditions of normal operation of centralization devices, in column 4 it is written “by control devices”. If the normal operation of the devices is disrupted, in column 5, depending on the specific working conditions, the following is indicated: “DSP of the station in person or on the report of ______ (position of another employee).”

Arrows with a movable crosspiece core are also included in the list in column 2. The procedure for operating these devices, as well as the procedure for their translation using a curbel, indicating the workers responsible for performing these operations, is indicated in the instructions on the procedure for using signaling devices, which is an appendix to the TPA station .

The note to this paragraph lists:

a) points equipped with pneumatic blowing devices;

b) points equipped with electrical heating devices;

c) arrows, resetting arrows, resetting points, wheel-resetting (resetting) shoes, indicating their normal position;

d) arrows, resetting arrows, resetting points, wheel-resetting (resetting) shoes, equipped with auto-return devices;

e) hands with a movable crosspiece core;

f) switches, shedding switches, shedding points, wheel shedding (throwing off) shoes located on non-public railway tracks, railway tracks of departments or organizations of the infrastructure owner.

For arrows, including security ones, leading to safety dead ends and not equipped with auto-return devices, their normal position is indicated, ensuring their installation in the direction of such dead ends.

Subclause 1.7.2 of Sample 1 (in subclause 4.2 of Sample 2) of the TPA station lists centralized switches that can be transferred to local control (from among the switches listed in subclause 1.7.1 of Model 1) of the TPA station, and the basic conditions for using such switches. Pointers that are controlled only from local control posts (columns) and cannot be transferred to the central control of the DSP station are not included in this sub-clause of the TPA station (they should be included in sub-clause 1.7.1 of Sample 1) of the TPA station.

Column 1 lists the numbers of columns or local control posts.

In column 2, opposite the number of the column (control station), the numbers of arrows (in a line) included in the column (control station) are listed.

Column 3 lists the railway station employees who (in accordance with paragraph 20 of Appendix No. 6 to the Rules) are charged with moving the switches from the local control post (column).

Columns 4 and 5 are filled out taking into account the same requirements as when filling out the columns in subclause 1.7.1 of Sample 1 (in subclause 4.1 of Sample 2) of the TPA station and depending on the availability of control devices at the local control post (dispenser).

In cases where local government posts (columns) are mothballed, only columns 1 and 2 are filled in, and a dash is placed in columns 3 - 5.

Subclause 1.7.3 of Sample 1 (subclause 4.3 of Sample 2) of the TPA station provides the necessary data on non-centralized switches, broken down by posts and areas. The non-centralized switches serviced by the duty officer of the switch post, the DSP station, as well as the switches included in the route of receiving and departing trains are listed.

The subclause lists non-centralized switches that are not serviced by the switch post duty officer (transferred by other employees in accordance with clause 20 of Appendix No. 6 to the Rules).

Column 1 lists the numbers of switch areas where a senior switch duty post is provided at the railway station.

If the senior duty officer of the switch post is appointed only to monitor the work of the duty switch posts, then columns 2 - 7, located on the right, immediately after the district number, are not filled in. Filling out information in these columns begins in this case with a line below the district number, where a column lists information about the switch posts included in each district. If the senior duty officer of a switch post is also responsible for direct maintenance of the post, then the number of this post in column 2 is entered next to the number of this area, and then the column lists information about the switches of this and other posts included in the area. If the senior duty officer of a switch post directly serves the switch post and there are no other posts under his control, then such a switch post is considered at the same time as a switch area (recorded on one line). If the duty of senior duty officers at the switch post is not provided, then column 1 is not filled in.

At railway stations where individual switch posts are served directly by the station's chipboard, this is indicated at the end of the paragraph: "Switch posts ______ are served directly by the station's chipboard."

Column 3 lists the numbers of all switches included in the switch post. The arrow number is written opposite the number of the corresponding post. Each arrow is written on a separate line. If the post has at its disposal devices that prevent the departure of railway rolling stock and are serviced by the switch post duty officer (dropping switches, points and shoes), they are also recorded in this column.

Column 4 is filled in for those arrows that must be installed in the normal position in the cases provided for in paragraph 20 of Appendix No. 6 to the Rules. The indicated position of each arrow must correspond to the normal position of that arrow as provided in the table of routes, arrows and signals.

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

EZ - electric lock;

MLN - Melentyev's castle;

MLNK/z - Melentyev's castle with a key dependence;

ShKZ-MLN - articulated closure with Melentyev lock;

ShKZ-N - articulated closure with padlock;

ShKZ - hinged-cranked closure;

N - padlock;

Z - bookmark.

Column 6 should indicate the location where the keys to the locked points are kept. For non-lockable arrows, column 6 is not filled in.

Column 7 contains information about the presence of lighting for the arrow indicators: for illuminated ones - with the word “is”, for unlit ones - “no”.

The note to this paragraph lists the numbers of switches, drop switches and points that are under the authority of the head of the railway station, but located on the territory of the railway tracks transferred to the jurisdiction of the units of the owner of the infrastructure, the owner of the non-public railway track.

Non-centralized turnouts located on the territory of railway tracks of other divisions of the infrastructure owner, the owner of a non-public railway track, in subclause 1.7.3 of Sample 1 (subclause 4.3 of Sample 2) TPA station, in subclause 1.7.4 of Sample 1 (subclause 4.4 of Sample 2) of TPA stations are not included.

Subclause 1.7.4 of Sample 1 (subclause 4.4 of Sample 2) of the TPA station indicates non-centralized switches that are not serviced by the switch post duty officer.

Column 1 indicates the numbers (names) of switch areas, which include non-centralized switches that are not serviced by the switch post duty officer. If there are no arrow areas, column 1 is not filled in.

Column 2 indicates the numbers of switches (dropping switches and shoes) included in this switch area. Each arrow is written on a separate line.

Column 3 indicates the normal position of non-centralized arrows in the cases specified in paragraph 20 of Appendix No. 6 to the Rules.

In column 4, the abbreviated symbols given in subclause 1.7.3 of Model 1 (in subclause 4.3 of Model 2) of the TPA station indicate the pointer locking system.

Column 5 indicates the positions of railway station employees who are allowed to transfer non-centralized switches.

Column 6 indicates the positions of railway station workers who carry out maintenance and cleaning of switches.

Column 7 indicates the positions of the railway station employees who keep the keys to the locked non-centralized switches.

Column 8 contains information about the illumination of the arrow indicators of these arrows.

Clause 1.7 of Sample 1 (clause 4 of Sample 2) of the TPA station lists the numbers of switches, reset switches and points that are under the authority of the head of the railway station, but located on the territory of the railway tracks transferred to the jurisdiction of the units of the owner of the infrastructure, the owner of the non-public railway track.

18. Clause 1.8 of Sample 1 (clause 5 of Sample 2) of the station TPA is filled out in accordance with the specific operating conditions of the railway station for the OPC, signalmen, and switch post attendants.

Column 1 lists the areas of work and positions of employees.

Column 2 indicates the position of the employee whose subordination includes the OPC, signalmen and switch post attendants.

Column 3 (in column 2 in the TPA of Station Sample 2) lists the main responsibilities that are assigned to the employee in the conditions of this railway station. The employee's main responsibilities are listed without detailing how to perform them.

After listing the main responsibilities of the employee under conditions of normal operation of signaling devices, his responsibilities are indicated in case of disruption of their operation, but without listing these responsibilities, but only with reference to the relevant paragraphs and subparagraphs of the TPA station.

19. In paragraph 1.9 of Sample 1 (in paragraph 6 of Sample 2) of the TPA station, storage locations for padlocks, cords, red caps (separately on the switch handles and signal buttons), “Off”, “Trolley”, “Voltage Removed” signs are established for their use in case of disruption of the normal operation of signaling devices due to a malfunction or disconnection from the centralization, indicating the required (according to operating conditions) quantity at each post. Entering other equipment into this item is not permitted. For kurbels, their numbers are indicated in parentheses after the quantity.

20. Paragraph 1.10 of Sample 1 TPA ​​station provides a brief description of the sorting devices available at the railway station - humps and profiled exhaust railway tracks (at railway stations where trains are disbanded).

Column 1 lists the devices available at the railway station for sorting cars.

Column 2 indicates the directions in which these devices operate.

Column 3 indicates the number of railway tracks of the thrust.

Column 4 indicates the number of railway tracks disbanded.

Column 5 indicates the number of marshalling railway tracks.

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

21. In paragraph 1.11 of Sample 1 TPA ​​of the station, the presence and number of shoe-laying shoes and shoe-releasers on the station railway tracks are indicated.

Column 1 lists the railway tracks and parks where shoe spreaders or shoe releasers are installed.

Column 2 for these railway tracks and parks indicates the location (in which direction) the devices are installed.

Columns 3 and 4 indicate the number and type of installed shoe applicators and shoe releasers.

22. In paragraph 1.12 of Sample 1 TPA ​​of the station, the presence of stationary devices on the station railway tracks for securing trains or large groups of cars is indicated.

Column 1 lists the parks and railway tracks on which trains are secured with stationary devices.

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

If the railway track is intended to receive trains from different directions, then two stationary devices can be installed at both ends of the railway track to secure the train. In these cases, it is necessary to indicate the purpose of each device.

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

23. In paragraph 1.13 of Sample 1 (in paragraph 7 of Sample 2) TPA stations indicate information about the passenger and freight devices of the railway station.

Column 1 indicates the railway tracks near or between which passenger and cargo devices are located.

Column 2 indicates the actual name of passenger and cargo devices.

Column 3 for passenger platforms indicates the length of the platform (in meters), for other devices - the length (in meters) or capacity (in cars of a certain type) of the loading and unloading front.

24. Paragraph 1.14 of Sample 1 TPA ​​station indicates the presence on the railway tracks of the railway station of devices for equipping locomotives, testing auto brakes, watering animals and other devices.

Column 1 lists the devices available on the railway tracks of the railway station for equipping train locomotives, testing auto brakes, watering animals and other devices.

Column 2 indicates the location of these devices.

Column 3 indicates for which trains the device is intended.

25. In paragraph 1.15 of Sample 1 (in paragraph 8 of Sample 2) TPA of the station, the lighting of railway tracks is indicated in accordance with the presence of lighting points and the location where external lighting is turned on.

Column 1 indicates the installation location of the lighting points.

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

26. Clause 1.16 of Sample 1 TPA ​​station is filled out for each control point of the railway station, indicating the types of technological telecommunications with which this point is equipped.

Column 1 indicates only administrative points for the reception and departure of trains and the performance of maneuvers.

Column 2 indicates the types of direct telephone communication, which are recorded in the following order: “Train control room with ______”; "Train interstation with chipboard station ______"; "Switch connection with ______"; "Direct intra-station with ______"; "Direct telephone connection ______."

Column 3 indicates all types of radio communications.

Column 4 indicates the park communication system used between the administrative center and the areas (parks, turnouts) and indicates whether it is two-way or one-way.

Column 5 indicates, if available, other types of technological telecommunications and means of document delivery: “Teletype”, “Fax”, “Telegraph”, “Pneumatic mail”, etc. If the DSP station post has a connection with the signalman’s post, then feedback (signalman with DSP station) is not indicated in this paragraph.

27. In paragraph 1.17 of Sample 1 (in paragraph 9 of Sample 2) of the TPA station, information about recovery and fire trains, emergency rescue teams, repair and restoration teams of the regional communications center, contact network, medical and veterinary points, and police is indicated.

Column 1 indicates the name of the means called in emergency and non-standard situations: recovery train, fire train, medical center, veterinary station, police, repair and restoration team of an organization or communications unit, contact network team, energy supply team, emergency rescue team or mobile a unit necessary to eliminate emergency situations and their consequences.

Column 2 indicates the nearest railway stations of registration (location) of units that have the funds specified in column 1 of this paragraph.

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

28. Clause 2.1 of Sample 1 TPA ​​station indicates the control areas for the reception and departure of EAF station trains and delineates responsibilities, including in cases where two or more EAF stations are located in the same room and operate in different sections of a single control apparatus.

If the control apparatus is not divided into sections (i.e. there is only one control area), and two EAF stations work in a shift - one at the control panel, and the other performing the functions of an operator (they periodically change places with registration of duty in the train traffic log), then it is indicated: “There is one station chipboard at the station,” and the note to this paragraph may indicate that the second station chipboard works for the operator.

In cases where one of the station's DSPs working at one post is appointed as a shift supervisor, his functions as a senior are established in this paragraph.

If there is one station's chipboard working in a shift, then it is indicated: "There is one station's chipboard at the station."

If there are operators at the station's DSP or other workers who take part in the reception and departure of trains or perform related operations (keeping logs, issuing warnings, entering data into information systems), this paragraph indicates their duties, performed under the direction and control Chipboard station.

When filling out this paragraph, you must keep in mind that the responsibilities of the station's air traffic control center for receiving and departing trains are established by the requirements of the Rules and are not allowed to be listed here. This paragraph deals with the division of responsibilities if two or more EAF stations work in a shift (at different posts or at one post when controlling different areas of the railway station from a console divided into sections).

If a railway station shunting dispatcher is involved in performing any operations directly related to the reception and departure of trains, including in the event of disruption of the normal operation of signaling devices, his responsibilities are set out in this paragraph of the station's TPA. At the same time, it is indicated that the shunting dispatcher of the railway station performs them on the instructions and under the guidance of the station's dispatch center, which alone controls the reception and departure of trains and is responsible for ensuring traffic safety.

29. In paragraph 2.2 of Sample 1 (in paragraph 21.1 of Sample 2) of the TPA station, the presence of all crossings at the railway station and adjacent sections located at the first block section of the distance approaching the railway station is indicated.

Column 1 indicates the name of the crossing and its location.

Column 2 indicates the type of crossing alarm for vehicles.

Column 3 indicates the procedure for action by the station's chipboard if a crossing alarm malfunction occurs. For crossings that are not serviced by an employee on duty, or without crossing signaling equipment, Column 3 is not filled in.

The procedure for the DSP station in the event of a malfunction of the crossing signaling devices and the procedure for working with the crossing duty officer when turning on the barrier alarm at the crossing and organizing the passage of vehicles when using the "Emergency Opening" button on the crossing control panel in this paragraph is indicated in the following location of the crossings:

1) the crossing is located on a stretch closer to its railway station, the serviceability of the crossing alarm is monitored at the control panel of its railway station, the crossing is serviced by an employee on duty, with whom the station's DSP has contact;

2) similar to subparagraph 1 of paragraph 29 of these Instructions, but without an employee on duty at the crossing;

3) the crossing is located closer to the neighboring railway station, the station’s air traffic control system does not have control over the alarm status and communication with the worker on duty at the crossing (or there is none);

4) the crossing is located within the boundaries of its railway station.

Other issues related to the passage of trains at crossings (on the wrong railway track, with returning back) are indicated in the note to this paragraph.

30. In paragraph 2.3 of Sample 1 (in paragraph 11 of Sample 2) of the TPA station, in accordance with Appendix No. 8 to the Rules, the procedure for stopping maneuvers on switches and railway tracks that are not isolated from the route of the upcoming reception or departure of a train, and the belief in this DSP of the station is indicated before opening a signal or issuing other permission to accept or depart a train. In this case, radio communications, two-way park communications, and, if not possible, switch communications, transmission of instructions and receipt of reports from the maneuver manager and driver through the duty switch post, signalman, operator of the centralization post or personally from the station's air traffic control station must be used.

31. Clause 2.4 for Sample 1 (clause 12 of Sample 2) TPA station is filled out in accordance with Appendix No. 8 to the Rules. The procedure for checking the availability of railway reception tracks is established by the owner of the infrastructure, the owner of the non-public railway track, depending on local conditions - the presence of electrical insulation of the railway tracks, working conditions on the railway tracks, the location of workers involved in checking the availability of railway tracks. The verification method may be different for individual railway tracks and parks, depending on the dark or daylight hours, the location of the railway tracks in plan (the presence of curves). When conducting an early check of the vacancy of one or more railway tracks, the need to fence each checked railway track with portable stop signals is indicated.

In subclause 2.4.1 of Sample 1 (in clause 12.1 of Sample 2) TPA station, electrical insulation devices for railway tracks are indicated.

In the presence and normal operation of electrical insulation devices for railway tracks, it is indicated: “According to the readings of the control devices of the control apparatus.” In the absence of electrical insulation of the railway tracks, subclause 2.4.1 of Sample 1 (clause 12.1 of Sample 2), the station TPA is not filled out.

Subclause 2.4.2 of Sample 1 (in clause 12.2 of Sample 2) of the TPA station for each group of railway tracks or individual parks indicates the procedure for checking the availability of railway tracks at railway stations where there is no electrical insulation, as well as at railway stations where there is it, but its normal action is disrupted.

If at intermediate railway stations the vacancy of the main railway tracks is checked by the presence of signals on the tail cars of passing trains, then this paragraph should indicate additional measures to guarantee the complete vacation of the railway track by the train (radio communications with the driver, post worker, crossing duty officer, etc. measures).

When checking the availability of railway tracks is carried out in case of violation of the normal operation of electrical insulation devices, along with establishing the verification method, the position of the railway station employee who is involved in this operation is indicated.

In the event of a violation of the electrical control of the occupancy of two or more receiving and departure railway tracks or its absence, the station's ESP maintains a log or schedule of the occupancy of these railway tracks.

32. In paragraph 2.5 of Sample 1 (in paragraph 13 of Sample 2) TPA station, the procedure for monitoring the correct preparation of routes for receiving and departing trains is indicated.

Subclause 2.5.1 of Sample 1 (in clause 13.1 of Sample 2) of the station's TPA indicates how the station's air traffic control monitors the correct preparation of train reception or departure routes during normal operation of signaling devices.

In subclause 2.5.2 of Sample 1 (in clause 13.2 of Sample 2) the station's TPA indicates how the station's DSP monitors the readiness of routes in conditions of disruption of the normal operation of signaling devices.

It is indicated how the station's chipboard monitors the correct position of the switches and their closure (fastening, locking) on ​​the train's receiving or departing route in cases of various violations of the normal operation of signaling devices, which should be grouped according to the principle of similarity of the station's chipboard actions:

a) in case of false occupancy, false vacancy of railway tracks, switch and non-switch isolated sections, as well as when they are turned off without maintaining the use of signals;

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

c) if it is impossible to move the centralized arrows from the control panel and move them manually using a courbel;

d) in case of malfunction of switch locks, articulated locks (of the appropriate type) and route control devices;

e) when turning off the arrows while maintaining the use of signals;

f) when turning off the arrows without maintaining the use of signals;

g) in the event of a malfunction of the input, route and output traffic lights, but with normal operation of the remaining signaling devices at the station, as well as the impossibility of opening the output traffic light due to a malfunction of the first block removal section (with automatic blocking) or semi-automatic blocking devices.

In addition, the workers involved, at the direction of the station's DSP, to perform operations related to the preparation of routes for the reception and departure of trains in the cases listed above, are indicated, as well as the need for the presence of responsible persons at the railway station.

For each case of malfunction listed above, it is indicated whether the train should be accepted or sent according to the permissive or prohibitive indication of the traffic light.

At the end, the general procedure for organizing train and shunting work at a railway station when signaling devices are terminated is also indicated (if there is a corresponding application to the TPA station, a link to it must be made).

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

It is not allowed to enter into this paragraph information that is not related to the content defined in its heading.

33. In paragraph 2.6 of Sample 1 (in paragraph 10 of Sample 2) TPA station, the maximum time required to prepare routes for receiving (departing) trains in the event of disruption of the normal operation of signaling devices is indicated. This time is set taking into account the maximum number of operations along a given route: moving all the arrows with a curbel, locking them with bookmarks and padlocks, securing at least one arrow on the route with a standard bracket.

With a smaller number of operations (not all switches are turned by a curbel, locked), and also when a locomotive is used to deliver workers to the places where these operations are performed, the route can be prepared in less time. No amendments (including for the time of year, since weather conditions can be equally unfavorable at any time of the year) or notes are not allowed to be made to this paragraph of the TPA station.

34. In paragraph 2.7 of Sample 1 (in paragraph 14 of Sample 2) of the TPA station, the numbers of switches are indicated (from the list of switch numbers approved by the owner of the infrastructure, the owner of the non-public railway track), the position of which, in accordance with the requirements of Appendix No. 8 to the Rules, is not allowed to be checked before each arrival or departure of a train, and periodically. The frequency of checking the position of the arrows is set in accordance with the operating conditions of the railway station.

35. In paragraph 2.8 of Sample 1 (in paragraph 15 of Sample 2) of the TPA station, the procedure for passing trains or shunting trains along the railway tracks located between the passenger train standing at the railway station and the passenger building is indicated, listing the specific measures that should be taken in this case carried out to ensure the safety of boarding and disembarking passengers in accordance with the requirements of Appendix No. 8 to the Rules in the absence of a transition bridge or tunnel.

36. Clause 2.9 of Sample 1 TPA ​​station indicates the procedure for meeting trains arriving at the railway station.

Subclause 2.9.1 of Sample 1 TPA ​​station must indicate the categories of trains and the meeting point of the train at the DSP station.

For railway stations or certain areas where the station's traffic police are not responsible for meeting and escorting trains, this item is not filled in.

Subclause 2.9.2 of Sample 1 of the station's TPA is filled out in cases of organizing the meeting of trains by employees of the railway station in accordance with the procedure for organizing the meeting of trains established by the owner of the infrastructure, the owner of the non-public railway track.

Column 1 lists the parks (and, if necessary, individual railway tracks) that receive trains from the corresponding directions.

In columns 2 - 4, opposite each entry made in column 1, all executive posts and switch areas involved in preparing routes for received trains are indicated, including entrance posts located at the opposite end of the receiving railway tracks, and posts that include security guards. arrows. In the case when the routes for receiving trains are completely prepared by the station's EAF from the electrical centralization post, these columns are not filled in.

Column 5 indicates the workers on duty who are responsible for meeting trains, indicating the meeting place.

37. Clause 2.10 of Sample 1 (clause 17 of Sample 2) TPA of the station is filled out in accordance with the requirements of Appendices No. 6 and 7 to the Rules.

Column 1 lists the parks (if necessary, individual railway tracks) that accept trains of the corresponding directions.

In column 2, opposite each entry made in column 1, it is indicated how the station's chipboard ensures that trains have arrived in full force. For trains arriving from sections equipped with automatic blocking or automatic control devices for the arrival of a full train at the railway station, this column states: “According to the readings of the control devices of the control apparatus.”

With other means of signaling and communication and the absence of devices for automatic control of train arrival, the station's air traffic control system confirms the arrival of a full train by the presence of a train signal on the last car of the train. The presence of such a signal on the last car of the train is checked personally by the station's air traffic control department or by one of the employees (the employee's position and post number are indicated).

In case of automatic blocking, an additional instruction is added to this paragraph: “If the indication of the occupied section remains after the train arrives at the railway station in the absence of other passing trains on this section and when the output signals are closed at the neighboring railway station, the station’s traffic control department is obliged to verify the arrival (proceeding) trains in full force based on the presence of a train signal on the last car."

In the same way, the station's air traffic control must ensure the arrival (travel) of the train in its entirety in the event that the automatic blocking on the corresponding railway track is closed and the switch to telephone communications, as well as when receiving a message from the driver of the arriving train about a stop on the section due to self-braking or pressure drop in the brake line.

In the absence of a train signal on the tail car, the arrival (travel) of the train in its entirety is established by comparing the number of the tail car with the actual sheet via radio communication with the train driver or after the train stops at this (or the next along the route) railway station.

38. In paragraph 2.11 of Sample 1 (in paragraph 18 of Sample 2) of the TPA station, the procedure for receiving trains at the railway station when the entrance (route) traffic light is prohibited and on the wrong railway track (in the absence of an entrance traffic light on this railway track) is indicated.

In subclause 2.11.1 of Sample 1 (in clause 18.1 of Sample 2) of the TPA station, permission to pass a traffic light with a prohibitory indication is indicated.

Column 1 lists all the entrance and route (at the entrance) traffic lights available at the railway station, both along the correct and incorrect railway tracks.

On double-track and multi-track sections, in the absence of an entrance traffic light, for trains arriving on the wrong railway track, the following is indicated: “On the wrong railway track from ______ (name of the railway station).”

Column 2, opposite each entry given in Column 1, lists the means available to the station's traffic police, with the help of which he can give the driver permission to proceed to the railway station when the corresponding traffic light is prohibited (with the exception of written permission).

In subclause 2.11.2 of Sample 1 (in clause 18.2 of Sample 2) of the station's TPA, in accordance with Appendix No. 8 to the Rules, the positions of railway station employees authorized to hand over written permission to accept a train at the railway station to the train driver, and the places of their delivery are indicated.

39. In paragraph 2.12 of Sample 1 (in paragraph 19 of Sample 2) of the TPA station, based on local conditions, additional measures are indicated aimed at ensuring traffic safety during the parking of passenger, mail and luggage, passenger and freight-passenger trains.

The procedure is indicated in which, after the arrival of the specified trains that have a stop at the railway station, the DSP station, and in areas equipped with dispatch centralization, the train dispatcher takes the necessary measures, where possible, to ensure the safety of the movement of the specified categories of trains (setting the switches to the security position; hanging red caps on signal buttons and others).

40. In paragraph 2.13 of Sample 1 (in paragraph 20 of Sample 2) of the TPA station, sections that have a long descent (ascent) and the procedure for receiving trains from them to the railway station are indicated.

Column 1 indicates sections that have a long descent (ascent) from the railway station.

Column 2 indicates the procedure for receiving trains at the railway station from a stretch that has a long descent (ascent). On single-track lines, in the case of simultaneous approach of two trains from opposite directions to the railway station, the first to be accepted is the train for which the conditions for stopping or starting at a closed entrance traffic light are less favorable, or the train followed by another train, etc. In each case, the procedure is determined based on local conditions, taking into account the requirements for ensuring the safety of train traffic.

41. In paragraph 2.14 of Sample 1 TPA ​​of the station, in accordance with the requirements of Appendix No. 8 to the Rules, the procedure for receiving pushing locomotives, as well as single locomotives and multiple unit rolling stock arriving at the railway station (to the depot or from the depot under train sets).

42. In paragraph 2.15 of Sample 1 (in paragraph 16 of Sample 2) of the TPA station, the categories of trains and directions of trains, the meeting place of trains, and the position of the railway station employee who meets or sees off the trains are indicated.

When filling out this subclause, it should be borne in mind that if a railway station (park) is charged with escorting trains, then the station (park) DSP is responsible for compliance with the requirements of paragraph 81 of Appendix No. 6 to the Rules. It is not allowed to make the following entry: “The station’s chipboard escorts trains into the post premises through the window, inspecting the right (or left) side of the train.”

43. In paragraph 2.16 of Sample 1 (in paragraph 16 of Sample 2) of the TPA station it is indicated in which parks, switch areas and at which posts of the railway station the trains are met by switch post attendants, signalmen and OPTs. If there are no executive posts, columns 2 - 4 are not filled in.

44. Clause 2.17 of Sample 1 (clause 21 of Sample 2) TPA station is filled in in cases of train departure when the exit traffic light is prohibited or from railway tracks that do not have exit traffic lights, while maintaining existing signaling and communication facilities, excluding cases of switching to telephone communications, departure of trains for a closed section or when all means of signaling and communication are interrupted.

Column 1 indicates the railway tracks (parks) of departure of trains, the direction of their travel, which main railway route the train departs for, and the letter of the exit traffic light. Route traffic lights are not included in this paragraph; the order of their passage by departing trains is established by the requirements of Appendix No. 8 to the Rules.

Columns 2 - 4 indicate the driver’s permission to engage in the haul, the position of the railway station employee who gives the driver permission to engage in the haul, instructions to the driver about the possibility of departure of the train when the exit traffic light is prohibited, as well as from railway tracks where there are no exit traffic lights. Entries in column 4 must be made opposite entries in columns 2 - 3, which relate only to written permission.

Permission to occupy the stage is issued in accordance with Appendix No. 8 to the Rules.

If movement on a stretch is carried out via an electric baton system, by telephone means of communication, using one baton, or by order of a train dispatcher transmitted directly to the train driver via radio communication, then this TPA station item for this stretch is not filled out.

This TPA item of the station is not filled in in the case when, if it is impossible to open the exit traffic light, a transition is made to telephone means of communication (for example, with semi-automatic blocking, as well as to the wrong railway track of the section with one-way automatic blocking or to a free section that does not have traffic lights and is not equipped wand key).

45. Clause 2.18 of Sample 1 TPA ​​station specifies the procedure for issuing warnings about special conditions for trains at railway stations for the formation of trains and the change of locomotives and locomotive crews in accordance with the requirements of the Rules:

a) at railway stations where trains are formed - the procedure for informing the station's traffic police (fleet duty officer), who issues warnings about the inclusion of moving units in the train that require special travel conditions;

b) at railway stations where locomotives (crews) are changed - a mandatory check by the particle board of the station sending the train, according to the full-scale sheet and through the train dispatcher, of the presence of such railway rolling stock on the train.

46. ​​In paragraph 2.19 of Sample 1 (in paragraph 27 of Sample 2) TPA station, additional instructions are indicated for the reception and departure of trains depending on local operating conditions without repeating the requirements provided for in other paragraphs of the TPA station.

The paragraph reflects the following questions:

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

b) the procedure for issuing warnings for trains, indicating the following data: the position of the railway station employee who maintains the book of warnings and issues warnings for trains (in relation to issuing warnings for individual trains, reference is made to paragraph 2.18 of Model 1 TPA ​​station);

c) the procedure for notifying employees about the upcoming arrival and departure of trains;

d) the procedure for checking trains before departure in accordance with the requirements of paragraph 82 of Appendix No. 6 to the Rules;

e) the presence on adjacent sections of devices that monitor the condition of the railway rolling stock and the procedure for the operation of the station's EAF when they are triggered (with reference to the relevant instructions);

f) the procedure for the departure of trains from the railway tracks on which the cars remain, indicating the performers of the operations to secure the remaining cars and control by the station's DSP over their implementation;

g) the procedure for obtaining information about trains with dangerous goods of class 1 VM approaching the railway station, notifying workers involved in processing operations of such trains upon arrival and disbandment (or processing them as transit trains without processing) on ​​railway tracks installed in subclause 1.6.1 of Sample 1 TPA ​​station. This procedure must be specified in this paragraph regardless of the presence of local instructions on the procedure for working with cars loaded with VMs.

If necessary, based on local conditions, this paragraph may also reflect other requirements related to ensuring the safety of train traffic at a given railway station, which, due to their content, are not subject to mandatory inclusion in other paragraphs of the TPA station (issues related to disruption of the normal operation of devices The signaling systems are not included in this paragraph, but are reflected in subparagraph 2.5.2 of Sample 1 (in subparagraph 13.2 of Sample 2) of the TPA station.

47. Clause 2.20 of Sample 1 TPA ​​station indicates the order of movement of trains or shunting trains between separate points of non-public railway tracks in accordance with clause 86 of Appendix No. 6 to the Rules, which reflects:

a) the names of the separate points between which the shunting order of movement of trains (convoys) is established, their boundaries;

b) the procedure and method of transferring permission for the departure of a train (convoy) from a separate point;

c) the procedure for preparing and checking the route of the train (convoy);

d) the place where the train or shunting train stops after departure from the separate point and the method for the train driver or the manager of the maneuvers to agree with the duty officer of the adjacent separate point on the possibility of proceeding to the adjacent separate point;

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

f) place where the locomotive is placed on the train (train);

g) the established speed of movement between separate points;

h) the procedure for ensuring the arrival of a train (train) in its entirety.

48. Paragraph 3.1 of Sample 1 TPA ​​station indicates the distribution of responsibilities for the management of shunting work.

In accordance with paragraph 24 of Appendix No. 6 to the Rules, the paragraph indicates the position of the railway station employee who manages maneuvers at the railway station. If there are several shunting areas at a railway station, then this paragraph indicates the distribution of responsibilities between responsible managers for managing shunting work.

49. In paragraph 3.2 of Sample 1 (in paragraph 22 of Sample 2) of the TPA station, shunting areas are established at the railway station. The division of a railway station into shunting areas is determined by the track development, nature, volume of work of the railway station and does not depend on the number of shunting locomotives operating at the railway station.

Filling out the columns in paragraph 3.2 of Sample 1 TPA ​​station.

In column 1, each shunting area is assigned a specific number (indicated in Arabic numerals), placed before the words characterizing the area.

The shunting areas established in this paragraph with the numbers assigned to them must remain unchanged in all provisions of paragraph 3 of Model 1 TPA ​​station.

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

It is not allowed to designate railway station areas by other terms.

The same column indicates the boundaries of the maneuvering areas. In this case, the border of the shunting areas located on different sides of the park can be the axis of this park, and the border of the “Cargo Yard” area can be a shunting traffic light, fencing the exit from the specified area.

Column 2 indicates what serves as a hood and its boundary.

Column 3 indicates the main nature of the work performed in the area.

Column 4 indicates the series of shunting locomotives operating in this area.

Column 5 lists the technical means used during maneuvers in a given area (communication means are not indicated in this paragraph).

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

If there is a hump at a railway station, it is also indicated as a shunting area (with a number assigned), however, columns 3 - 5 are not filled in, and a reference is made to the instructions for the operation of the hump, which is an appendix to the TPA station.

Filling out the columns in paragraph 22 of Sample 2 TPA station.

Column 1 indicates the nature of the work performed.

Column 2 indicates the series of locomotives performing shunting work at the railway station (shunting, dispatching, as well as locomotives of prefabricated and export trains).

Column 3 indicates the composition of locomotives and locomotive crews.

50. Clause 3.3 is filled out in accordance with the requirements of clause 25 of Appendix No. 6 to the Rules.

Column 1 indicates the numbers of shunting areas where radio communications and park communications are used during maneuvers.

In column 2, opposite each entry made in column 1, the types of communications used in this shunting area are indicated.

Column 3 indicates the positions of railway station employees who have the right to use radio communication devices and park communications, and also determines the nature of the instructions and messages that can be transmitted by these employees within the scope of their duties.

The nature of transmitted instructions, commands and messages is given in Appendix No. 8 to the Rules.

In subclause 3.3.1 of Sample 1 TPA ​​station, in accordance with the requirements of Appendix No. 8 to the Rules, depending on local conditions and the technical equipment of the railway station, the procedure for workers to act in the event of a sudden failure of radio communications is indicated. The most dangerous is a sudden failure of radio communication between the train compiler and the driver when the shunting train is moving forward in cars. A procedure for the actions of workers is indicated that allows timely identification of the fact of radio communication failure. The condition for this is strict adherence to the procedure for conducting negotiations between the train compiler and the driver while the shunting train is moving forward with cars: before the start, during the movement, when entering the destination railway track and when approaching standing cars. If the stable operation of radio communication between the driver and the train preparer is disrupted, or if one of the shunting participants fails to receive a message confirming the presence of communication, an immediate stop of the shunting train must be provided. Depending on the service area (the shunting area of ​​the railway station), based on local conditions, the train compiler and the locomotive driver can switch to manual or sound signals before replacing the radio station.

The procedure and forms of negotiations are indicated in the appendix to the TPA station "Regulations for negotiations on radio communications during shunting work."

51. Paragraph 3.4 of Sample 1 TPA ​​station indicates the features relating to the performance of shunting operations in each area of ​​the railway station (separately for each shunting area).

Column 1 indicates the numbers of shunting areas.

Column 2 indicates the number of persons of the compilation team (teams) working in a given area, which is determined by the owner of the infrastructure, the owner of the non-public railway track.

If two employees are appointed to work with one locomotive as a train compiler, one of them, when the shift begins duty, is appointed by the station's DSP as the head of maneuvers, and the other performs the duties of an assistant train compiler, as indicated in the note to this paragraph.

In column 3, based on paragraph 84 of Appendix No. 7 to the Rules, it is indicated by what means the task for installing the switches on the railway track is transmitted to the switch post duty officer, OPC or signalman (via radio communication, two-way park communication, locomotive whistle, personally by the train compiler).

In the case when the switches are moved by the station's DSP during maneuvers, column 3 indicates: "The train organizer requests the station's DSP via radio communication." When maneuvering on non-centralized switches, a note may be made: “The train director personally moves the switches during maneuvers.”

Column 4 indicates how the driver is given permission to leave the shunting train at the switches (by indicating a shunting traffic light, by a manual signal from the duty switch post N ______, by indicating the station's traffic control center, by the operator of the centralization post via radio communication).

In column 5, for areas where shunting work is systematically carried out in pushes, the position of the railway station employee who slows down moving cuts on the railway tracks is indicated: “car speed controller”, “train compiler assistant”. If push maneuvers are not performed, the column is not filled in.

52. Paragraph 3.5 of Sample 1 TPA ​​station indicates the necessary additional safety measures in accordance with the requirements of Appendix No. 8 to the Rules for railway stations, where two or more shunting locomotives are allowed to operate in one shunting area.

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

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

b) the possibility of complete mutual isolation of shunting routes by setting the switches to the guard position;

c) normal operation of signaling devices, ensuring the closure of switches in shunting routes.

For areas where the operation of two or more shunting locomotives is not permitted, it must be indicated: “The simultaneous operation of two or more shunting locomotives in one shunting area is not permitted.”

53. Clause 3.6 of Sample 1 (clause 23 of Sample 2) TPA of the station is filled out in accordance with the requirements of Appendix No. 8 to the Rules.

Column 1 lists the numbers of the shunting work areas in which the shunting locomotive operates.

In Column 2, opposite each entry in Column 1, railway tracks or depots are indicated, where, due to operating conditions, it is necessary to take special precautions to prevent cars from leaving the useful length of the railway tracks, cars leaving and colliding towards the railway station (depot) opposite the area where the shunting station is operating. locomotive If a shunting locomotive operates on the even-numbered side of the railway station (depot), measures are indicated to prevent cars from going beyond the useful length of the railway track on the odd-numbered side of the railway station (depot).

54. Clause 3.7 of Sample 1 TPA ​​station is filled out in accordance with the requirements of Appendix No. 8 to the Rules.

Column 1 indicates areas where entry of shunting locomotives, trains, and special self-propelled railway rolling stock is allowed only after prior approval.

Column 2 indicates the positions of the railway station employees who coordinate the possibility of a shunting locomotive entering the area, and the approval procedure.

Column 3 indicates the procedure for coordinating the return of a shunting locomotive, trains, special self-propelled railway rolling stock from an area not served by the switch post duty officer.

Column 4, if necessary, indicates additional conditions that must be observed when shunting locomotives enter certain areas.

55. Clause 3.8 of Sample 1 TPA ​​station is filled out in accordance with the requirements of Appendix No. 8 to the Rules.

Column 1 briefly indicates where and where the shunting train is being relocated.

Column 2 briefly (without listing all the arrows along the route) indicates the railway route of the shunting train.

Column 3 indicates the maximum number of cars in a shunting train if the shunting train includes cars of the same type.

Otherwise, “no” is indicated in this column. The type of cars in the shunting train is indicated in the note to this paragraph.

Column 4 indicates the maximum length in conventional units for determining the length of the shunting train.

In column 5, the words “Turn on” or “Do not turn on” indicate the need to turn on the automatic brake in the shunting train and the position of the railway station employee who performs this operation (train compiler, chief conductor).

Column 6 indicates the position of the railway station employee who accompanies the shunting train during the reshuffle.

If necessary, indicate the location of the employee accompanying the shunting train during the reshuffle. If the shunting train is allowed to proceed unescorted, then “Unaccompanied” is indicated.

In column 7, depending on local circumstances, the necessary additional conditions associated with the rearrangement are indicated.

56. In paragraph 3.9 of Sample 1 (in paragraph 24 of Sample 2) of the TPA station, the procedure and standards for securing railway rolling stock on the railway tracks of a railway station and the procedure for checking the securing of railway rolling stock are indicated.

Calculation of securing railway rolling stock is carried out in accordance with the requirements of Appendix No. 8 to the Rules. The required number of brake shoes can be determined using an automated system for calculating fastening standards.

In subclause 3.9.1 of Sample 1 (in clause 24 of Sample 2) of the TPA station, the standards for securing cars and other railway rolling stock are indicated depending on the number of axles, the location of cars in the secured railway rolling stock (group) and their weight characteristics, as well as the order of implementation these operations. This data is entered separately for each railway track and railway station fleet. The park name is written to the full length of the line.

Column 1 indicates the numbers of the railway tracks of the railway station on which it is allowed to leave railway rolling stock without a locomotive, including the railway tracks of marshalling or marshalling yards. After the railway track number, it is indicated from which end of the railway track the railway rolling stock (groups, trains) begins to be located.

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

The presence of an average slope of a railway track of more than 0.0025 is not a basis for not including in this paragraph the norms for securing railway rolling stock on this railway track.

On certain connecting, exhaust and some other railway tracks, on which, according to the technology of the railway station, the railway rolling stock is not left without a locomotive, it may be prohibited to leave it, as indicated in a note indicating the reason; in this case, securing standards are not calculated and not are indicated.

For main and receiving and departing railway tracks with an average slope of more than 0.0025, fastening standards are calculated and entered, and the corresponding restrictions or prohibitions on leaving cars without a locomotive are indicated in the note. The note also indicates sections of railway tracks with slopes exceeding 0.0025, which do not have devices to prevent railway rolling stock from entering train reception and departure routes or an adjacent section, on which it is prohibited to leave railway rolling stock without a locomotive.

Column 2 indicates the average slopes of sections of railway tracks on which groups of cars are located, secured respectively by one, two or more brake shoes up to the full capacity of the railway track, for which the average slope value is indicated along the entire useful length of the railway track. The slope values ​​are indicated in thousandths with an accuracy of one tenth of a fraction: in the numerator for column 6, in the denominator for column 7.

Column 3 indicates on which side (depending on the direction of possible departure of the cars) the railway rolling stock is secured.

Column 4 indicates the presence of stationary devices for securing railway rolling stock on a given railway track with the number 1 (only at one end of the railway track) or 2 (at both ends of the railway track), which must correspond to the entries in paragraph 1.12 of the TPA station. The number 1 or 2 is entered only in the first line of column 4 and applies to the entire railway track. If there are no such devices, column 4 is not filled in.

Column 5 indicates in separate lines of the column the number of brake shoes in increasing sequence up to the maximum number required to secure the cars when the entire useful length of the railway track is completely filled at the maximum rate.

Regardless of the presence of stationary securing devices on the railway track, the standards for securing railway rolling stock with brake shoes are specified in full. Below the norms (for one or more railway tracks) the weight characteristics of the railway rolling stock are indicated, for which, based on the actual slopes of the railway tracks, in addition to securing them with a stationary device, the laying of brake shoes is required, indicating their number. In the event of a malfunction of a stationary device or for another reason that prevents its use, fastening is carried out according to the standards specified in columns 5 - 7.

In columns 6 and 7, sequentially, in accordance with the number of brake shoes indicated in column 5, the maximum number of axles in a train or group of cars is indicated, which must be secured with a given number of brake shoes in accordance with the standards calculated in accordance with Appendix No. 8 to the Rules.

Recording in columns 6 and 7 the number of axles (for example, 40) opposite the first brake shoe indicated in column 5 means that one brake shoe needs to secure a group of cars from two to 40 axles inclusive. The entry in the next line against two brake shoes (for example, 80) means that a group of cars from 42 to 80 axles inclusive must be secured with two brake shoes.

The number of axles in columns 6 and 7 are written in one line opposite the corresponding number of brake shoes indicated in column 5, and when it reaches the maximum for column 6 (for example, 3), subsequent lines in column 6 are not filled in, column 7 continues to be filled to the maximum number of brake shoes for this column (for example, 7).

Columns 8 and 9 indicate the position of the railway station employee who secures or removes the brake shoes, the position of the railway station employee who gives instructions to secure or remove the brake shoes, the position of the railway station employees to whom he reports on the fastening or removal of the brake shoes.

The item is filled in similarly in the case of securing the cars with stationary devices from local control columns or the station's chipboard from the electrical centralization post.

The fastening is carried out before the locomotive is uncoupled, and the fastening is removed after it is coupled.

The number of axles secured by one shoe, two, three or more brake shoes must be calculated depending on:

a) the location of railway rolling stock at any location along the railway track (excluding the “mountain” profile type);

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

The choice of one or more options for calculating the standards for securing railway rolling stock for specific railway tracks is determined by the owner of the infrastructure, the owner of non-public railway tracks in accordance with the requirements of Appendix No. 8 to the Rules, based on the actual profile, operating technology and safety requirements.

In cases where, in accordance with clause 1.5 of Sample 1 (clause 3 of Sample 2) of the TPA station, the capacity of railway tracks is also calculated for another type of railway rolling stock (passenger cars, tanks, hopper dispensers, etc.), for the specified type of railway rolling stock A separate calculation of fastening standards is carried out.

For railway tracks, where the operating technology, as an exception, provides for the permanent abandonment of cars on certain sections of the railway tracks (not at the end of the railway track), the calculation of fastening standards based on the actual slope for these sections is carried out separately. In this case, column 1 indicates the boundaries of these sections of railway tracks.

All of the above calculation options, including taking into account one or more breaks in the railway rolling stock for the passage of pedestrians or the passage of vehicles, can be made using automated systems of the infrastructure owner, the owner of non-public railway tracks.

The procedure for braking cuts on marshalling railway tracks and removing brake shoes from under cars, as well as measures to prevent the exit of railway rolling stock from marshalling railway tracks in the direction opposite to the hump (hood), must be specified in the instructions for the operation of the hump, which is application to the TPA station.

Subclause 3.9.2 of Sample 1 (in clause 25 of Sample 2) of the TPA station indicates the employees of the railway station, who are responsible for checking the fastening of the railway rolling stock with brake shoes before receiving and returning to duty, indicating the railway tracks and parks.

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

In accordance with the operating conditions of the railway station, the storage location of the brake shoes used to secure the cars, their inventory numbers and quantity at each point, as well as the employees responsible for their safety are indicated at the point.

58. In paragraph 3.11 of Sample 1 TPA ​​station, the equipment locations for shunting locomotives available at the railway station are indicated.

59. In paragraph 3.12 of Sample 1 TPA ​​station, the location of the carriage scales, the speed of movement along them and their lifting force are indicated.

60. Paragraph 3.13 of Sample 1 (in paragraph 27 of Sample 2) of the TPA station sets out the necessary instructions for shunting work at a given railway station that are not included in the previous paragraphs of the TPA station.

In the TPA of the Sample 2 station, in paragraph 27, after setting out the mandatory positions relating to train work, additional instructions on shunting work are set out.

This paragraph states:

1) the procedure for shunting work with cars loaded with explosive materials, safety measures and the procedure for workers in the event of emergency situations (technical or commercial malfunction of the car and other malfunctions). If there are instructions at the railway station on the procedure for working with cars loaded with dangerous goods of class 1 (explosive materials) (appendix to the TPA station), a reference is made to the specified instructions. This procedure regarding the use of station railway tracks must fully comply with the requirements of paragraph 1.6 of Sample 1 TPA ​​station;

2) the procedure for delivering and cleaning cars to public places: the procedure for coordinating arrival and departure, precautions for arrivals during loading and unloading operations.

The procedure for supplying and removing cars and performing maneuvers on non-public railway tracks is set out in the instructions for maintenance and organization of traffic on a non-public railway track, which are not included in the list of appendices to the TPA station.

The procedure for entering other information relating to shunting work at railway stations is established by the owner of the infrastructure, the owner of the non-public railway track.

61. Attached to the TPA station:

1. Large-scale plan of the railway station.

9. List of occupancy of railway reception and departure railway tracks by passenger, postal and luggage and passenger-and-freight trains. A list of passenger, sorting, freight and sectional railway stations (except for those where passenger trains follow the corresponding main railway tracks without entering other receiving and departure railway tracks), railway stations for the turnover of passenger, suburban trains and multiple unit trains, as well as for those intermediate railway stations where the traffic schedule provides for overtaking or crossing of passenger, postal and luggage and freight trains with other trains of the same categories.

10. Regulations for radio communications during shunting operations.