Rules technical operation railways Russian Federation install:
Basic provisions for the technical operation of railways and the procedure for the actions of employees railway transport during their operation, the main dimensions, the standards for the maintenance of the most important structures, devices and rolling stock and the requirements for them, the system for organizing train traffic and the principles of signaling
Rules for the technical operation of the railways of the Russian Federation are mandatory for:
All departments and employees of the federal railway transport, and their implementation ensures the coherence of all links of railway transport, the smooth and uninterrupted operation of railways and traffic safety
The main responsibilities of railway workers are:
Satisfying the needs for the transportation of passengers, cargo, luggage and cargo luggage, while ensuring unconditional traffic safety and safety of transported goods, luggage and cargo luggage, effective use technical means, compliance with environmental protection requirements
Who is responsible for the implementation of the PTE and traffic safety in terms of their duties:
Each worker associated with the movement of trains
Who is responsible for monitoring compliance with the Rules for the technical operation of railway workers:
For heads of relevant departments
What responsibility entails violation of the Rules for technical operation by employees of railway transport:
In accordance with the current legislation of the Russian Federation
If a malfunction of structures or devices is detected that poses a threat to traffic safety or environmental pollution, the employee must:
Immediately take measures to secure the dangerous place and eliminate the malfunction
What measures should each railway worker take in cases that threaten the life and health of people or traffic safety:
Give a stop signal to a train or shunting train and take other measures to stop them
Railway workers must ensure:
Passenger safety, create the necessary amenities for them, serve culturally at stations, on trains, be polite and considerate in dealing with all persons using railway transport services, and at the same time require them to comply with the rules in force on railway transport
Railway workers must keep in order:
Workplace and entrusted technical means
Workers for whom uniforms and insignia are established must:
Dressed in uniform
Every railway worker must comply with:
Rules and instructions for labor protection, fire safety, sanitary rules and norms, requirements of standards, metrological norms and rules and other normative documents set for the work they do
It is not allowed to locomotives, MVPS control cabins, to signals, arrows, devices, mechanisms and other devices related to ensuring the safety of train traffic, as well as to premises from which signals and such devices are controlled:
Persons not entitled to access them
Only the following persons have the right to operate locomotives, MVPS, SSRS and other mobile units, devices, mechanisms and other devices related to ensuring the safety of train traffic, as well as to switch points:
Employees authorized to do so during their performance official duties
Can railway workers passing through the in due course internship as a second person:
Only under the supervision and under the personal responsibility of employees directly servicing these devices
Persons entering the railway transport for work related to the movement of trains must pass:
Pass the professional education, professional selection, pass the tests and subsequently be periodically checked in the knowledge of PTE, ISI, IDP, job descriptions, rules and instructions for labor protection, sanitary regulations and norms, regulations on the discipline of employees of the railway transport of the Russian Federation
If the locomotive has a working and switched on SAUT system, the following functions are canceled in KLUB-U (UP). Specify the correct answers:
Target speed canceled
Checking the vigilance of the driver with a white indication
What functions of CLUB-U are automatically restored when the SAUT is faulty or turned off? Indicate the correct answers:
One-time check of vigilance when changing the signal from "Z" to "G" and from "B" to G"
Periodic checks when Vfac is greater than Vtarget
In the absence of an electronic card in KLUB-U (UP), the braking curve is canceled when following a traffic light with a prohibitory indication
If the locomotive (MVPS) has a working and enabled TSKBM and KLUB-U (UP) system, the following functions are canceled. Specify the correct answers:
All periodic checks are canceled regardless of the speed and traffic light readings on BIL and BIL-POM
There will be no periodic vigilance checks in the parking lot.
KLUB-U (UP), when power is turned on in the active locomotive cab (MVPS), regardless of the state of the EPK key, must provide indication on the BIL block of the following information. Choose the wrong answer:
Indications of lights of a locomotive traffic light
KLUB-U (UP), when the power is turned on in the passive cab of the locomotive (MVPS), regardless of the state of the EPK key, must provide indication on the BIL block of the following information. Specify the correct answers:
Path coordinates
current time
Actual speed 0 km/h
Registration Cassette Ready
ALSN channel carrier frequency (ALS-EN channel activity)
Mode of operation (train, shunting)
How does KLUB-U (UP) control the driver's vigilance? Specify the correct answers:
Single and periodic control (by means of handles RB, RBS)
Formation of a light signal "Attention!" on the BIL block
Removing voltage from the EPK electromagnet when the driver loses vigilance
The exclusion of spontaneous departure of the train (rolling) without the use of the "traction" command
How does KLUB-U (UP) provide speed control? Choose the wrong answer:
Generation of a braking signal to the SAUT system for the preliminary stop of the train in front of a traffic light with a prohibitory indication when top speed movements
In the event of a sudden appearance on BIL-U and BIL-POM of the signals "KZh" or "K" when the train is traveling at a speed above Vdop. for these signals the driver is obliged. Choose the most correct answer:
To prevent autostop braking of the train, turn off the EPK with the key and turn it on again after 5-7 seconds. If, after the EPC is switched on again with the key, a more permissive signal appears on BIL-U and BIL-POM, the EPC should be left in the on position. The driver must continue to move by making an appropriate entry in the Journal of the technical condition of the locomotive or MVPS (SSPS) form TU-152
In the event of a failure of the KLUB-U (UP) system, the driver must act as follows. Choose wrong answers:
When servicing a locomotive of a passenger train by one driver, in the event of a malfunction of KLUB-U (UP), the driver is obliged to bring the train to the nearest PTOL, where the system must be restored
Following the locomotives with a faulty KLUB-U to the indicated points must be carried out by order of the train dispatcher, transmitted by the duty officer at the section station in compliance with special measures safety, established by the head of the railway traction directorate
If, when driving on a stage or along station tracks equipped with ALSN track devices, the indication on the BIL turns off completely and the EPC whistle turns on, which does not stop by pressing the RB and RBS, then the driver must. Specify the correct answers:
Turn off the EPC with the key
Stop locomotive
Check the position of the KLUB-U circuit breakers and, if necessary, turn them off and on after stopping
If the sudden whistle of the EPC does not stop after the EPC is turned off with the key, the driver is obliged. Specify the wrong answer:
When driving a locomotive of a passenger or freight train, with good radio communication, bring the train to the change point for locomotive crews, where the KLUB-U (UP) device must be repaired without uncoupling the locomotive
If KLUB-U (UP) switches to work with the ALSN channel when following a section equipped with ALS-EN track devices, the driver is obliged. Specify the correct actions of the driver:
Continue moving, guided by the signals of the ALSN channel on BIL and BIL-POM, making an entry about the nature of the malfunction in the Journal TU-152
When working with KLUB-U (UP), locomotive crews are strictly prohibited. Specify incorrect answers:
Turn off the EPC with a key or a disconnecting valve of the brake line in cases where the BIL and BIL-POM signals "B" or "KZh" appear on the BIL and BIL-POM during normal operation of KLUB-U (UP)
In case of failure of the EPK, apply full service braking
When accepting a locomotive or MVPS (SSPS), the driver must make sure of the following. Specify the correct answers:
Check the absence of comments in the TU-152 log
There is a stamp-certificate KP CLUB-U (UP) about the serviceability of CLUB U (UP), the validity of which has not expired
Check the integrity of the seals on the disconnecting valve of the brake line, the vigilance handle, the KOH unit, the auto-stop electro-pneumatic valve and the units BEL-U, BIL-U, BIL-POM, BR-U, etc.
Check the performance of the KLUB-U (UP) device by turning it on and off
When accepting a locomotive or MVPS (SSPS) and visually inspecting it, the driver should. Please enter the wrong answer:
Check the receiving coils, their fastenings on the bogie frame, as well as the reliability of the fastening of the bolts securing them, check the presence and serviceability of the TSKBM blocks
The driver who accepted the locomotive or MVPS (SSPS) equipped with KLUB-U (UP) is obliged. Specify the correct answers:
Monitor the cleanliness and safety of the KLUB-U (UP) and the seals on it
Check during inspections of the locomotive (MVPS, SSPS) the reliability of fastening of the KLUB-U (UP) equipment, especially the receiving coils, speed sensors
Timely report on the KLUB-U (UP) malfunctions discovered along the route to the train dispatcher or station attendant, and when in the depot - to the depot attendant
Before turning on KLUB-U (UP) on locomotives and MVPS (SSPS), the driver must make sure of the following. Specify incorrect answers:
That the air pressure in the main KLUB-UP tanks is from 6.5 kgf/cm2 (0.65 MPa) to 9 kgf/cm2 (0.9 MPa)
That the key in the EPC lock is turned counterclockwise until it stops
When turning on the power KLUB-U (UP), the driver must. Specify the correct answers:
Install the cassette in the cassette receiver before turning on the power KLUB-U (UP)
Set the KLUB-U (UP) automatic power supply to the “On” position and turn on the “PIT” power switch on the BKR-U (BKR-UP) unit. At the same time, the power indicators on BKR-U (BKR-UP) and BEL-U (BEL-UP) will light up
After pressing the "PIT" button, the following indication will appear on the BIL block. Specify the wrong answer:
EPK ON status indicator
After pressing the "PIT" button, the following indication will appear on the BIL block. Please provide correct answers:
The registration cassette ready indicator shows the appropriate icon
Time indicator (h / min / sec) - indicates astronomical (Moscow) time, and at the initial moment after switching on (up to 2 minutes) indicates the internal time of the KLUB-U (UP) system
Railway indicator path coordinates, in meters (shows the value 0000.000 or, if there is an electronic map, after no more than 4 minutes, the value corresponding to the current coordinate)
Digital actual speed indicator (shows 000 km/h)
Actual speed indicator Vact=0 km/h (displayed by green LEDs)
Sign "EN" - reception of signals from the channel ALS-EN, or "RK"
Sign "RK" - reception of ALSN signals from the radio channel
After pressing the "PIT" button when turning on the KLUB-U (UP), the driver must turn on the EPK key by turning it all the way, while the following indicators will turn on on the BIL-U (BIL-UP). Please enter the wrong answer:
TSKBM ON status indicator
What devices and methods control the activation of the KLUB-U (UP) equipment? Specify the correct answers:
Special blocking devices that automatically exclude the possibility of departure and following of the locomotive with the switched off KLUB-U (UP), (KON)
By indication "PIT" on BEL-U (UP) and BKR-U-M (BKR-UP)
By recording the switched on state of KLUB-U (UP) on the registration cassette
Entering the path number is carried out under the following conditions. Specify incorrect answers:
Can only be carried out at stations
Can only be used while driving
Entering is done by pressing the "K" button
If the locomotive (MVPS) is located in a place that allows reliable reception of signals from the SIS, and at least 4 minutes have passed since the KLUB-U power was turned on, then if there is an electronic vKLUB-U card and the entered track number on which the locomotive is located ...
The value of the actual brake pressure in the train
To check the presence of serviceable logic modules KLUB-U, enabled and serviceable SAUT systems (system automatic control braking) and TSKBM (telemechanical system for monitoring the driver's wakefulness) the driver must. Specify the correct answer:
Enter the command "K71"
To check the number of the entered electronic card, the driver must. Specify the correct answer:
Enter the command "K10" or "522"
What is the procedure for turning off KLUB-U (UP)? Specify the correct sequence:
1. Turn off the EPC
2. Turn off the toggle switch "PIT"
3. Turn off the CLUB
4.Remove the registration cassette
In auto-blocking areas, as well as in electrified areas that are not equipped with auto-blocking, KLUB-U does not turn on in the following cases. Specify the correct answers:
On locomotives moving in the middle of a connected train
On non-electrified sections that are not equipped with ALSN track devices, KLUB-Us is switched on and movement is carried out on the “B” signal at BIL-U with periodic monitoring of the watch. in cases. Specify the correct answers:
On the pushing, on the second and subsequent locomotives with multiple traction
When driving with wagons, cranes, track machines, snow plows in front of the locomotive
At the parking lot before the start of the movement of the locomotive or MVPS (SSPS), the driver is obliged. Specify the correct answers:
Enter pre-trip information (engine number, train number, length in axles, length in wagons, train weight)
Select the mode of movement: train or shunting
Enter the number of the route on which the movement will be carried out
To select the KLUB-U (UP) driving mode, the driver must press the buttons on the BVL-U (UP). Specify the correct answer:
Press the "RMP" button, while the value of the allowable and target speed changes on the BIL, and the indicators "P" (train) or "M" (shunting) alternately light up on the movement mode indicator
Under what conditions does KLUB-U (UP) perform one-time checks of the driver's vigilance? Please enter the wrong answer:
When approaching a speed limit
Changing the control cab to change the direction of movement in single-section locomotives with two cabs should be carried out as follows. Specify the wrong answer:
Enter registration cassette number
What is the locomotive unified BEL-U electronics unit intended for? Please enter an incorrect answer:
For visual display to the driver's assistant and the driver of the necessary information
for receiving and pre-treatment collected information about the pressure in the main and surge tanks
What is the unit of indication and input of parameters locomotive unified (BIL-U, BIL-VV, BIL-V, BIL-UT, BIL-UVP) intended for? Specify the wrong answer:
For receiving signals from KPU-2 receiving coils, antennas of a point communication channel
What is the purpose of the steering angle sensor (DPS)? Specify the correct answer:
To measure train speed
What are they for? functionality CLUB-U (UP)? Specify the wrong answer:
To control human neurodermal resistance
What is the functionality of KLUB-U (UP) intended for? Specify the correct answers:
To control braking in front of a traffic light with a prohibition signal
To control wakefulness and vigilance of the driver
To generate signals for the SAUT system and the device for registering train parameters
KLUB-U (UP) additionally provides the following functions. Specify the wrong answer:
Checking the driver's vigilance by voice messages beginning with the word "Attention"
What is called the failure of SAUT-CM and what should be the actions of the driver? Specify incorrect answers:
A failure is a deviation from the normal operation of SAUT-CM, which is repeatedly repeated with different signs even after a short-term shutdown and subsequent activation of SAUT-CM
The driver is obliged to continue moving to the nearest station and demand the replacement of the locomotive
The reasons for failures of SAUT-CM can be. Specify the correct answers:
Malfunctions of the antenna, traffic police, cables and SAUT blocks
Low or unstable voltage on the SOUT power wire
Incorrect connection of SAUT-CM to the wires of the control circuits of the electric locomotive or to the ALSN circuits
The actions of the driver in the event of a malfunction in the operation of the ALSN (CLUB) (sudden appearance on the LS (BIL) of “yellow with red”, “red” or “white” indications) and the subsequent implementation of the EMERGENCY BRAKING command by the SAUT:
To prevent the breakdown of the EPC, you should switch the ALS-SOUT toggle switch to the ALS position, apply braking, reducing the speed to the controlled for this ALS signal and re-enable the ALS in the prescribed manner
The actions of the driver during continuous discharge of HM by the attachment to the driver's crane, which does not stop after the SAUT is turned off. Specify incorrect answers:
To prevent a possible break of the train (an additional stage of discharge of TM PKM), fix the started braking with the driver’s crane, followed by the release of the brakes, depending on the train situation
Make an appropriate entry in the TU-152 log and release the brakes
Press the "K-20" button - with a green light of the locomotive traffic light - if the speed is not more than 80 km / h, with yellow - if the speed is not more than 50 km / h
To prevent depletion of the brake line, you should switch the ALS-SOUT toggle switch to the ALS position, apply service braking, stop the train, change the attachment to the driver’s crane from another cab, and then proceed in the prescribed manner
The actions of the driver in case of a malfunction of one of the traffic police, determined during the check of the traffic police, or the absence of an indication of the actual speed on the CLUB indication block. Give the correct answer:
At a speed of more than 15 km / h, turn off the SAUT and drive with the system turned off, turning it on in parking lots
How should the driver act if, after passing the pre-entry signal indicating the train's inheritance along the main track of the station, the SAUT limits the allowed speed, as when receiving a side track. Choose the correct answer:
Press the "K-20" button - with a green light of the locomotive traffic light - if the speed is not more than 80 km / h, with yellow - if the speed is not more than 50 km / h. Report this chipboard failure
In cases of forced shutdown of the SAUT, the driver must re-enable the SAUT in the following order. Specify incorrect answers:
When the locomotive traffic light is green
On the nearest block section with a length of at least 1.5 km
At a speed of not more than 50 km / h, regardless of the speed of movement
Before turning on SAUT-CM again, the following conditions must be met. Choose the wrong answer:
With a "green" indication of drugs (BIL) at a speed of less than 70 km / h
What is considered a failure in the work of SAUT-CM, and what are the actions of the driver? Please provide correct answers:
A failure in the operation of the SAUT is considered to be a sudden deviation from the normal operation of the SAUT, which does not repeat after a short shutdown of the SAUT and its subsequent activation on the same block section
Short-term shutdowns of the SOUT by the driver are allowed, followed by turning on the system after 5-7 s, or pressing the "K-20" button
The reasons for failures of SAUT-CM can be. Specify the wrong answer:
Low qualification of service personnel
If the recording of the distance on the SAUT-CM driver's console starts in the middle of the block section, then the driver must. Specify the correct answer:
Turn off the SAUT for a short time (for 5-7 seconds) before reaching the entrance traffic light, otherwise this delay may be transferred to the next stage. The "K-20" button will not help in this case.
In case of failure of the SAUT-CM system, the driver is obliged. Choose the correct answers:
Make an entry in the log of the technical condition of the locomotive form TU-152 about all cases of disconnection of the SAUT, indicating the haul, block section and the reason for the disconnection, or indicating the station of the input (output) arrows or the path
Make an appropriate mark on reverse side speedometer tapes 3SL-2M about cases of disconnection of SAUT
Inform the station duty officer about all cases of failures in the operation of the SAUT when following the way devices at the input and output arrows of the station
Indicate the most correct algorithm for passing the SAUT-CM traffic light with a prohibitory indication. Choose the correct answers:
SAUT-CM allows you to follow a traffic light with a prohibition indication at a speed of no more than 20 km / h after the driver presses the K-20 button on the SAUT control panel
When the train reaches a controlled speed of 20 km/h, SAUT-CM turns off the traction and, if necessary, performs service braking to a controlled speed
Each subsequent pressing of the "K-20" button will again set the distance of 600 m before receiving information from the floor-standing generator SAUT
SAUT-CM cancels the speed limit only after pressing the "K-20" button on the SAUT control panel again and an enabling indication appears on the LAN
Depending on what parameters SAUT-CM forms the program speed in freight and passenger trains? Specify the correct answers:
Depending on the actual value of the braking coefficient
Path profile
Signal distances
ALS indications
If it is necessary to drive up to a traffic light with a “red” indication at a distance closer than the SAUT allows, the driver must do the following. Specify the correct answers:
Briefly press the PULL button on the control panel. At the same time, SAUT allows the train to move at a speed of no more than 32 km / h at a distance of no more than 300 m from the point of aim stop
After stopping within a 300-meter segment and pressing the “PULL-UP” button again, SAUT allows movement at a speed of “Vdop” 17 km / h for a distance “S” equal to 50 m. At the end of a 50-meter segment, SAUT performs ...
When accepting SAUT-CM at the depot, the following steps must be taken. Specify the wrong answer:
Charge main locomotive tanks at least … Atm
After turning on the SAUT-CM, the driver must make sure that. Specify the wrong answer:
The Vdop indicator on the PM shows at "red", "red-yellow" and "white" indications of the LS (BIL) - 20 km / h
For any indication on ALS, the SAUT-CM operation algorithm is as follows. Specify the correct answers:
In the presence of the “Traction” signal and zero actual movement speed, after 40 seconds, SAUT will remove power from the hitchhiking EPC
At the beginning of movement without traction, it is necessary to confirm vigilance by pressing the “RB” handle after the voice message “Attention, start of movement”
What parameters for the SAUT-CM equipment are not input? Specify the correct answer:
TSKBM signals
How does SAUT-CM control the maximum allowable speed? Specify the correct answers:
If Vf becomes equal to Vmax, SAUT-CM will turn off the thrust
If Vph exceeds Vmax by 1 km/h, it will perform automatic service braking to reduce the speed to the set value
In the case of non-stop train passing along the side station track and white light, ALS SAUT-CM allows. Specify the correct answer:
Follow the exit traffic light at the speed set for the turnout after the driver presses the OFF button on the SOUT-CM control panel
How does the SAUT-CM system control the spontaneous movement of a train? Choose the correct answers:
At any indication of the locomotive traffic light and unauthorized movement of the train over a distance of more than 3 m without confirmation of vigilance by the driver, the system provides automatic service braking
To cancel braking after the train has stopped, press the button K20
Only in case of "K", "B" or "KZh" indications of the locomotive traffic light and unauthorized movement of the train over a distance of more than 5 m without confirmation of vigilance by the driver, the system provides automatic service braking
The "OS" button on the driver's control panel is necessary for. Indicate incorrect answers:
To cancel the action of the speed limit when the train moves along sections of track with constant speed limits
What information does SAUT-CM send to the driver? Specify incorrect answers:
On the actual effectiveness of the brake means of the locomotive
Information about the track profile on the serviced section
In the process of movement, depending on the incoming information and the actions of the driver, SAUT-CM can perform. Specify the correct answers:
Disable traction
Service braking stage
Several stages of braking
Full service brake
emergency braking
The braking coefficient is measured by the SAUT-CM equipment under the following conditions. Indicate the wrong answer:
At a pressure in the locomotive TC of at least 0.3 atm
Where is the SAUT-CM track equipment (generators) installed? Specify the wrong answer:
At traffic lights
What is the purpose of the control panel PU-SOUTH-CM/485? Specify the wrong answer:
To form the voltage of the locomotive control circuits (MVPS)
The prefix electropneumatic PECM/485 provides the following functions. Choose the wrong answers:
At the IV position of the driver's crane handle - "CHARGING"
- "EMERGENCY BRAKING"
MECHANICAL
TICKET #1
Where and why is the “Indicator for the presence of faulty wagons in trains” installed. How does he signal?
On sections of the railway where means of automatic control of the technical condition of the rolling stock are installed while the train is moving, signal light indicators are used, placed on the supports of the contact network or individual masts, or speech informants.
When luminous bands of transparent white color appear on the signal indicator, signaling the presence of faulty cars in the train and receiving instructions from the station attendant (or train dispatcher) about the possibility of the train going to the station or the need to immediately stop it on the stage, the driver is obliged, respectively - to take measures to smoothly reduce the speed to 20 km / h and follow with special vigilance, watching the train, to the path of receiving the station with a stop, regardless of the indications of the output signal;- stop the train by service braking on the haul, inform the train drivers on the haul, inspect the faulty cars and report to the station attendant (train dispatcher) about the possibility of following the train to the station or requesting the composition of the wagon inspectors.
At the same time, the station attendant takes additional measures to ensure the safe passage of trains: informs the drivers of trains following adjacent tracks and, if necessary, delays the departure of trains from the station.
Normally signal indicators are not illuminated and have no signal value.
3 What are the basic rules established by the Instructions for the movement of trains and ma n European work.
reception, departure and passage of trains with various centralization and blocking signaling devices at stations and means of signaling and communication during train movement, as in normal conditions, and cases of their malfunction, acceptance and departure of trains in the conditions of production of repair and construction works on railway tracks and structures, performing maneuvers at stations, issuing warnings to trains, other rules governing the safety of train traffic and shunting work.
4 What regulatory document defines the special conditions for the observance of discipline by employees of railway transport.
Regulations on the discipline of employees of railway transport of the Republic of Belarus.
TICKET #2
What is a crawler. Which slider is allowed in operation. PTE requirements when a slider more than 1 mm is detected
SLOVER - a pothole on the wheel tread surface, which is formed due to a malfunction of the auto brakes and jamming of the wheel pairs. It is allowed in operation with a depth of up to 1 mm. Measured by the ABSOLUTE template.
If a slider more than 1 mm is detected, it is allowed to follow
1-2 mm at a speed of 100 km/h to the nearest PTO
2-6 mm at 15 km/h
6-12 mm at 10 km/h to the nearest station
Over 12 mm - at a speed of 10 km / h with a hung wheelset
What are signals for? How are they divided according to the method of perception and time of application.
The signals serve to ensure traffic safety, as well as to clearly organize the movement of trains and shunting work.
According to the way of perception, signals are divided into visible and sound.
Visible signals according to the time of their application are divided into daytime, nighttime and round-the-clock
Sound signals are expressed by the number and combination of sounds of different duration. Their meaning is the same day and night.
TICKET #3
What is the signal for railway workers.
TICKET #4
What is the main regulatory document regulating the work of the railway station.
technical and administrative act of the station
TICKET #5
TICKET #7
1 Gauge of the rolling stock. The size of the proximity of buildings. Define.
The limiting transverse (perpendicular to the axis of the track) outline, in which, without going outside, both loaded and empty rolling stock, placed on a straight horizontal track, should be placed.
Dimensions of the approximation of buildings:
The limiting transverse (perpendicular to the axis of the path) outline, inside which no parts of structures and devices should go. An exception can only be devices designed for their direct interaction with the rolling stock (car retarders in working condition, contact wires with fasteners, a rotating part of the column when taking on water).
The requirements of what regulatory documents should the conductor fulfill in terms of his duties
Rules for the technical operation of the railway
Railway signaling instructions
Rules for the carriage of passengers and baggage by rail.
Instructions for ensuring fire safety in carriages of passenger trains
Instructions for maintenance passenger car equipment
Sanitary Rules for the Preparation of Passenger Cars
Sanitary rules for the maintenance of passenger cars along the route
6. Transport requirement f.3, carry-on baggage rules.
See list.
TICKET #8
IDP requirements for rolling stock or wagons standing on station tracks without a locomotive
Rolling stock on the station tracks must be installed within the boundaries indicated by the limit columns
Train sets, wagons and special rolling stock standing on the station tracks without a locomotive must be securely secured from leaving with brake shoes, stationary devices for securing wagons, hand brakes or other means of securing installed on the road.
4 For what disciplinary offense an employee can be released from the work performed with subsequent transfer, taking into account the profession.
safety of train traffic and shunting work, life to health of people or for a single violation of the rules established for the transportation and servicing of passengers, ensuring Disciplinary action in the form of the release of an employee from the work performed, the position held, with the subsequent provision of work to him, taking into account the profession, can be applied to employees for a single violation of discipline that threatens the safety of transported goods, luggage, other entrusted property, and the protection of objects.
TICKET #9
IDP requirements for a train set left without a locomotive and uncoupled for the passage of passengers.
Each part of this train must be secured with brake shoes in accordance with the norm that corresponds to the actual profile of that section of the track where the disengaged part of the train will stand.
4 For which a disciplinary sanction is imposed in the form of dismissal.
Except the cases provided by law on labor, for a gross violation of discipline that led to a crash or an accident, resulting in harm to the life and health of people or the safety of goods, luggage and entrusted property is not ensured.
Allowing fire cases (train chief, FEM, car conductor due to negligence in their duties)
Disabling SKNB (conductor, PEM)
Violation of the rules of the train fencing (train leader, conductor) resulting in a train crash or accident
TICKET #10
TICKET #11
TICKET #12
TICKET #13
TICKET #14
1 General requirements PTE for maintenance of rolling stock and special rolling stock.
Rolling stock and special self-propelled rolling stock must undergo scheduled preventive repairs and maintenance in a timely manner and be kept in good condition to ensure their uninterrupted operation, traffic safety and compliance with labor protection requirements.
The prevention of malfunctions and ensuring the established service life of the rolling stock and special rolling stock should be the main work of those responsible for their maintenance and repair.
2 The meaning of the signal “Two green lights” at the exit traffic light during automatic blocking.
In the absence of a route indicator, permission for a train to go to a branch, or on one of the tracks of a multi-track section, or on the wrong track during a two-way auto-block, can be signaled by two green lights at the exit traffic light, which indicates that at least two block sections are free during auto-block.
TICKET #15
TICKET #17
1 What thickness of the wheel flange is allowed in operation.
With a vertical undercut comb over 18 mm (measured with a special template)
With comb thickness measured at 18mm from top
More than 33 mm or less than 25 mm up to 120 km/h
More than 33 mm or less than 25 mm from 120 to 140 km/h
2 The purpose of the warning traffic light and the signal it gives.
Warning - warning about the indication of the main traffic light (entrance, checkpoint, barrier and cover). Signals:
One green light - traffic is allowed at the set speed, the main traffic light is open
One yellow light - traffic is allowed with a readiness to stop, the main traffic light is open
One yellow flashing light - traffic is allowed at the set speed, the entrance traffic light is open and requires it to be passed at a reduced speed, the train is accepted onto the side track of the station.
3. From what moment can the station attendant give an order to remove the brake shoes from under the train.
On the main and receiving-departure tracks, the station duty officer directs and controls the fixing, and in some shunting areas - the shunting dispatcher;
The station officer on duty may allow the uncoupling of the locomotive only after being convinced of the correctness of fixing the composition according to the report of the performer of this operation or personally;
The driver of a train locomotive is prohibited from uncoupling the locomotive from the train without the permission of the duty officer.
through the station, transmitted by radio, park communication, through the station employee who made the fixing., or personally.
The removal of brake shoes from under the train is allowed only at the direction of the station duty officer, transmitted to the performer of this operation by radio communication, park communication, through another station employee or personally;
The station duty officer may give an order to remove the brake shoes only after he is convinced that the locomotive is actually hitched to the train according to the report of the driver via radio communication or through the station worker.
4. The procedure for the reinstatement of an employee at work related to the movement of trains.
Before the employee is reinstated in work related to the movement of trains and shunting work, he must pass the established tests. In the event that the employee fails to withstand them twice, he is transferred / with his consent / to another job, taking into account the profession (specialty), and if the transfer is refused, he may be dismissed in the manner prescribed by applicable law. Tests are not carried out if the break in work did not exceed 3 months.
TICKET #18
TICKET #19
TICKET #20
TICKET #21
TICKET #22
IDP requirements for a train set left without a locomotive and uncoupled to ensure the passage of passengers.
In cases where a train set, left at an intermediate station without a locomotive, is uncoupled and disconnected to allow the passage of passengers, each part of this train must be secured with brake shoes in accordance with the norm that corresponds to the actual profile of that section of the track where the disengaged part of the train will stand.
TICKET #23
TICKET №24
1. The order of actions of the driver in the event of a forced stop of the train on the haul.
Stop the train, if possible, on the platform and on the straight section of the track, unless an emergency stop is required.
Activate the auxiliary brake of the locomotive with the automatic brakes of the train, the automatic brakes on a special self-propelled rolling stock, and if there are control devices, the auxiliary brake.
immediately announce by radio communication about the stop by the driver of locomotives and multiple unit trains following the haul, and by the duty officers at the stations organizing the haul, who must immediately report this to the train dispatcher. In addition, the driver of a passenger train is obliged to report the reason for the stop of the LNP by radio, and the driver of a special self-propelled rolling stock - to the head of work in the utility train.
If the stop is not related to the delay of the train at a traffic light with prohibitory indications, find out its reasons and the possibility of further passage.
If the movement of the train cannot be resumed for 20 or more minutes, and it is not possible to keep the train in place on the automatic brakes, activate the hand brake of the locomotive, special self-propelled rolling stock and give a signal to activate the hand brakes included in the composition.
In addition, inform the station duty officer or the train dispatcher about the reasons for the stop and the necessary measures to eliminate the obstacles to movement by train radio communication.
Together with all employees servicing the train, take measures to eliminate the obstacle to traffic that has arisen, and, if necessary, provide fencing of the train and the adjacent track.
When servicing locomotives of passenger trains by one driver, operations for securing and fencing the train are carried out by the LNP and the conductor of the cars at the direction of the driver, transmitted by radio.
TICKET #25
The requirement for the maintenance and laying of brake shoes when fixing the composition.
Brake shoes must be in good condition and fit under different axles of the train so that the toe of the shoe touches the wheel rim. In places of permanent laying of brake shoes, boxes with sand should be installed, which is used, for example, in cases of ice formation, frost. If the fastening is carried out with two or more shoes, then they cannot be laid under the same wagon axle. It is forbidden to use brake shoes with an icy or oily skid to secure wagons.
4. How long must a disciplinary sanction be taxed
Not later than 1 month from the day the misconduct was discovered, not counting the time the employee was on the train, the time of illness, vacation, and the use of summed rest days by the employee
When transferring materials to the bodies of inquiry or preliminary investigation, such a penalty is taxed no later than 1 month from the date of refusal to initiate or terminate a criminal case
A disciplinary sanction may not be imposed later than 6 months, and according to the results of the audit of financial and economic activities, later than two years from the date of discovery of the misconduct. This period does not include the time of criminal proceedings.
TICKET #1
The main responsibilities of railway workers.
The main responsibilities of railway workers are to meet the needs for the transportation of passengers, cargo, luggage and cargo luggage, while unconditionally ensuring the safety of traffic and the safety of transported goods, luggage and cargo luggage, the efficient use of technical means, and compliance with environmental protection requirements.
The main responsibilities of railway workers are to meet the needs for the transportation of passengers and goods, luggage and cargo luggage, while unconditionally ensuring the safety of traffic and the safety of transported goods, luggage and cargo luggage, the effective use of technical means, compliance with the requirements of environmental protection. Each employee associated with the movement of trains, in the range of his duties, is responsible for the implementation of the Rules for Technical Operation and traffic safety. Control over compliance with the Rules for the technical operation of railway transport workers is assigned to the heads of the relevant departments. Violation of these Rules for technical operation by employees of railway transport entails liability in accordance with applicable law. Each employee of the railway transport is obliged to give a signal to stop the train or shunting train and take other measures to stop them in cases that threaten the life and health of people or traffic safety. If a malfunction of structures or devices is detected that poses a threat to traffic safety or environmental pollution, the employee must immediately take measures to protect the dangerous place and eliminate the malfunction. Railway transport employees must ensure the safety of passengers, create the necessary amenities for them, provide cultural service at stations, on trains, be polite and considerate in dealing with all persons using railway transport services, and at the same time require them to comply with the rules in force on railway transport. Railway workers must keep in order workplace and entrusted technical means. Employees for whom uniforms and insignia are established must be dressed in accordance with the Regulations on the discipline of railway workers of the Russian Federation. Each employee of railway transport must comply with the rules and instructions for labor protection, fire safety, sanitary rules and norms, requirements of standards, metrological norms and rules and other regulatory documents established for the work performed by him. Responsibility for the implementation of these rules and instructions rests with the executors and heads of the relevant departments.
The procedure for the testing and appointment of persons entering the railway transport for positions related to the movement of trains.
It is not allowed to locomotives, control cabins of multi-unit trains, special self-propelled rolling stock (motor locomotives, railcars, special railcars, railway construction machines) and other mobile units, to signals, arrows, devices, mechanisms and other devices related to ensuring the safety of train traffic, as well as to the premises from which signals and such devices are controlled, persons who do not have the right to access them. Only authorized employees have the right to operate locomotives, multiple unit trains, special self-propelled rolling stock (motor locomotives, railcars, special railcars, railway construction machines) and other devices related to ensuring the safety of train traffic, as well as to switch switches during the performance of their official duties. Railway workers undergoing training as second persons in accordance with the established procedure may be allowed to operate locomotives, multiple unit trains, railcars, railcars and other mobile units, signals, devices, mechanisms and other devices related to ensuring the safety of train traffic, only under the supervision and under the personal responsibility of employees directly servicing these devices. Persons entering the railway transport for work related to the movement of trains must undergo professional training, and locomotive brigades, train dispatchers, station attendants, brigades of special rolling stock, in addition, professional selection, pass tests and subsequently periodically check their knowledge: ( PTE); (ISI); (IDP); job descriptions and other documents establishing the duties of employees; rules and instructions for labor protection, sanitary rules and regulations; Regulations on the discipline of employees of railway transport of the Russian Federation. All other employees must be aware of the general duties of railway workers provided for by these Rules, labor protection rules, sanitary rules and regulations, job descriptions and other documents establishing the duties of employees.
Requirements for the maintenance of railway structures and devices. The procedure for their acceptance into operation.
Railway facilities and devices must be maintained in good condition. The prevention of malfunctions and ensuring the long service life of structures and devices should be the main work of those responsible for their maintenance. Responsibility for the condition of facilities and. devices are carried by employees directly serving them, and heads of enterprises in charge of these facilities and devices. Mentioned workers in accordance with official duties everyone on their site must know the rules of operation and the condition of structures and devices, systematically check them and ensure high quality maintenance, maintenance and repair in compliance with metrological rules and norms and requirements of interstate, state and industry standards established by the Ministry of Railways of Russia for structures and devices of railway transport. Structures, devices, mechanisms and equipment must comply with the approved project documentation And specifications. The main structures, devices, mechanisms and equipment must be technical data sheets containing the most important technical and performance characteristics. Structures and devices of railways must comply with the requirements that ensure the passage of trains with the highest established speeds: passenger - 140 km / h, refrigerator - 120 km / h, freight - 90 km / h. For specific sections of railways, in accordance with the list agreed with the Ministry of Railways of Russia, differentiated speeds are established. Again constructed and reconstructed lines, structures, devices and buildings must be accepted for permanent operation by acceptance commissions in accordance with the Rules for Acceptance into Operation of Completed Railway Transport and Subway Facilities. Again constructed and reconstructed structures and devices are put into operation only after the approval of the regulatory documentation that establishes the procedure for their work, ensuring labor protection and traffic safety (technical and administrative acts, work instructions), and after checking the knowledge of the specified documentation by workers servicing these structures and devices.
5. Types of dimensions, their importance for ensuring traffic safety. Scope of dimensions C, SP, Tpr and Tts. Structures and devices of the common network of railways and railway sidings from the junction station to the territory of industrial and transport enterprises must meet the requirements for the clearance of buildings C, established State standard. Structures and devices located on the territory and between the territories of plants, factories, workshops, depots, river and sea ports, mines, cargo areas, bases, warehouses, quarries, forest and peat mining, power plants and other industrial and transport enterprises (including the system of the Ministry of Railways of the Russian Federation) must meet the requirements of the clearance of the approximation of buildings C P established by the State Standard. Dimensions C and C P must be observed in the design, construction, reconstruction of railways, railway sidings, structures and devices on them, during electrification and construction of second tracks, as well as for all operated structures and devices previously reduced to the specified dimensions. Features of the use of dimensions C and C P in the case of new construction and reconstruction of railways, structures and devices, requirements for existing structures and devices built according to old standards and not meeting the requirements of dimensions C and C P, the procedure for checking the dimensions of structures and devices and eliminating oversized places are provided for by the Instructions for the use of dimensions for approaching buildings. When planning the reconstruction of existing structures and devices that do not meet the requirements of dimensions C and C P, first of all, objects that do not provide the passage of promising rolling stock of dimensions T etc and T c, as well as cargo loaded according to the zonal clearance. It is not allowed to violate the dimensions of structures and devices during any repair, construction and other work. . Rolling stock gauge. The limiting transverse (perpendicular to the axis of the track) outline, in which, without going outside, both loaded and empty rolling stock installed on a straight horizontal track should be placed. The size of the proximity of buildings. The limiting transverse (perpendicular to the axis of the path) outline, inside which no parts of structures and devices should go.
Appendix No. 10
to the Technical Rules
railway operation
Russian Federation
INSTRUCTIONS
FOR THE PREPARATION OF TECHNICAL AND MANAGEMENT ACTS
RAILWAY STATIONS
List of changing documents
(introduced by the Order of the Ministry of Transport of Russia of 06/03/2016 N 145)
I. General provisions
1. In accordance with paragraph 12 of Appendix No. 6 to the Rules, the technical and administrative act of a railway station (hereinafter referred to as the station's TPA) establishes the procedure for using technical equipment at railway stations.
2. Instructions for the preparation of technical and administrative acts of railway stations (hereinafter referred to as the Instruction) establishes the model and content of the station's TPA.
The owner of the infrastructure, the owner of non-public railway tracks, establishes the procedure for approving and storing the TPA of the station and its annexes, as well as the procedure for familiarizing them with the employees involved.
3. Infrastructure owners, owners of non-public railway tracks develop TRA stations for railway stations, as well as sidings, passing points, waypoints (hereinafter referred to as railway stations) in accordance with this Instruction. TRA stations are not designed for waypoints dividing an inter-station haul equipped with semi-automatic blocking into inter-post hauls. The order of work of waypoints is established in Appendix No. 8 to the Rules.
4. For railway track junction posts on the stretch:
a) TRA of the station is developed for posts where the control of switches is carried out by the officer on duty at the railway station to which this post belongs (hereinafter referred to as the home station) and it is possible to transfer them to backup control;
b) TRA of the station is not developed for posts, the switches of which are controlled by the DSP of the home station, while there is no possibility of transferring them to backup control. The order of operation of these posts is reflected in the TRA of the home station.
The operating procedure of auxiliary posts serving the junctions of non-public railway tracks on the haul and not being separate points during the movement of trains is established by separate instructions attached to the TPA station. The procedure for developing and approving the operation of auxiliary posts is established respectively by the owner of the infrastructure, the owner of the non-public railway track.
5. TPA stations are not developed for temporary waypoints open for the production of track work during the calendar year.
For temporary waypoints opened for the production of trackwork for a period of more than one year, a separate TRA of the station is being developed.
6. TRA stations are developed according to the following models:
Sample 1 - for marshalling, passenger, passenger technical, freight and local railway stations (Appendix No. 1 to this Instruction);
Sample 2 - for intermediate railway stations, sidings, passing points and waypoints (Appendix No. 2 to this Instruction).
The procedure for filling the TPA station is specified in Chapter II of this Instruction.
For individual intermediate railway stations, depending on the nature of the operations performed and the technical equipment of the railway stations, by decision of the owner of the infrastructure, the owner of the non-public railway track, it is allowed to draw up a station TPA according to Model 1.
7. The requirements provided for by the TPA of the station must comply with the Rules, while not duplicating the norms of the current regulatory legal acts, acts of the owner of the infrastructure, the owner of the non-public railway track, relating to all railway stations.
Duplication of the same norms and provisions in different points of the TPA of the station is not allowed. If necessary, references are made to the relevant points of the station's TPA.
8. The TPA of the station and its annexes must correspond to the actual availability of technical means and technology of work at the railway station. To make changes to the station's TPA, an act is drawn up on making changes to the station's TPA, which is an integral part of the station's TPA and is approved in the manner prescribed by these Instructions.
The grounds for making changes to the TRA stations are:
a) changes made to the Rules;
b) changes made to the regulatory documentation of the owner of the infrastructure, the owner of the non-public railway track;
c) change in track development, conservation, exclusion or commissioning of technical means, change in the order, reception, departure of trains or the performance of shunting work at a railway station;
d) change in work technology;
e) errors or typographical errors made when compiling the station's TPA.
9. Processing of the TPA of the station is carried out in the presence of 20 acts of changes, unless otherwise provided by the decision of the owner of the infrastructure, the owner of the non-public railway track.
The owner of the infrastructure, the owner of the non-public railway track, determines the person responsible for 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 commercial secret.
II. Procedure for filling the TRA station
11. Paragraph 1.1 of Model 1 and Model 2 of the TTRA of the station indicates the nature of the work of the railway station (marshalling, passenger, passenger technical, cargo, sectional, intermediate, siding, passing point, waypoint), as well as the class assigned to it (out-of-class, 1, 2, 3, 4 or 5 classes).
For railway stations located on non-public railway tracks, the need to assign a class of railway stations is determined by the decision of the owner of the non-public railway track.
12. Paragraph 1.2 of Model 1 and Model 2 of the station's TPA indicates the hauls adjacent to the railway station to the nearest separate point, which is under the control of the station's DSP, including: a waypoint, which is controlled by the station's DSP; a railway station transmitted for telecontrol by arrows and signals from a chipboard of a neighboring railway station; a railway station operating in a non-round-the-clock or intermittent mode, indicating the number of railway tracks on the stage and the installed signaling and communication facilities for each railway track. For multi-track hauls, and in necessary cases (when there are peculiarities in the movement of trains on separate railway tracks of a haul) and for double-track hauls, the same paragraph indicates the procedure for the movement of trains established in accordance with the Rules for each railway track.
For hauls that are not equipped with contact network devices, the movement on which is carried out on autonomous traction, in subparagraphs 1.2.1, 1.2.2 of Sample 1 and Sample 2 of the TPA of the station, the corresponding mark is affixed: "Train traffic is carried out on autonomous traction."
Also, in subparagraphs 1.2.1, 1.2.2 of the TTRA of the station, the following information is additionally indicated if available:
a) the haul is equipped with devices for controlling the vacancy of the haul by the method of counting the axles of the system _______ (the type of system is indicated);
b) the railway station is located on the section of dispatcher centralization (hereinafter referred to as DC);
c) the railway station operates in a non-round-the-clock mode of operation (except for cases of work at a DC, telecontrol) with an indication of the mode of operation (closing of the railway station for a technological break, work on certain days of the week or certain hours of the day, etc.);
d) the railway station is on telecontrol from the railway station _______.
Subparagraph 1.2.1 of Model 1 and Model 2 of the station's TPA lists the hauls adjacent to the railway station to which this railway station sends odd-numbered trains. The type of current and the type of train traction are indicated.
Subparagraph 1.2.2 of Model 1 and Model 2 of the station's TPA lists the hauls adjacent to the railway station to which this railway station sends even-numbered trains. The type of current and the type of train traction are indicated.
Subparagraph 1.2.3 of Model 1 of the station TPA lists the intra-station connecting and, if necessary, sections of the main station railway tracks connecting individual railway station parks, along which trains move using the installed signaling and communication facilities. The procedure for assigning railway tracks to such categories is established by the owner of the infrastructure, the owner of the non-public railway track. Stations specified in subparagraph 1.2.3 of Model 1 TPA railways in paragraph 1.5 of Model 1 TPA stations are not included.
In the Station TPA of Model 2, such railway tracks are indicated in sub-clauses 1.2.1 or 1.2.2 of the Station TPA.
Adjacencies to the railway station of individual hauls 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), are not included in subparagraphs 1.2.1, 1.2.2 of Sample 1 of the station's TPA, but are indicated in subparagraph 1.2.3 of Sample 1 of the station's TPA. If there are such connections to intermediate railway stations, they are indicated in subparagraph 1.2.1 or subparagraph 1.2.2 of Model 2 of the station TPA.
Adjacencies of non-public railway tracks to the railway tracks of a railway station, if the supply and removal of wagons is carried out by shunting, are not entered in subparagraph 1.2.3 of Sample 1 (respectively, in subparagraphs 1.2.1, 1.2.2 of Sample 2) of the station TPA, information about them is indicated in paragraph 1.3 of Sample 1 (in paragraph 2 of Sample 2) of the station TPA.
13. Paragraph 1.3 of Model 1 (in paragraph 2 of Sample 2) of the TPA of the station provides brief information about the non-public railway tracks adjacent to the railway station, including those assigned to the railway station of the non-public railway track adjacent to the adjacent hauls.
In the case when one non-public railway track has several junctions to the railway station, each of them is recorded as an independent junction in a separate line.
Column 1 indicates the serial numbers of the junctions of non-public railway tracks.
Column 2 indicates the name or number of the non-public railway track and the name of the organization for which the given railway track is intended to serve (for non-public railway tracks owned by the owner of the infrastructure).
For the owner of a non-public railway track, column 2 shall indicate the name of the counterparty whose railway tracks are adjacent to the non-public railway track.
The name of a non-public railway track, borders, junction, additional security measures, lengths of railway tracks (total and for each owner) are indicated on the basis of instructions for maintenance and organization of traffic on a non-public railway track. In cases where a non-public railway track is not serviced for any reason (the contract is terminated, the owner is absent, etc.), after its name, "non-public railway track is not serviced" is indicated in brackets.
TPA stations for public railway tracks include only those non-public railway tracks that are directly adjacent to the public railway tracks of a separate point or railway tracks of hauls. Non-public railway tracks that are not directly adjacent to a railway station are not included in the station's TPA, data on them and the maintenance procedure are reflected in the list of non-public railway tracks, which is an annex to the station's TPA, and instructions for maintenance and organization of traffic on a non-public railway track.
In column 3:
a) for non-public railway tracks owned by the owner of the infrastructure, the mark "owner of the infrastructure" is made;
b) for the railway tracks owned by the enterprise, organization, the mark "owner of the railway track of non-public use" is made;
c) for non-public railway tracks of one junction, owned by the owner of the infrastructure (part of the railway tracks and switches) and the enterprise, organization (part of the railway tracks and switches), the mark "infrastructure owner - owner of the non-public railway track" is made.
Column 4 indicates the junctions and boundaries of non-public railway tracks.
The following junctions of non-public railway tracks are established:
a) arrow N ___;
The following boundaries of non-public railway tracks are established:
d) traffic light;
e) a signal sign "Border of a non-public railway track";
Column 5 indicates which safety devices that prevent the spontaneous exit of railway rolling stock from a non-public railway track from among those specified in paragraph 28 of Appendix No. 1 to the Rules are equipped with adjunctions:
b) security arrow N ___;
c) drop shoe N ___;
d) dropping wit N ___;
In TRA stations located on non-public railway tracks, in addition, a list of public railway tracks is filled out.
In the case when one public railway track has several junctions to the railway station, each of them is recorded as an independent junction in a separate line.
The paragraph provides brief information about the public railway tracks adjacent to the railway station, adjacent to the adjacent hauls.
Column 1 indicates the serial numbers of the junctions of public railway tracks.
Column 2 indicates the name of the public railway track.
In column 3, public railway tracks owned by the owner of the infrastructure are marked with the word "owner of the infrastructure".
Column 4 indicates the junctions and boundaries of public railway tracks.
The following junctions of public railway tracks are established:
a) arrow N ___;
b) arrow N ___ to the railway track ___;
c) arrow N ___ on the continuation of the railway track N ___;
d) on the continuation of the railway track N ___.
The following boundaries of public railway tracks are established:
a) the limit column of the arrow N ___;
b) the front joint of the frame rail arrows N ___;
c) traffic light insulating joints;
d) traffic light;
e) signal sign "Border of a non-public railway track";
e) the entrance gate of the enterprise.
Column 5 indicates which safety devices that prevent spontaneous exit of the railway rolling stock from the public railway track from among those specified in paragraph 28 of Appendix No. 1 to the Rules are equipped with adjunctions:
a) safety deadlock N ___;
b) security arrow N ___;
c) drop shoe N ___;
d) dropping wit N ___;
e) reset arrow N ___.
In the absence of these devices, column 5 indicates "no".
14. Clause 1.4 of Model 1 (in clause 2.1 of Model 2) of the TPA of the station indicates the junctions and borders with the railway tracks administered by other divisions and organizations on the territory of railway stations in accordance with clause 10 of Appendix No. 6 to the Rules similarly to clause 1.3 of Sample 1 (clause 2 of Sample 2) of the TPA of the station.
For railway stations located on non-public railway tracks, junctions and borders with railway tracks administered by other divisions of the owner of the non-public railway track are indicated ( production shops, units) adjacent to the railway stations of the non-public railway track on the territory of the railway station, in accordance with paragraph 10 of Appendix No. 6 to the Rules.
If the railroad tracks of one subdivision or organization are adjacent to the railroad tracks of another subdivision or organization, then the junction and the border between them are also indicated.
Column 1 indicates the serial numbers of the adjunctions.
Column 2 indicates the name of the subdivision and organizations of the owner of the infrastructure.
For railway stations located on non-public railway tracks, the name of the subdivision of the owner of the non-public railway track, production subdivision, unit is indicated.
Columns 3 and 4 are filled in subject to the same requirements as when filling in columns 4 and 5 in paragraph 1.3 of Model 1 of the station's TPA.
The order of arrival and departure of railway rolling stock on the railways transferred to the jurisdiction of other departments and organizations of the owner of the infrastructure, the owner of the non-public railway track, is briefly indicated in clause 3.7 of Model 1 (paragraph 27 of Model 2) of the TTRA station. The procedure for servicing and organizing traffic on such railway tracks is indicated in the instructions developed by the owner of the infrastructure, the owner of non-public railway tracks. The list of divisions and organizations for which such instructions are developed is established by the owner of the infrastructure, the owner of the non-public railway track.
For railway stations located on non-public railway tracks, the procedure for the arrival and departure of railway rolling stock on railway tracks transferred to the jurisdiction of other departments and organizations is briefly indicated in paragraph 3.7 of Model 1 of the station's TRA. The procedure for maintenance and organization of traffic on railways transferred to the jurisdiction of other departments and organizations is indicated in the instructions developed by the owner of the infrastructure, the owner of non-public railways. The list of divisions and organizations for which such instructions are developed is established by the owner of the non-public railway track.
15. Paragraph 1.5 of Model 1 (paragraph 3 of Sample 2) of the station TPA indicates the railway tracks under the authority of the head of the railway station. At passenger, passenger technical, marshalling, freight and local railway stations, the belonging of the railway tracks to a particular fleet is indicated in the subheadings preceding the filling in of information characterizing the railway tracks of this fleet.
Column 1 contains the numbers of all railway tracks, including the main ones, included in the park or a group of railway tracks. The numbers of the main railway lines are indicated by Roman numerals.
In column 2, opposite each railway track number, its purpose is indicated, taking into account the nature of the operations that are performed on this railway track.
For the main and receiving-departure railway tracks, the type of trains and the direction of movement (even, odd) that follow the section must be indicated.
Columns 3 and 4 indicate the arrows that limit the given railway track (its useful length). For dead-end railway tracks, column 3 indicates the number of the arrow leading to this railway track, column 4 indicates the word "stop" or "track fence indicator" (for railway tracks that are not equipped). For railway tracks, the continuation of which are non-public railway tracks, the "boundaries of the non-public railway track" are indicated.
For sections of the main and receiving and departing railway tracks, which on one side are limited not by arrows, but directly by a route traffic light, columns 3-4 indicate the number of the arrow and the letters of the route traffic light. If the section of the railway track is limited by route traffic lights on both sides, then their letters are recorded in both columns. Route traffic lights that block the exit from side railway tracks, as well as weekend and shunting traffic lights, are not indicated as limiting railway tracks.
Column 5 indicates the useful length of railway tracks in meters (in whole numbers rounded down) in accordance with the requirements of Chapter II of the Rules.
In necessary cases, when at railway stations with electrical isolation of railway tracks, the useful length of the same railway track for odd and even directions will differ by more than one conventional unit of length of the wagon composition, column 5 should indicate data separately for each direction of movement.
Column 6 indicates the capacity of railway tracks, determined as follows:
a) for the main, receiving-departure, sorting-departure, dispatch, railway tracks for receiving trains - from the useful length indicated in column 5, the maximum length of the type of train locomotive circulating on the section is subtracted and the resulting difference is divided by 14. The quotient of the division gives the capacity of the given railway track in conventional units to determine the capacity of the railway track, this figure is indicated in column 6 rounded to the nearest whole number. For sections where the traffic schedule provides for double traction of trains or a change in direction of movement with a trailer of a locomotive from the tail of the train, the capacity of such railway tracks is determined taking into account the length of two locomotives;
b) for all other railway tracks, the capacity is determined as for the main, receiving-departure, sorting-departure, dispatch, but without deducting the length of the locomotive (except for exhaust railway tracks). For exhaust railway tracks, the maximum length of the shunting locomotive is deducted from the useful length of the railway track.
For passenger and passenger technical railway stations that carry out operations for the reception, departure and processing of only passenger trains, the capacity of the railway tracks in column 6 is indicated in physical four-axle passenger cars. In this case, the note to the paragraph indicates: "The capacity of railway tracks N _____ is indicated in four-axle passenger cars with a length of 24.54 m."
The capacity of the railway tracks on which operations are carried out with wagons of freight and passenger fleets can be indicated as a fraction: in the numerator - 14, in the denominator - 24.54. Similarly, for railway tracks, on which mainly four-axle tanks, cement trucks and other cars of the same type arrive (set out), indicating their length in meters (up to a hundredth after the decimal point, without rounding).
Column 7 indicates the presence of electrical insulation on the railway tracks (within the useful length of the railway track).
If there is electrical insulation on the railway track, "Yes" is indicated; if there is no electrical insulation on the railway track, "No" is indicated. If only a part of the railway track is equipped with electrical insulation, then the length (in meters) of the equipped section is indicated, as well as on which side (even or odd) from the output (route, shunting) traffic light this section of the railway track is equipped with electrical insulation.
Column 8 indicates the presence of a contact network on the railway track (within the useful length of the railway track). If the contact wire completely covers the railway track, the word "Yes" is indicated, if the contact wire does not completely cover the railway track, it is indicated on which side and how far from the boundary of the useful length of the railway track (traffic light, limit column) the contact network is suspended.
If the contact network is disabled or mothballed, information about this is indicated in the note to the paragraph.
At railway docking stations various kinds traction current indicates the type of current: direct, variable or switchable.
Column 9 indicates the presence and type of track devices for automatic locomotive signaling. If there are track devices for automatic locomotive signaling, the type of track devices is entered in the column, and in the absence - "No". If the devices operate in only one direction, then this column indicates the type and direction.
The note to paragraph 1.5 of Model 1 (paragraph 3 of Model 2) of the TPA of the station indicates:
1) the length and type of the main (passenger and freight) and shunting locomotives used in calculating the capacity of the main, receiving-departure, departure, sorting-departure, railway tracks for receiving trains and exhaust railway tracks. For a mainline locomotive, the type of locomotive that predominantly circulates on the section is indicated;
2) the presence on the railway tracks of the railway station of devices of the automatic brake control system - SAUT;
3) a list of railway tracks for receiving and passing passenger trains served by one driver;
5) the presence on the railway tracks of wheel-dropping (dropping) shoes, wits, arrows indicating their numbers, control method (centralized or non-centralized) and installation location;
6) the presence of non-electrified ramps between electrified railway tracks;
7) station railway tracks for the storage of the railway rolling stock of the owners on the basis of an agreement with the owner of the infrastructure, the owner of the non-public railway track;
8) mothballed railway tracks and railway tracks closed to traffic for a long time (more than one year).
16. Paragraph 1.6 of Template 1 (paragraph 3 of Template 2) of the station TPA reflects the following questions:
in subparagraph 1.6.1 of Sample 1 of the station’s TPA, the railway tracks from those listed in paragraph 1.5 of Sample 1 (in paragraph 3 of Sample 2) of the station’s TPA 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 temporarily left at a railway station (with the exception of parking under technological operations at railway stations: changing a locomotive, waiting for disbandment and other technological operations), it must be fixed and fenced with portable stop signals; arrows leading to the corresponding railway track must be installed and locked in an isolating position; red caps must be hung on the arrow handles (buttons) of control panels. The same subparagraph indicates the procedure for performing these operations and their performers, as well as the persons who keep the keys to the locked arrows;
in subparagraph 1.6.2 of model 1 of the TPA of the station, railway tracks are indicated in accordance with the requirements of Appendix No. 8 to the Rules and paragraph 33 of Appendix No. 6 to the Rules, intended for parking of individual wagons with VM and tanks for liquefied and compressed gases under pressure, with the exception of wagons that are under accumulation on the railway tracks of marshalling yards. The same requirements are indicated as in subparagraph 1.6.1 of Model 1 of the station TPA.
At railway stations where operations with VM cargo are not carried out, it is indicated "The railway station does not carry out operations with dangerous goods of class 1 (VM). For temporary parking of wagons with VM cargo, in case of detection of technical and commercial malfunctions along the route, when further movement of these wagons in the train is impossible, railway tracks ______ are used (numbers are indicated)";
in subparagraph 1.6.3 of Model 1 of the TTRA of the station, the railway tracks (place) where wagons with dangerous goods should be sent to carry out the measures specified in the emergency card in the event of a leak, spill, or fire occur.
This subparagraph also states that in the case of maneuvers to transfer to the railway tracks (place) of a wagon that has an emergency situation with dangerous goods and an additional threat to the lives of people and objects of the railway station may arise, the station’s chipboard may take a different decision depending on the situation.
In cases where, in order to eliminate an emergency, cars are sent to sections of the main railway tracks located on the haul, the calculation of the fastening standards for them is indicated in paragraph 3.9.1 of Sample 1 (in paragraph 24 of Sample 2) of the TTRA of the station;
subparagraph 1.6.4 of Model 1 of the TPA of the station indicates the railway tracks intended for the reception, departure and passage of trains, which include wagons with oversized cargo. For each railway track that has a restriction on the passage, zones and degrees of oversize, as well as additional conditions for the passage of such trains, must be indicated.
17. In clause 1.7 of Model 1 (in clause 4 of Model 2) of the TPA of the station, a complete list of centralized and non-centralized switches at the railway station and the requirements for their operation in accordance with clauses 14 - 23 of Appendix No. 6 to the Rules are indicated.
Sub-clause 1.7.1 of Model 1 (sub-clause 4.1 of Model 2) of the TPA of the station reflects issues related to the operation of centralized switches.
All arrows are indicated, including those located on non-public railway tracks, railway tracks of subdivisions or organizations of the owner of the infrastructure, which are controlled from the post of the station's chipboard.
The arrows controlled from the posts (columns) of local control are also indicated, if these arrows cannot be transferred to the central control from the station's chipboard post. These posts (columns) with arrow numbers are recorded separately from the post of the station's DSP with filling in all the columns of this subparagraph.
Column 1 lists the numbers or names of centralization posts (administrative, executive, hump) from which the switches are controlled. At railway stations, where the switch control panel is divided into separate zones, in each of which the switches are transferred by a separate duty officer of the station's chipboard or, at his direction, the operator of the centralization post (hereinafter referred to as the CPC), these zones should be reflected accordingly in column 1 (each zone is recorded separately).
In column 2, in sequential order (on a line), by necks, in ascending order of numbers, the numbers of all centralized arrows, dropping arrows, wits, shoes included in a particular post or control zone are listed. Paired arrows are indicated by a fraction.
In column 3, for each post or switch control zone, the position of the railway station employee who translates the switches included in this post or zone (station chipboard, post chipboard, OPTs) is indicated.
In columns 4 and 5, in accordance with the requirements of Appendix No. 8 to the Rules, it is indicated in what order the employee operating the switches makes sure that they are free from railway rolling stock before making the transfer. At the same time, under the conditions of normal operation of centralization devices, column 4 is written "according to control devices". In case of violation of the normal operation of the devices, in column 5, depending on the specific working conditions, it is indicated: "DSP of the station personally or according to the report of ______ (position of another employee)".
Pointers with a movable cross core are also listed in column 2. The procedure for operating these devices, as well as the procedure for their transfer using a kurbel, indicating the employees responsible for performing these operations, is indicated in the instruction on the procedure for using signaling devices, which is an annex to the TRA station.
The note to this paragraph lists:
a) arrows equipped with pneumatic blowing devices;
b) arrows equipped with electrical heating devices;
c) arrows, dropping arrows, dropping wits, wheel dropping (dropping) shoes with an indication of their normal position;
d) arrows, dropping arrows, dropping wits, wheel dropping (dropping) shoes equipped with auto-return devices;
e) arrows with a movable core of the cross;
f) arrows, dropping arrows, dropping wits, wheel dropping (dropping) shoes located on non-public railway tracks, railway tracks of subdivisions or organizations of the owner of the infrastructure.
For switches, including security ones, leading to safety dead ends and not equipped with automatic return devices, their normal position is indicated, which ensures their installation in the direction of such dead ends.
Sub-clause 1.7.2 of Model 1 (sub-clause 4.2 of Model 2) of the station TPA lists centralized switches that can be transferred to local control (from among the switches listed in sub-clause 1.7.1 of Model 1) of the station TPA, and the main conditions for the use of such switches. Switches that are controlled only from local control posts (columns) and cannot be transferred to the central control of the station's EAF are not included in this sub-clause of the station's TPA (they must be included in sub-clause 1.7.1 of Model 1) of the station's TPA.
Column 1 lists the numbers of columns or posts of local government.
In column 2, opposite the number of the column (control station), the numbers of the switches (in a line) included in the column (control station) are listed.
Column 3 lists the employees of the railway station, who (in accordance with paragraph 20 of Appendix No. 6 to the Rules) are required to translate switches from the post (column) of local government.
Columns 4 and 5 are filled in taking into account the same requirements as when filling out the columns in subparagraph 1.7.1 of Sample 1 (in subparagraph 4.1 of Sample 2) of the TPA of the station and depending on the availability of control devices at the local control post (column).
In cases where the posts (columns) of local government are mothballed, only columns 1 and 2 are filled in, in columns 3 - 5 a dash is put.
Sub-clause 1.7.3 of Model 1 (sub-clause 4.3 of Model 2) of the station TPA provides the necessary data on non-centralized switches, broken down by posts and areas. Non-centralized switches are listed, served by the duty officer of the switch post, chipboard station, as well as the switches included in the route of receiving and departing trains.
The subparagraph lists non-centralized switches that are not serviced by the switch post on duty (transferred by other employees in accordance with paragraph 20 of Appendix No. 6 to the Rules).
In column 1, a column lists the numbers of the switch districts where the duty of the senior switch post on duty is provided at the railway station.
If the senior duty officer of the turnout is appointed only to control the work of the turnouts on duty, then columns 2 - 7, located on the right, immediately after the number of the district, are not filled out. Filling in the information for these columns begins in this case with a line below the number of the district, where the column lists information about the switch posts included in each district. If the senior duty officer of the turnout post is also charged with the direct maintenance of the post, then the number of this post in column 2 is affixed next to the number of this area, and then the column lists information about the arrows of this and other posts included in the area. If the senior duty officer of the turnout directly serves the turnout and there are no other posts under his control, then such a turnout is considered at the same time as a turnout area (recorded in one line). If the duty of the senior duty officers of the turnout post is not provided, then column 1 is not filled in.
At railway stations, where individual turnout posts are served directly by the station's chipboard, this is indicated at the end of the paragraph: "Switch posts ______ are served directly by the station's chipboard."
Column 3 lists the numbers of all the switches included in the switch post. The number of the arrow is written opposite the number of the corresponding post. Each arrow is written on a separate line. If there are devices at the disposal of the post that prevent the departure of railway rolling stock and are serviced by the switch post on duty (resetting arrows, wits and shoes), they are also recorded in this column.
Column 4 is filled in for those switches that must be set to the normal position in the cases provided for in paragraph 20 of Appendix No. 6 to the Rules. The indicated position of each arrow must correspond to the normal position of this arrow, provided in the table of dependence of routes, arrows and signals.
In column 5, depending on how the switch is locked, the following abbreviations must be entered:
EZ - electric lock;
MLN - Melentiev's castle;
MLNk/z - Melentiev's lock with a key dependency;
ShKZ-MLN - articulated toggle contactor with Melentiev's lock;
ShKZ-N - articulated toggle contactor with a padlock;
ShKZ - articulated crank contactor;
H - padlock;
Z - bookmark.
Column 6 must indicate the place where the keys to the locked switches are kept. For non-lockable arrows, column 6 is not filled in.
In column 7, information is noted on the presence of illumination of turnout indicators: for illuminated - the word "yes", for unlit - "no".
The note to this paragraph lists the numbers of switches, throwing switches and wits, which are under the authority of the head of the railway station, but located on the territory of the railway tracks transferred to the jurisdiction of the subdivisions of the owner of the infrastructure, the owner of the non-public railway track.
Non-centralized turnouts located on the territory of the railway tracks of other subdivisions of the infrastructure owner, the owner of the non-public railway track, are not included in subparagraph 1.7.3 of Sample 1 (subparagraph 4.3 of Sample 2) of the station TPA, in subparagraph 1.7.4 of Sample 1 (subparagraph 4.4 of Sample 2) of the station TPA.
In sub-clause 1.7.4 of Model 1 (sub-clause 4.4 of Model 2) of the TPA of the station, non-centralized switches are indicated that are not serviced by the turnout duty officer.
Column 1 indicates the numbers (names) of switch districts, which include non-centralized switches that are not serviced by the switch post on duty. In the absence of switch areas, column 1 is not filled in.
Column 2 indicates the numbers of switches (resetting switches and shoes) included in this switch area. Each arrow is written on a separate line.
Column 3 indicates the normal position of non-centralized arrows in the cases specified in paragraph 20 of Appendix No. 6 to the Rules.
In column 4, the abbreviations given in subparagraph 1.7.3 of Model 1 (in subparagraph 4.3 of Model 2) of the TPA of the station indicate the switch locking system.
Column 5 indicates the positions of employees of the railway station that are allowed to translate non-centralized arrows.
Column 6 indicates the positions of employees of the railway station who carry out maintenance and cleaning of the switches.
Column 7 indicates the positions of employees of the railway station who keep the keys to lockable non-centralized arrows.
Column 8 indicates information about the lighting of the turnout indicators of these arrows.
Paragraph 1.7 of Sample 1 (paragraph 4 of Model 2) of the TRA of the station lists the numbers of switches, drop switches and wits, which are under the jurisdiction of the head of the railway station, but located on the territory of the railway tracks transferred to the jurisdiction of the subdivisions of the owner of the infrastructure, the owner of the non-public railway track.
18. Item 1.8 of Template 1 (Item 5 of Template 2) of the TPA of the station is filled in in accordance with specific conditions work of the railway station for the OPTs, signalmen, turnouts on duty.
Column 1 lists the areas of work and positions of employees.
Column 2 indicates the position of the employee who is subordinate to the OPTs, signalmen and turnouts on duty.
Column 3 (in column 2 in the TPA of Sample 2 station) lists the main duties that, under the conditions of this railway station, are assigned to the employee. The main duties of the employee are listed without detailing how they are performed.
After listing the main duties of the employee in the conditions of normal operation of the signaling devices, his duties are indicated in the event of a violation of their work, but without listing these duties, but only with reference to the relevant paragraphs and subparagraphs of the TPA of the station.
19. In clause 1.9 of Model 1 (in clause 6 of Model 2) of the TRA of the station, places are established for storing padlocks, kurbels, red caps (separately for arrow handles and signal buttons), signs "Off", "Railcar", "Power off" for their use in case of disruption of the normal operation of signaling devices due to a malfunction or shutdown from centralization, indicating the required (according to operating conditions) number of them at each post. The introduction of other inventory in this item is not allowed. For kurbels, after the quantity, their numbers are indicated in brackets.
20. Paragraph 1.10 of Model 1 of a station’s TPA gives a brief description of sorting devices available at the railway station - sorting humps and profiled exhaust railway tracks (at railway stations where trains are disbanded).
Column 1 lists the devices available at the railway station for sorting wagons.
Column 2 indicates the directions for which these devices operate.
Column 3 indicates the number of overthrust railway tracks.
Column 4 indicates the number of railway lines of dissolution.
Column 5 indicates the number of sorting railway tracks.
Column 6 indicates the equipment of sorting devices by means of automation and mechanization.
21. Paragraph 1.11 of Model 1 of the station's TPA indicates the presence and number of shoe-appliers and shoe-ejectors on the station railway tracks.
Column 1 lists the railway tracks and parks where shoe-applicators or shoe-throwers are installed.
In column 2 for these railway tracks and parks, the location (in which direction) the devices are installed is indicated.
Columns 3 and 4 indicate the number and sideness of the installed shoe applicators and shoe ejectors.
22. Paragraph 1.12 of Model 1 of the station TPA indicates the presence on the station railway tracks of stationary devices for securing trains or large groups of wagons.
Column 1 lists the parks and railway tracks on which the trains are fixed with stationary devices.
In column 2, opposite the entry made in column 1, the location of stationary devices is indicated.
If the railway track is designed to receive trains from different directions, then two stationary devices can be installed at both ends of the railway track to secure the train. In these cases, you must specify the purpose of each device.
Column 3 indicates the type and number of fixed devices that are located on each railway track, and the device management system.
23. In clause 1.13 of Model 1 (in clause 7 of Model 2), the TPA of the station shall indicate information about the passenger and freight devices of the railway station.
Column 1 indicates the railway tracks, at which or between which passenger and cargo devices are located.
Column 2 indicates the actual name of passenger and cargo devices.
Column 3 for passenger platforms indicates the length of the platform (in meters), for other devices - the length (in meters) or capacity (in cars of a certain type) of the loading and unloading front.
24. Paragraph 1.14 of Model 1 of the TTRA of the station indicates the presence on the railway tracks of the railway station of devices for equipping locomotives, testing auto-brakes, watering places for living creatures and other devices.
Column 1 lists the devices available on the railway tracks of the railway station for equipping train locomotives, testing auto brakes, watering places for living creatures and other devices.
Column 2 indicates the locations of these devices.
Column 3 indicates which train directions the device is intended for.
25. In clause 1.15 of Model 1 (in clause 8 of Model 2) of the TPA of the station, the lighting of railway tracks is indicated in accordance with the presence of lighting points and the place where external lighting is switched on.
Column 1 indicates the location of the lighting points.
Columns 2 - 6 are filled in in accordance with their name.
26. Item 1.16 of Sample 1 of the TPA of the station is filled in for each administrative point of the railway station, the types of technological telecommunications that this point is equipped with are indicated.
Column 1 indicates only the administrative points for the reception, departure of trains and the production of maneuvers.
Column 2 indicates the types of direct telephone communication, which are recorded in the following order: "Train dispatcher from ______"; "Train interstation with chipboard station ______"; "Switch connection with ______"; "Direct intrastation from ______"; "Straight telephone communications ______".
Column 3 indicates all types of radio communications.
Column 4 indicates the park communication system used between the control center and areas (parks, turnouts) and indicates whether it is two-way or one-way.
In column 5, if available, other types of technological telecommunications and means of delivering documents are indicated: "Teletype", "Fax", "Telegraph", "Pneumomail", etc. If the station's chipboard post has a connection with the signalman's post, then the feedback (signaler from the station's chipboard) is not indicated in this paragraph.
27. Paragraph 1.17 of Model 1 (paragraph 9 of Sample 2) of the station's TRA indicates information on recovery and fire trains, emergency rescue teams, repair and recovery teams of the regional communication center, contact network, medical and veterinary stations, police.
Column 1 indicates the name of the means called in case of emergency and non-standard situations: a recovery train, a fire train, a medical station, a veterinary station, the police, a repair and restoration team of an organization or communications unit, a contact network team, a power supply team, an emergency rescue team or a mobile unit necessary to eliminate emergency situations and their consequences.
Column 2 indicates the nearest railway stations of registry (location) of units that have the funds indicated in column 1 of this paragraph.
Column 3 indicates the procedure for calling recovery and fire trains, emergency rescue teams, repair and recovery teams of the regional communications center, contact network, medical and veterinary stations, and the police.
28. Paragraph 2.1 of Model 1 of the TPA of the station indicates the control areas for the reception and departure of trains of the station’s chipboard and delimits duties, including in cases where two or more chipboard stations are located in the same room and work in different sections of a single control apparatus.
If the control apparatus is not divided into sections (i.e., there is only one control area), and two station chipboards work in a shift - one at the console, and the other, performing the functions of an operator (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 in the note to this paragraph it may be indicated that the second station chipboard works for the operator.
In cases where one of the station's DSP, working at the same post, is appointed as a shift supervisor, this paragraph establishes his functions as a senior.
If there is one station chipper working in a shift, then it is indicated: "There is one station chipboard at the station."
If there are operators at the EAF station or other employees involved in the reception and departure of trains or performing related operations (logging, issuing warnings, entering data into Information Systems), this paragraph indicates their duties, performed at the direction and under the control of the DSP station.
When filling out this paragraph, it must be borne in mind that the obligations of the DSP station for the reception and departure of trains are established by the requirements of the Rules and it is not allowed to list them here. This paragraph deals with the delimitation of duties if two or more chipboard stations work in a shift (at different posts or at one post when managing different areas of the railway station from a control panel divided into sections).
If a shunting dispatcher of a railway station is involved in the performance of any operations directly related to the reception and departure of trains, including in the event of a violation of the normal operation of signaling devices, his duties are set out in this paragraph of the station's TRA. At the same time, it is indicated that the shunting dispatcher of the railway station performs them at the direction and under the direction of the station’s DSP, which alone manages the reception and departure of trains and is responsible for ensuring traffic safety.
29. Paragraph 2.2 of Sample 1 (paragraph 21.1 of Model 2) of the station's TRA indicates the presence of all crossings at the railway station and adjacent hauls located on the first block section of removal, approach to the railway station.
Column 1 indicates the name of the crossing and its location.
Column 2 indicates the type of crossing signaling for vehicles.
Column 3 indicates the procedure for the DSP station in the event of a malfunction of the crossing signaling. For crossings not serviced by an employee on duty, or without means of crossing signaling, column 3 is not filled in.
The procedure for the station’s chipboard in the event of a malfunction of the crossing signaling devices and the procedure for working with the duty officer at the crossing when the barrage alarm is turned on at the crossing and organizing the passage of vehicles when using the “Emergency Opening” button on the crossing control panel is indicated in this paragraph at the following location of the crossings:
1) the crossing is located on a stretch closer to its railway station, the control of the serviceability of the crossing signaling is placed on the control panel of its railway station, the crossing is serviced by a duty worker with whom the station’s chipboard has a connection;
2) similarly to subparagraph 1 of paragraph 29 of this Instruction, but without an employee on duty at the crossing;
3) the crossing is closer to the neighboring railway station, the station's chipboard does not have control of the signaling status and communication with the duty officer at the crossing (or there is none);
4) the crossing is located within the boundaries of its railway station.
Other issues related to the passage of trains on crossings (on the wrong railway track, with a return back) are indicated in the note to this paragraph.
30. In paragraph 2.3 of Model 1 (in paragraph 11 of Sample 2) of the TPA of the station in accordance with Appendix No. 8 to the Rules, the procedure for stopping maneuvers on arrows and railway tracks that are not isolated from the route of the upcoming reception or departure of the train is indicated, and convincing the station of this chipboard before opening the signal or issuing another permission to receive or depart the train. In this case, radio communication, two-way park communication should be used, and if it is not possible, turnout communication, transmission of instructions and receipt of reports from the head of maneuvers and the driver through the turnout on duty, the signalman, the centralization post operator or the chipboard station personally.
31. Paragraph 2.4 for Sample 1 (paragraph 12 of Sample 2) of the TPA of the station is filled in in accordance with Appendix No. 8 to the Rules. The procedure for checking the vacancy of the receiving railway tracks is established by the owner of the infrastructure, the owner of the non-public railway track, depending on local conditions - the availability of electrical insulation of the railway tracks, working conditions on the railway tracks, the location of workers involved in checking the vacancy of the railway tracks. The verification method may be different for individual railway tracks and parks, depending on the dark or daylight hours, the location of the railway tracks in the plan (presence of curves). When carrying out an advance check of the vacancy of one or more railway tracks, the need to protect each checked railway track with portable stop signals is indicated.
In sub-clause 2.4.1 of Model 1 (in clause 12.1 of Model 2) of the TPA of the station, electrical isolation devices for railway tracks are indicated.
In the presence and normal operation of electrical isolation devices for railway tracks, it is indicated: "According to the indications of the control devices of the control apparatus." In the absence of electrical insulation of the railway tracks, subparagraph 2.4.1 of Sample 1 (paragraph 12.1 of Sample 2) of the TPA of the station is not filled in.
Subparagraph 2.4.2 of Template 1 (in paragraph 12.2 of Template 2) of the station TPA for each group of railway tracks or individual parks indicates the procedure for checking the vacancy of railway tracks at railway stations where there is no electrical insulation, as well as at railway stations where it is, but its normal operation is violated.
If at intermediate railway stations the release of the main railway tracks is checked by the presence of signals on the tail cars of the trains that have passed, then this paragraph should indicate additional measures to guarantee the complete release of the railway track by the train (negotiations via radio communication with the driver, post worker, crossing attendant and other measures).
When checking the freeness of railway tracks is carried out in case of violation of the normal operation of electrical isolation devices, along with the establishment of the method of verification, the position of the railway station employee who is involved in this operation is indicated.
In the event of a violation of the electrical control of the occupancy of two or more receiving and departure railway tracks or its absence, the DSP of the station maintains a log or schedule of the employment of these railway tracks.
32. In paragraph 2.5 of Model 1 (in paragraph 13 of Model 2) the station's TRA indicates the procedure for monitoring the correctness of the preparation of routes for the reception and departure of trains.
In sub-clause 2.5.1 of Model 1 (in clause 13.1 of Model 2) the station's TPA specifies how the station's DSP controls the correct preparation of routes for the reception or departure of trains during the normal operation of the signaling devices.
Subclause 2.5.2 of Model 1 (clause 13.2 of Model 2) of the station's TRA specifies how the station's DSP controls the availability of routes in the event of a violation of the normal operation of signaling devices.
It is indicated in what way the station's chipboard controls the correct position of the switches and their closure (fixing, locking) in the train reception or departure 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 employment, false freedom of railway tracks, switch and non-switch isolated sections, as well as when they are turned off without maintaining the use of signals;
b) in the absence of control over the position of centralized switches;
c) if it is impossible to translate the centralized arrows from the control panel and translate them manually using a kurbel;
d) in case of malfunction of turnout locks, toggle locks (of the appropriate type) and route control devices;
e) when turning off the arrows while maintaining the use of signals;
f) when turning off the arrows without saving the use of signals;
g) in the event of a malfunction of the input, route and output traffic lights, but with the normal operation of the other signaling devices at the station, as well as the impossibility of opening the output traffic light due to a malfunction of the first removal block section (in case of automatic blocking) or semi-automatic blocking devices.
In addition, the employees involved at the direction of the station’s chipboard to perform operations related to the preparation of routes for the reception and departure of trains in the cases listed above, as well as the need for the presence of responsible persons at the railway station, are indicated.
For each failure case listed above, it is indicated whether the train should be accepted or sent according to the permissive or prohibitive indication of the traffic light.
Also indicated at the end general order organization of train and shunting work at the railway station in the event of the termination of the signaling devices (if there is an appropriate annex to the station's TPA, a link to it must be made).
It is allowed to include separate additional provisions arising from the specifics of local conditions (for example, at railway stations, changing the type of traction current).
It is not allowed to enter information in this paragraph that is not related to the content defined in its heading.
33. Paragraph 2.6 of Sample 1 (paragraph 10 of Model 2) of the TPA of the station indicates the maximum time required to prepare routes for the reception (departure) of trains in case of violation of the normal operation of signaling devices. This time is set taking into account the maximum number of operations on this route: transferring all switches with a kurbel, locking them with bookmarks and padlocks, fixing at least one switch in the route with a standard bracket.
With a smaller number of operations (not all arrows are switched by kurbel, locked), as well as when using a locomotive to deliver workers to the places where these operations are performed, the route can be prepared in less time. No amendments (including for the season, since weather conditions can be equally unfavorable at any time of the year) and comments in this paragraph of the station's TRA are not allowed.
34. Paragraph 2.7 of Model 1 (paragraph 14 of Model 2) of the TPA of the station indicates the switch numbers (from the list of switch numbers approved by the owner of the infrastructure, the owner of the non-public railway track), the position of which, in accordance with the requirements of Appendix No. 8 to the Rules, is allowed to be checked not before each acceptance or departure of a train, but periodically. The frequency of checking the position of the arrows is set in accordance with the operating conditions of the railway station.
35. Paragraph 2.8 of Sample 1 (paragraph 15 of Sample 2) of the station’s TRA indicates the procedure for passing trains or shunting trains along the railway tracks located between a passenger train standing at a railway station and a passenger building, listing the specific measures that must be taken in this case 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 crossing bridge or tunnel.
36. Paragraph 2.9 of Model 1 of the station TPA specifies the procedure for meeting trains arriving at the railway station.
In subparagraph 2.9.1 of Model 1 of the station TPA, the categories of trains and the meeting point of the station's DSP train should be indicated.
For railway stations or certain areas where the DSP station is not required to meet and escort trains, this item is not filled out.
Subparagraph 2.9.2 of Sample 1 of the station TPA is filled in in cases of organizing a meeting of trains by employees of a railway station in accordance with the procedure for organizing a meeting of trains established by the owner of the infrastructure, the owner of the non-public railway track.
Column 1 lists the fleets (and, if necessary, individual railway tracks) on which trains of the corresponding directions are received.
In columns 2 - 4, opposite each entry made in column 1, all executive posts and switch areas involved in the preparation of routes for received trains are indicated, including entrances located at the opposite end of the receiving railway tracks, and posts that include guard switches. In the case when the routes for receiving trains are completely prepared by the station's DSP from the electrical interlocking post, these columns are not filled in.
Column 5 indicates the duty workers who are required to meet trains, indicating the meeting place.
37. Paragraph 2.10 of Sample 1 (paragraph 17 of Sample 2) of the TPA of the station is filled in in accordance with the requirements of Annexes Nos. 6 and 7 to the Rules.
Column 1 lists the fleets (and, if necessary, separate railway tracks) on which trains of the corresponding directions are accepted.
In column 2, opposite each entry made in column 1, it is indicated how the station's chipboard is convinced of the arrival of trains in full force. For trains arriving from hauls equipped with automatic blocking or automatic control devices for the arrival of a train at a railway station in full, this column indicates: "According to the readings of the control devices of the control apparatus."
With other means of signaling and communication and the absence of devices for automatic control of the arrival of a train, the chipboard station at the arrival of the train in full force is convinced by the presence of a train signal on the last car of the train. The presence of such a signal on the last car of the train is checked personally by the station's chipboard or by one of the employees (the position of the employee, the number of the post is indicated).
In the event of automatic blocking, an additional instruction is introduced into this paragraph: "If the indication of the span being busy after the arrival of the train at the railway station, in the absence of other passing trains on this span and with closed exit signals at the neighboring railway station, the station's DSP is obliged to verify the arrival (proceeding) of the train in full force by the presence of a train signal on the last car."
In the same way, the station's DSP must verify the arrival (following) of the train in full force in the event of the closing of the auto-blocking action on the corresponding railway track and switching to telephone means of communication, as well as upon receiving a message from the driver of the arriving train about the stop that took place on the stage due to self-braking or a drop in pressure in the brake line.
In the absence of a train signal on the tail car, the arrival (proceeding) of the train in full force is established by comparing the number of the tail car with a full-scale list via radio communication with the train driver or after the train stops at this (or the next one along the way) railway station.
38. In clause 2.11 of Model 1 (in clause 18 of Model 2) of the station’s TRA, the procedure for accepting trains to the railway station with a prohibitive indication of the input (route) traffic light and on the wrong railway track (in the absence of an input traffic light on this railway track) is indicated.
In subparagraph 2.11.1 of Model 1 (in paragraph 18.1 of Sample 2) of the TPA of the station, permissions for the passage of a traffic light with a prohibitory indication are indicated.
Column 1 lists all the input and route (at the entrance) traffic lights available at the railway station, both on the correct and on the wrong railway track.
On double-track and multi-track hauls, in the absence of an entrance traffic light for trains arriving on the wrong track, it is indicated: "On the wrong track from ______ (name of the railway station)".
In column 2, opposite each entry given in column 1, the means available to the chipboard station are listed, with the help of which he can transfer permission to the driver to go to the railway station with a prohibitory indication of the corresponding traffic light (with the exception of written permission).
In subparagraph 2.11.2 of Model 1 (in paragraph 18.2 of Sample 2) of the TPA of the station, in accordance with Appendix No. 8 to the Rules, the positions of employees of the railway station authorized to present a written permission to receive a train at the railway station to the train driver and the places of their delivery are indicated.
39. Paragraph 2.12 of Sample 1 (in paragraph 19 of Sample 2) of the TPA of the station, based on local conditions, indicates additional measures aimed at ensuring traffic safety during the parking of passenger, mail-baggage, human and passenger-and-freight trains.
The procedure is indicated in which, after the arrival of these trains that have a stop at a railway station, a chipboard station, and in sections equipped with dispatcher centralization, a train dispatcher takes the necessary measures, where possible, to ensure the safety of the movement of these categories of trains (setting arrows in a guard position; hanging red caps on signal buttons and others).
40. Paragraph 2.13 of Model 1 (paragraph 20 of Sample 2) of the TPA of the station indicates hauls that have a long descent (ascent) and the procedure for receiving trains to the railway station from them.
Column 1 indicates the hauls that have a long descent (ascent) from the side of the railway station.
Column 2 indicates the procedure for receiving trains to the railway station from a haul that has a long descent (ascent). On single-track lines, in the case of simultaneous approach to the railway station of two trains of opposite directions, the first train is received, for which the conditions for stopping or starting from a place at a closed entrance traffic light are less favorable, or a train followed by another train, etc. In each case, the procedure is determined based on local conditions, taking into account the requirements for ensuring the safety of train traffic.
41. In paragraph 2.14 of Model 1 of the TPA of the station, in accordance with the requirements of Appendix No. 8 to the Rules, the procedure for receiving push locomotives, as well as single locomotives and multiple unit rolling stock arriving at the railway station (to the depot or from the depot for trains) is indicated.
42. In paragraph 2.15 of Model 1 (in paragraph 16 of Sample 2) of the TPA of the station, the categories of trains and directions of trains, the meeting point of the trains, the position of the railway station employee who meets or escorts the trains are indicated.
When filling out this subparagraph, it should be borne in mind that if a railway station (park) is charged with the obligation to escort trains, then the station (park) chipboard is responsible for compliance with the requirements of paragraph 81 of Appendix No. 6 to the Rules. It is not allowed to make an entry: "The chipboard of the station escorts the trains in the post room through the window, inspecting the right (or left) side of the train."
43. In paragraph 2.16 of Model 1 (in paragraph 16 of Sample 2) of the TTRA of the station, it is indicated in which parks, turnout areas and at what posts of the railway station the trains are met by the turnouts on duty, signalmen and OPTs. In the absence of executive posts, columns 2 - 4 are not filled.
44. Paragraph 2.17 of Sample 1 (paragraph 21 of Sample 2) of the station's TRA is filled in in cases of train departure at a prohibitory indication of the exit traffic light or from railway tracks that do not have exit traffic lights, while maintaining the existing means of signaling and communication, excluding cases of switching to telephone means of communication, departure of trains to a closed haul or when all signaling and communication means are interrupted.
Column 1 indicates the railway tracks (parks) of train departures, the direction of their movement, along which main railway track the train departs, the letter of the output traffic light. Route traffic lights are not included in this paragraph, the procedure for their passage by departing trains is established by the requirements of Appendix No. 8 to the Rules.
Columns 2 - 4 indicate the permission for the driver to occupy the haul, the position of the railway station employee who gives the driver permission to occupy the haul, an indication to the driver that the train can depart when the exit traffic light is forbidding, as well as from railway tracks where there are no exit traffic lights. Entries in column 4 must be made opposite entries in columns 2 to 3 relating to the written authorization only.
Permission for the right to occupy the haul is issued in accordance with Appendix No. 8 to the Rules.
If the movement on the stretch is carried out by electric wand system, by telephone means of communication, with the help of one wand or by order of the train dispatcher, transmitted directly to the train driver via radio communication, then this item of the TRA of the station for this haul is not filled.
This section of the TRA of the station is not filled in when, if it is impossible to open the exit traffic light, a transition is made to telephone means of communication (for example, in case of semi-automatic blocking, as well as to the wrong railway track of the span with one-way auto-blocking or to a free span that does not have through traffic lights and is not equipped with a wand key).
45. Paragraph 2.18 of Model 1 of the station's TRA specifies the procedure for issuing warnings about special conditions for the movement of trains at railway stations for the formation of trains and the change of locomotives and locomotive crews in accordance with the requirements of the Rules:
a) at railway stations for the formation of trains - the procedure for informing the station's chipboard (park duty officer) issuing warnings about the inclusion of mobile units in the train that require special conditions for following;
b) at railway stations for changing locomotives (crews) - a mandatory check of the station's chipboard, sending the train, according to the full-scale list and through the train dispatcher of the presence of such railway rolling stock in the train.
46. Paragraph 2.19 of Model 1 (paragraph 27 of Model 2) of the station TPA shall indicate additional instructions for the reception and departure of trains, depending on local working conditions, without repeating the requirements provided for in other points of the station's TPA.
The paragraph addresses the following questions:
a) the procedure for presenting trains for maintenance and commercial inspection;
b) the procedure for issuing warnings for trains, indicating the following data: the position of the employee of the railway station who maintains a book of warnings and issues warnings for trains (with regard to issuing warnings for individual trains, reference is made to paragraph 2.18 of Model 1 of the station's TPA);
c) the procedure for notifying employees of the upcoming arrival and departure of trains;
d) the procedure for checking trains before departure in accordance with the requirements of paragraph 82 of Appendix No. 6 to the Rules;
e) the presence on adjacent hauls of devices that control the state of the rolling stock and the procedure for the operation of the EAF station when they are triggered (with reference to the relevant instructions);
f) the procedure for the departure of trains from the railway tracks on which the cars remain, indicating the performers of operations to secure the remaining cars and control by the station's chipboard over their implementation;
g) the procedure for obtaining information about trains with dangerous goods of class 1 VM on the way to the railway station, notifying employees involved in the processing of such trains upon arrival and disbandment (or processing them as transit trains without processing) on the railway tracks established in subparagraph 1.6.1 of Model 1 of the station's TPA. This procedure must be specified in this paragraph, regardless of the availability of local instructions on the procedure for working with wagons loaded with VM.
If necessary, based on local conditions, this paragraph may also reflect other requirements related to ensuring the safety of train traffic at a given railway station, which, by their content, are not subject to mandatory inclusion in other paragraphs of the station's TRA (issues related to the violation of the normal operation of signaling devices 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 station's TRA.
47. Paragraph 2.20 of Model 1 of the TPA of the station indicates the procedure for the movement of trains or shunting trains between separate points of non-public railway tracks in accordance with paragraph 86 of Appendix No. 6 to the Rules, which reflects:
a) the name of the separate points between which the shunting procedure for the movement of trains (trains) is established, their boundaries;
b) the procedure and method for transferring permission for the departure of a train (composition) from a separate point;
c) the procedure for preparing and checking the route of the train (composition);
d) the place where the train or shunting train stops after departure from the separate point and the way the train driver or the leader of the maneuvers agrees with the duty officer of the neighboring separate point the possibility of proceeding to the next separate point;
e) the maximum number of railway rolling stock in the train;
f) the place where the locomotive is placed on the train (composition);
g) the established speed of movement between separate points;
h) the procedure for persuading the arrival of the train (train) in full force.
48. In paragraph 3.1 of Model 1 of the TPA of the station, the distribution of responsibilities for ordering shunting work is indicated.
In accordance with paragraph 24 of Appendix No. 6 to the Rules, the position of the railway station employee who manages the maneuvers at the railway station is indicated in the paragraph. If there are several shunting areas at the railway station, then this paragraph indicates the distribution of responsibilities between the responsible managers for the order of shunting work.
49. In paragraph 3.2 of Model 1 (in paragraph 22 of Model 2) of the station TPA, shunting areas are established at the railway station. The division of the railway station into shunting areas is due to 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 in the columns in paragraph 3.2 of Model 1 of the TPA station.
In column 1, each shunting area is assigned a specific number (indicated by Arabic numerals), which is placed before the words characterizing the area.
The shunting areas established in this paragraph with the numbers assigned to them shall remain unchanged in all provisions of paragraph 3 of Model 1 of the station's TPA.
When mentioning a shunting area in other points of the station's TRA, only the number of the area is indicated (without repeating its characteristics).
It is not allowed to designate areas of the railway station with other terms.
The same column indicates the boundaries of the shunting areas. At the same time, the axis of this park can serve as the boundary of the shunting areas located on different sides of the park, and the boundary of the Cargo Yard area can be a shunting traffic light that encloses the exit from the specified area.
Column 2 indicates what serves as an extract and its boundary.
Column 3 indicates the main nature of the work performed in the area.
Column 4 indicates the series of shunting locomotives operating in the area.
Column 5 lists the technical means used during maneuvers in a given area (communication means are not indicated in this paragraph).
In the absence of additional technical means, column 5 is not filled in.
If there is a marshalling yard at the railway station, it is also indicated as a shunting area (with assignment of a number), however, columns 3-5 are not filled in, but a reference is made to the instructions for the operation of the marshalling yard, which is an annex to the station's TPA.
Filling in the columns in paragraph 22 of Sample 2 of the TPA station.
Column 1 indicates the nature of the work performed.
Column 2 indicates the series of locomotives performing shunting work at the railway station (shunting, dispatching, as well as locomotives of combined and export trains).
Column 3 indicates the composition of locomotives and locomotive crews.
50. Clause 3.3 is filled in in accordance with the requirements of clause 25 of Appendix No. 6 to the Rules.
Column 1 indicates the numbers of shunting areas where radio and park communications are used during maneuvers.
In column 2, opposite each entry made in column 1, the types of communication used in the given shunting area are indicated.
Column 3 indicates the positions of employees of the railway station who have the right to use radio communication devices, park communication, and also determines the nature of the instructions and messages that can be transmitted by these employees in the circle of their duties.
The nature of the transmitted instructions, commands and messages is given in Appendix No. 8 to the Rules.
In subparagraph 3.3.1 of Model 1 of the TPA of the station, in accordance with the requirements of Appendix No. 8 to the Rules, depending on local conditions and the technical equipment of the railway station, the procedure for actions of employees in the event of a sudden failure of radio communications is indicated. The most dangerous is the sudden failure of the radio communication between the compiler of trains and the driver when the shunting train moves forward by cars. Such a procedure for the actions of employees is indicated, which allows you to timely establish the fact of a radio communication failure. The condition for this is the strict implementation of the procedure for negotiating between the compiler of trains and the driver during the movement of the shunting train by cars forward: before starting, during movement, when entering the destination railway track and when approaching standing cars. In the event of a disruption in the stable operation of radio communications between the driver and the compiler of trains, or if one of the participants in the shunting operation does not receive a message confirming the existence of communication, an immediate stop of the shunting train should be provided. Depending on the service area (shunting area of the railway station), based on local conditions, the train compiler and the locomotive driver can switch to manual or sound signals before replacing the radio station.
The procedure and forms of negotiation are indicated in the annex to the station's TRA "Regulations for radio communications during shunting work."
51. Paragraph 3.4 of Model 1 of the TPA of the station indicates the features relating to the performance of shunting operations in each area of the railway station (separately for each shunting area).
Column 1 indicates the numbers of shunting areas.
Column 2 indicates the number of persons of the compiling team (brigades) working in the 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 in the position of a train compiler, one of them, upon entering the shift on duty, is appointed by the station’s chipboard as the head of the maneuvers, and the other performs the duties of an assistant train compiler, as indicated in the note to this paragraph.
In column 3, on the basis of paragraph 84 of Appendix No. 7 to the Rules, it is indicated by what means the task is transferred to the switch post duty officer, the OPTs or the signalman to install switches on the railway track (via radio communication, two-way park communication, locomotive whistle, personally train compiler).
In the case when the arrows, during maneuvers, translate the station's chipboard, column 3 indicates: "The train compiler requests the station's chipboard by radio." When maneuvering on non-centralized switches, an entry can be made: "The train designer personally switches the switches during maneuvers."
Column 4 indicates how the driver is given permission to leave the shunting train at the arrows (indication of the shunting traffic light, manual signal of the turnout station on duty N ______, indication of the chipboard station, operator of the centralization post via radio communication).
In column 5, for areas where shunting work is systematically performed in shocks, the position of a railway station employee who slows down moving cuts on the railway tracks is indicated: "car speed controller", "train compiler assistant". If jerk maneuvers are not performed, the column is not filled.
52. Paragraph 3.5 of Model 1 of the TPA of the station indicates the necessary additional measures to ensure safety in accordance with the requirements of Appendix No. 8 to the Rules for railway stations, where two or more shunting locomotives are allowed to operate in one shunting area.
The main conditions for the possibility of simultaneous operation of two or more shunting locomotives in one shunting area are:
a) the presence of two or more railway tracks that can be used as hoods (parallel passages);
b) the possibility of complete mutual isolation of shunting routes by setting switches to a guard position;
c) normal operation of the signaling devices, ensuring the closure of the switches in the shunting routes.
For areas where the operation of two or more shunting locomotives is not allowed, it should be indicated: "Simultaneous operation of two or more shunting locomotives in the same shunting area is not allowed."
53. Clause 3.6 of Model 1 (clause 23 of Model 2) of the TPA of the station is filled in in accordance with the requirements of Appendix No. 8 to the Rules.
Column 1 lists the numbers of shunting work areas in which the shunting locomotive operates.
In column 2, opposite each entry in column 1, the railway tracks or parks are indicated, where, according to the working conditions, special precautions must be taken to prevent the wagons from going beyond the useful length of the railway tracks, leaving and colliding with the wagons towards the railway station (park), opposite to the area of operation of the shunting locomotive. If a shunting locomotive operates on the even side of the railway station (park), measures are indicated to prevent the wagons from going beyond the useful length of the railway track on the odd side of the railway station (park).
54. Clause 3.7 of Model 1 of the TPA of the station is filled in in accordance with the requirements of Appendix No. 8 to the Rules.
Column 1 indicates the areas where the arrival of shunting locomotives, trains, special self-propelled railway rolling stock is allowed only after prior agreement.
Column 2 indicates the positions of employees of the railway station who coordinate the possibility of the arrival of a shunting locomotive in the area, and the procedure for coordination.
Column 3 indicates the procedure for coordinating the return of a shunting locomotive, trains, special self-propelled railway rolling stock from an area not serviced by a turnout on duty.
Column 4, if necessary, indicates additional conditions that must be observed when shunting locomotives enter certain areas.
55. Paragraph 3.8 of Model 1 of the TPA of the station is filled in in accordance with the requirements of Appendix No. 8 to the Rules.
Column 1 briefly indicates where and where the shunting train is being reshuffled.
Column 2 briefly (without listing all the arrows along the route) indicates the railway route of the shunting train.
Column 3 shall indicate the maximum number of wagons in a shunting train if the shunting train includes wagons of the same type.
Otherwise, "no" is indicated in this column. The type of wagons in the shunting train is indicated in the note to this paragraph.
Column 4 indicates the maximum length in conventional units for determining the length of the shunting train.
In column 5, the words "Enable" or "Do not include" indicate the need to turn on the auto brake in the shunting train and the position of the railway station employee who performs this operation (train compiler, chief conductor).
Column 6 indicates the position of the railway station employee who accompanies the shunting train during the reshuffle.
If necessary, the location of the employee accompanying the shunting train during the shift is indicated. If following the shunting train is allowed without escort, then "Unaccompanied" is indicated.
Column 7, depending on local characteristics, indicates the necessary additional conditions associated with the rearrangement.
56. Paragraph 3.9 of Model 1 (paragraph 24 of Model 2) of the station's TRA specifies the procedure and norms for securing railway rolling stock on the railway tracks of a railway station and the procedure for checking the securing of railway rolling stock.
The calculation of the fixing of railway rolling stock is carried out in accordance with the requirements of Appendix No. 8 to the Rules. The required number of brake shoes can be determined using an automated fastening rate calculation system.
Sub-clause 3.9.1 of Model 1 (paragraph 24 of Model 2) of the station’s TPA specifies the norms for fastening cars and other railway rolling stock depending on the number of axles, the location of cars in the fixed railway rolling stock (group) and their weight characteristics, as well as the procedure for performing these operations. These data are entered separately for each railway track and railway station park. The name of the park is written to the full length of the line.
Column 1 shall indicate the numbers of the railway tracks of the railway station, where it is allowed to leave the rolling stock without a locomotive, including the railway tracks of marshalling or marshalling and departure yards. After the number of the railway track, it is indicated from which end of the railway track the rolling stock (groups, trains) begins to be located.
When calculating the fixing in an arbitrary place, only the number of the railway track is indicated.
The presence of an average slope of a railway track of more than 0.0025 is not a reason not to include in this paragraph the norms for securing railway rolling stock on this railway track.
On separate connecting, exhaust and some other railway tracks, on which the railway rolling stock is not left without a locomotive according to the technology of the railway station, it may be prohibited to leave it, as indicated in the note indicating the reason, in this case, the fixing norms are not calculated and are not indicated.
For main and receiving-departure railway tracks with an average slope of more than 0.0025, the fixing norms are calculated and entered, and the corresponding restrictions or prohibitions on leaving cars without a locomotive are indicated in the note. The note also indicates sections of railway tracks with slopes exceeding 0.0025, which do not have devices to prevent the railway rolling stock from entering the routes of acceptance and departure of trains or the adjacent stage, where it is forbidden to leave the railway rolling stock without a locomotive.
Column 2 indicates the average slopes of the sections of railway tracks on which groups of wagons are located, fixed respectively by one, two or more brake shoes to the full capacity of the railway track, for which the average slope along the entire useful length of the railway track is indicated. The slope values are indicated in thousandths with an accuracy of one decimal fraction: in the numerator for column 6, in the denominator - for column 7.
Column 3 indicates from which side (depending on the direction of the possible departure of the wagons) the railway rolling stock is secured.
Column 4 indicates the presence of stationary devices for securing railway rolling stock on a given railway track with the number 1 (only at one end of the railway track) or 2 (at both ends of the railway track), which should correspond to the entries in paragraph 1.12 of the station TPA. The number 1 or 2 is entered only in the first line of column 4 and refers to the entire railway track. If there are no such devices, column 4 is not filled.
Column 5 indicates in separate lines of the column the number of brake shoes in ascending sequence up to the maximum number required to secure the wagons when the entire useful length of the railway track is completely filled at the maximum rate.
Regardless of the presence of stationary securing devices on the railway track, the norms for securing railway rolling stock with brake shoes are indicated in full. Below the norms (for one or several railway tracks), the weight characteristics of the railway rolling stock are indicated, at which, based on the actual slopes of the railway tracks, in addition to fixing with a stationary device, laying of brake shoes is required, indicating their number. In the event of a malfunction of 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, in succession, in accordance with the number of brake shoes indicated in column 5, the maximum number of axles in a train or group of cars, which must be secured with a given number of brake shoes in accordance with the norms calculated in accordance with Appendix No. 8 to the Rules, is indicated.
The entry in columns 6 and 7 of the number of axles (for example, 40) opposite the first brake shoe indicated in column 5 means that a group of wagons from two to 40 axles inclusive must be secured with one brake shoe. An entry in the next line against two brake shoes (for example, 80) means that a group of cars from 42 to 80 axles inclusive must be secured with two brake shoes.
The number of axles in columns 6 and 7 are written in one line opposite the corresponding number of brake shoes indicated in column 5, and when it reaches the maximum for column 6 (for example, 3), subsequent lines in column 6 are not filled in, column 7 continues to be filled up to the maximum number of brake shoes for this column (for example, 7).
Columns 8 and 9 indicate the position of the railway station worker who fixes or removes the brake shoes, the position of the railway station worker who gives instructions to fasten or remove the brake shoes, the position of the railway station employees who report on fixing or removing the brake shoes.
The item is filled in the same way in the case of fixing the cars with stationary devices from the local control columns or the station's chipboard from the electrical interlocking post.
Fastening is carried out before the uncoupling of the locomotive, removal of the fastening - after its hitching.
The calculation of the number of axles fixed with one shoe, two, three or more brake shoes must be made depending on:
a) the location of the railway rolling stock in an arbitrary place on the railway track (excluding the "mountain" profile type);
b) the location of the railway rolling stock from the end of the railway track (from the traffic light, limit post) and / or on a separate section of the railway track (not at the end of the railway track).
The choice of one or more options for calculating the norms for fixing railway rolling stock for specific railway tracks is determined by the owner of the infrastructure, the owner of non-public railway tracks in accordance with the requirements of Appendix No. 8 to the Rules, based on the actual profile, operation technology and safety requirements.
In cases where, in accordance with paragraph 1.5 of Sample 1 (paragraph 3 of Sample 2) of the TPA of the station, the capacity of railway tracks is also calculated for another type of railway rolling stock (passenger cars, tanks, hopper-batchers, etc.), for the specified type of railway rolling stock, a separate calculation of securing norms is made.
For railway tracks, where the operation technology, as an exception, provides for the permanent abandonment of wagons on certain sections of the railway tracks (not at the end of the railway track), the calculation of the fixing norms according to the actual slope for these sections is carried out separately. In this case, column 1 indicates the boundaries of these sections of railway tracks.
All of these calculation options, including those taking into account one or more breaks in the railway rolling stock for the passage of pedestrians or the passage of vehicles, can be made using automated systems infrastructure owner, owner of non-public railway tracks.
The procedure for braking cuts on marshalling railway tracks and removing the brake shoes from under the cars, as well as measures to prevent the exit of railway rolling stock from the marshalling railway tracks in the direction opposite to the marshalling yard (exhaust), must be indicated in the instructions for the operation of the yard yard, which is an annex to the TPA station.
In subparagraph 3.9.2 of Model 1 (in paragraph 25 of Sample 2) of the station’s TRA, the employees of the railway station are indicated, who are responsible for checking the fixing of the railway rolling stock with brake shoes before accepting and handing over duty, indicating the railway tracks and parks.
57. Paragraph 3.10 of Model 1 (paragraph 26 of Model 2) of the TPA of the station indicates the places where brake shoes are stored.
In accordance with the working conditions of the railway station, the point indicates the storage locations of the brake shoes used to secure the cars, their inventory numbers and the number at each point, as well as the employees responsible for their safety.
58. Paragraph 3.11 of Model 1 of the TPA of the station indicates the places for equipping shunting locomotives available at the railway station.
59. Paragraph 3.12 of Model 1 of the TPA of the station indicates the location of the wagon scales, the speed of movement along them and their lifting force.
60. Paragraph 3.13 of Model 1 (paragraph 27 of Model 2) of the station's TPA sets out the necessary instructions for shunting work at a given railway station, which were not included in the previous paragraphs of the station's TPA.
In the Model 2 station TPA, in paragraph 27, after setting out the mandatory items relating to train operation, additional instructions for shunting work are set out.
This paragraph states:
1) the procedure for performing shunting work with wagons loaded with explosive materials, safety measures and the procedure for the actions of employees in the event of emergencies (technical or commercial malfunction of the wagon and other malfunctions). If the railway station has instructions on how to work with wagons loaded with dangerous goods of class 1 (explosive materials) (appendix to the TPA station), reference is made to the specified instruction. This procedure in terms of the use of station railway tracks must fully comply with the requirements of clause 1.6 of Model 1 of the station TPA;
2) the procedure for the delivery and removal of wagons to public places: the procedure for coordinating check-in and check-out, precautionary measures during arrivals during loading and unloading operations.
The procedure for the supply and removal of wagons and the performance of maneuvers on non-public railway tracks are set out in the instructions for the maintenance and organization of traffic on a non-public railway track, which are not included in the list of annexes to the TRA station.
The procedure for entering other information related to the production of shunting work at railway stations is established by the owner of the infrastructure, the owner of the non-public railway track.
61. Attached to the TRA station:
1. Scale plan of the railway station.
9. Statement of the occupation of railway receiving and departure railway tracks by passenger, mail-luggage and passenger-and-freight trains. A list of passenger, marshalling, freight and local railway stations is compiled (except for those where passenger trains follow the corresponding main railway tracks without entering other receiving and departure railway tracks), railway stations for the circulation of passenger, suburban trains and multiple unit trains, as well as for those intermediate railway stations where the traffic schedule provides for overtaking or crossing passenger, mail-luggage and freight-passenger trains with other trains of the same categories.
10. Regulations for negotiations on radio communications during shunting work.
The railway in Russia is the "circulatory system" of the economy. Rail transport is not as expensive compared to air transport, so it is more often used for freight and passenger traffic. For the maintenance of stations, train stations, tracks and trains, specialists are always required to ensure the serviceability, accuracy and safety of these facilities.
The main, and even monopoly, employer in this area is JSC Russian Railways (RZD). This mastodon of domestic transport has many subsidiaries, which also always require frames different categories and qualifications. A key employer primarily pays attention to graduates of railway universities and colleges, because most professions require higher or secondary specialized education. However, this does not mean that there will be no work for those who simply want to become part of the railroad team. To perform work of a physical nature, more often only iron health and the same nerves are required to withstand the noise and din of locomotives, and for catering workers on the territory of stations and on trains, a health book is required.
The railway is a living organism with its own biorhythm, laws and rules, and in order for it to function without failures, a whole team of professionals is required. Who are they?
"Station"
- Station duty officer draws up a minute-by-minute schedule, controls the processes of movement of passenger and freight trains, controls the control panel of the chipboard or the corresponding computer program. Average earnings- from 18 to 45 thousand rubles.
- Dispatcher coordinates the movement of railway transport, is responsible for communication with the drivers. The profession requires special attention, and willingness to work up to 12 hours a day. Dispatchers receive from 15 to 25 thousand rubles, depending on the region.
- Service staff - this is a whole team of workers for the life support of the station. Almost all specialties of the service sector are represented here: sellers, medical workers, cooks, waiters, cashiers, watchmen, security officers (Ministry of Internal Affairs), luggage packers, cleaners. The pay policy depends on the direct employer.
"Station"
- "Travelers" (waymen, road foremen) check the serviceability and safety of the railway track in their section, troubleshoot (more often in teams). The schedule is flexible, equipment is provided for work and necessary inventory. 95% of the day is spent outdoors, so working comfort depends largely on the climate. Salary hourly or salary not more than 12 thousand rubles.
- "Vagonniki" (inspectors-repairers of passenger and freight trains) control the condition of wagons and locomotives, detect malfunctions, give technical task repair crews, they themselves fix minor problems. Monthly income ranges from 15 to 35 thousand rubles.
- Electrician contains traffic lights, locks and arrows of mechanical interlocking, devices for electrical interlocking of arrows, hitchhiking, auto-blocking, high-voltage lines in good condition. The profession is fraught with danger, as the work is literally "stressful". Poor health and fear of heights (along with the lack of secondary specialized education) will be the main reasons for refusing a candidate for such a vacancy. Salary - from 18 to 45 thousand rubles.
- CCB electrician deals with the maintenance of signaling, centralization and blocking devices, takes measures to eliminate system malfunctions, identifies their causes. Such a specialist earns from 20 to 50 thousand rubles.
"Travel"
- Driver responsible for the main life process of the railway: movement. Drivers of passenger and freight trains operate the locomotive, check the compliance of the movement with the navigation plan. The path to this position lies through training in the specialty and at least a year of practice as an assistant driver. The salary of a machinist in Russia is from 18 to 45 thousand rubles.
- train master manages the condition and operation of the train. If the train is freight or specialized (for example, a firefighter), then it controls its technical condition and functioning. When working on a passenger train, his duties include leading a team of conductors, monitoring the safety and comfort of passengers. The head of the train receives from 20 thousand rubles.
- Conductor is responsible for the passenger car and provides travelers necessary services. They carry out passport control when boarding the car, monitor the availability of household resources necessary on the way and their issuance to passengers. In our country, this profession is considered “female” by default for the ability of lovely ladies to create an atmosphere of comfort even on the road. The salary of a conductor varies from 20 to 40 thousand rubles.
Work at the station, at the station or on the road is always associated with communication, and increased responsibility for the safety of cargo and the lives of passengers can be another exciting factor. For travel professions, it is also important to assess your strength and readiness to always be on the road and stay awake for 15-20 hours a day. Those who study at vocational colleges and railway universities are prepared for these conditions from the first year, so that they enter the labor market as "shredded rolls".
