Railway transport applies. The development of railway transport in Russia: history, current state, development and prospects. magnetic railroad

08.03.2022

Land transport.

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

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

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

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

The technology of rail transport is complex. This is due to the binding to the railway track. The basis of the technology of work is the theory of schedules (traffic schedule); plan for the formation of trains in the directions of movement; an agreed plan for the formation of trains on the main line with a schedule for the operation of access roads of enterprises that have a connection with the main railway network.

Principles of operation of railways:

1. another train cannot enter the busy haul (to increase the throughput, the hauls are divided into sections);

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

3. goods move between marshalling yards where trains are re-formed;

4. management of the transport process is carried out through the dispatch center;

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

6. transportation takes place at different gauges;

7. shipments of goods - carloads, small batches, train or block trains (typical for the transportation of bulk cargoes).

The rolling stock of railway transport includes: locomotives (freight, shunting, commuter and subway electric trains) and wagons (freight, passenger, special, specialized by type of cargo).

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

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

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

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

By the end of the 80s. railroads Soviet Union were the busiest in the world. They accounted for about half of the world's rail freight traffic. Moreover, the roads of Russia were distinguished by the most intensive movement of trains. On the territory of our country is the busiest highway in the world - the Trans-Siberian. The maximum freight traffic on it is confined to the section Novosibirsk - Omsk, where in both directions in the pre-crisis 1990 more than 130 million tons of cargo were transported.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Technical and economic features and advantages of railway transport are as follows:

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

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

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

The regularity of transportation, regardless of the time of year, time of day and weather;

Possibility of creating a direct connection between large enterprises via access railways and ensuring the delivery of goods according to the "door-to-door" scheme without expensive transshipments;

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

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

Railway transport will continue to be the leading transport of the country, however, the pace of its development may be lower than that of automobile, pipeline and air transport, due to their insufficient development in our country. In addition, one should take into account the increasing competition in the transport market, technological progress and some shortcomings of railways - the capital intensity of the structure and the relatively slow return on advanced capital (6-8 years, and sometimes more). The construction of 1 km of a single-track railway (at the prices of the end of 1995) under average difficult conditions costs almost 7-9 billion rubles, and in difficult climatic and geological conditions in the east of the country - 2-3 times more expensive. The cost of building a double-track line is usually 30-40% higher than a single-track line. Therefore, the payback of capital expenditures in railway construction largely depends on the capacity of the developed cargo and passenger traffic on the new line. Usually, there is more production per unit of investment in the development of railway transport (ton-kilometers) than in other modes of transport (under the current distribution of traffic).

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

The shortcomings of Russian railways should also include the still low level of quality of transport services provided to customers. At the same time, the good technical equipment and advanced technologies of Russian railways make it possible to remain a quite competitive mode of transport.

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

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

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

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

Large technical stations house locomotive and wagon depots, enterprises of track service distances, signaling and communications, cargo and commercial work, and centers of branded transport services for clients. Freight stations of cities and industrial centers, as a rule, are connected by a rail track with numerous access railway lines of industrial, commercial, agricultural and other enterprises and organizations, as well as with existing maritime and river ports, tank farms, etc.

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

with a capacity of 3 to 8 thousand kW or more, shunting diesel locomotives TEM2, TEM7, ChMEZ, etc. Electric trains of the ER2, ERZ, ER9P and ER9M types, as well as diesel trains D1, DR1 and DR2, are used in suburban passenger traffic. To master high-speed passenger traffic, an electric train ER200 was created, developing a speed of 200 km/h. Work is underway to design and manufacture new locomotives and electric trains capable of providing a technical speed of 300 km / h (for example, the Sokol high-speed train). The current locomotive fleet provides an average section speed of 47.1 km/h for passenger trains and 33.7 km/h for freight trains. The average technical speed of trains is higher than the local one, taking into account the time of intermediate stops, by about 15-20 km/h.

The fleet of freight cars (more than 700 thousand units) consists mainly of four-axle cars of predominantly metal construction with a carrying capacity of 65-75 tons. The structure of the fleet is dominated by gondola cars (41.7%), platforms (10.8%), tanks (11.9%), including eight-axle cars, and box cars (10.2%). The share of specialized rolling stock is insufficient and amounts to 32% of the fleet, including refrigerated cars and tanks. The container system is also underdeveloped, especially for heavy containers for intermodal transportation.

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

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

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

The total value of the fixed production assets of Russian railways as of January 1, 1999 amounted to more than 230 billion rubles, of which

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

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

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

Despite the difficult financial situation, a sharp decline in traffic volumes, limited budgetary funds, thanks to maintaining the integrity of the industry in terms of its core activity (transportation), Russian railways consistently meet the demand for transport services of cargo owners and the population. In fact, they work on self-financing, making substantial tax contributions to the state budget and ensuring the industry's profitability at the level of 27.9% (1998). Basically, many technical and economic indicators of the work of railways are kept at an average level without sharp fluctuations (Table 4.1).

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

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

From Table. 4.1 it can be seen that during the period of market reforms, the costs of railways increased 4260 times without taking into account the denomination of the ruble, and income from core activities - only 3936 times. This speaks to the groundlessness of the reproaches of some cargo owners, especially the fuel and raw materials complex, about excessively high railway tariffs that hinder the development of these industries. However, recently, through the conclusion of inter-sectoral business agreements and the introduction of flexible tariffs that take into account the cost of goods

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

Despite financial difficulties, rail transport

technical reconstruction continues, electrification of individual

Table 4.1

Technical and economic indicators of railway operation

Index	1990	1995	1996	1997	1998
Freight transported, million tons	2140,0	1024,5
Cargo turnover, billion tariff tons km	2523,0	1213,7
Average transportation distance, km
Average traffic density, mln t km/km	25,2	16,0	15,0	14,8 .	13,5

Average daily locomotive performance, thousand t km gross		802,0

Average productivity of a freight car per day, t km, net per 1 t of carrying capacity	134,9	116,4	121,5	120,2	121,0

Mass of cargo. trains, gross tons
				54,8	56,9	57,3	57,5	57,8

Average population pass. g.che	32,0	29,4	29,0	28,8	28.2
Number of employees engaged in transportation, thousand people	1119,2	1158,5

Revenue from transportation, billion rubles	25,0 2,7			91511 721	98,4* 1,1*
Income from other activities, billion rubles
Basic expenses. activity billion rubles	18,2				77,6*

Profit from all types of activities, billion rubles	7,6		-1247		21,9*
Cost of transportation, rub./10 pref. t km	0,044	390,5	635,6	661,9	0,596*
Profit rate for freight transportation, r./10 t km	0,060	420,8	627,2	714,9	0,757*

Profitability, %	40,7	26,1	-1,5	9,7	27,9

* In denominated terms

sites on a small scale and new railway construction. The Amur-Yakutskaya highway from Berkakit to Yakutsk (500 km), the line from Labytnanga to Bovanenkovo on the Yamal Peninsula, etc. are being built. A program has been developed for the construction of a high-speed highway St. Petersburg-Moscow parallel to the existing line. A lot of work is being done on the reconstruction and construction of railway stations, the creation of branded transport service centers for cargo owners, an increase in the number of branded passenger trains, the development of suburban transportation, the introduction of double-decker passenger cars, etc.

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

Railway transport today is the leading among the universal types of passenger and cargo transportation in many large countries of the world, including Russia. This is primarily due to geographic features. It is convenient, economical, and relatively safe to travel by rail in long areas.

Ground rail transport is rooted in the distant past. It is known that in ancient times people did not need to move bulky goods. Everything that was needed was carried over. With the development of civilization, transport has also improved. Rafts were used on the water, then boats. On land - wagons pulled by animals.

Appeared around the 16th century. Then, for the delivery of goods from mines and mines, wooden beds were used. But, as you know, wood is not a material of the highest strength. It was impossible to carry out such transportation over long distances and for a long time. The science of the past has found a way out. But the first ground rail track was of industrial importance. It was intended to deliver coal from the mines to the villages of Wallaton and Strelli near Nottingham. And already in the 18th century, the first Russian cast-iron rut, 160 meters long, saw the light.

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

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

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

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

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

Since the wooden canvas quickly fell into disrepair, this prompted the inventors to turn to more durable materials, such as iron or cast iron. But the modernization did not end there, due to the frequent departures of wagons from the track, peculiar edges (rims) were invented.

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

Initially, the railway track was very wide. This was due to the fact that a large distance between the wheels was considered safer, since the narrow gauge was considered for a long time to be much more prone to emergencies associated with derailments and rollovers of cars. Therefore, the first narrow-gauge railways began to appear only a few decades after the emergence of broad-gauge "brothers".

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

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

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

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

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

England was the birthplace of the first public railway line, and here such a mode of transport as the underground railway was born. There were several prerequisites for the construction of the subway. The main one is considered to be the fact that already in the first half of the 19th century in London, people learned and felt the meaning of the concept of "traffic jams".

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

This unit, invented by the Frenchman Nicolas-Jose Cugno, was a fairly large design. Three wheels were attached to a large platform, which became the first prototype of both a steam locomotive and a car, with the front wheel acting as a helmsman. Near front wheel a steam boiler was also fixed, and next to it a two-cylinder steam engine. There was also a seat for the driver, and the "body" of the cart was intended for the transport of military cargo.

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

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

The works of the father and son Cherepanovs became a bright page in the history of not only Russian technology, but were of great importance for the entire emerging industry of locomotive building. And it all started with the design of steam engines, the first of which had a capacity of only 4 horsepower. A trip to England, where he was able to see with his own eyes the steam brainchild of Stephenson, had a great influence on the elder Cherepanov, Yefim.

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

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

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

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

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

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

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

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

Transport infrastructure plays one of the primary roles in strengthening and maintaining the state economy. Thanks to the development of railway transport in Russia, which transports bulky and multi-ton cargo, the full-fledged operation of all sectors of the national economy, the supply of regions and industrial enterprises is ensured. Rail transport is of great importance for ensuring the economic security and integrity of the country.

Russian Railways

Today, Russian Railways is an all-encompassing transport system with thousands of passengers and freight. The actual indicators of technical equipment testify to the real prospects for the development of railway transport in Russia. It can be briefly described using the following data:

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

Rolling stock and domestic railway facilities allow for freight transportation on trains weighing 10-12 thousand tons.

The railway transport network occupies a leading position among all types of transport. Despite the intensive development of bus and air traffic over the past decades, Russian Railways remains the main tool for ensuring the mass movement of goods and passengers both within the country and abroad.

The first railway tracks

The history of the development of railway transport in Russia dates back to the middle of the 16th century. The first analogues of modern railroads arose in the territory of stone and sand quarries, in mine excavations and coal mines. Then the road was a stretching bed made of wooden beams. On such paths, horses could carry heavier loads than on ordinary country roads. The bars wore out quickly, causing the wagons to often go astray. In order for wooden beds to serve longer, they began to be strengthened with iron, and in the 18th century with cast-iron sheets. To prevent the convergence of wagons from the tracks helped the rims on the beds.

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

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

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

Development strategies for Russian railways

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

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

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

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

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

The real state of affairs in the railway infrastructure

During recent years on the Russian railways, a decline in production and a decrease in labor productivity indicators are noticeable. The rolling stock used not only prevents an increase in freight turnover, but also contributes to an increase in the number of accidents on the tracks. Urgent reconstruction and overhaul is required for a significant number of stations and railway stations.

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

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

Cargo transportation on Russian Railways

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

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

Features of the development of railway transport in Russia, engaged in the transportation of goods, are differences in the speed of delivery. Thus, the main part of freight trains is engaged in the transportation of goods for which specific transportation conditions are not required. Cargo compartments in passenger trains (luggage compartments) are intended for the carriage of mail, correspondence, and personal belongings of passengers. For the delivery of perishable goods, high-speed rolling stock is used. The maximum allowable speed at which trains can move is 160 km/h.

Features of ground rail roads in the capital

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

Despite the fact that just a few years ago, intracity and intercity commuter trains in Moscow were considered outdated and inefficient, today experts say that land-based railways are capable of providing the same carrying capacity, the same passenger traffic in terms of frequency, traffic volumes and comfort that the subway has. In addition, the authorities of the capital are confident that the construction of railways is a less expensive industry than the construction of the subway.

The length of the Moscow railway is more than 13 thousand kilometers, despite the fact that this type of transport serves about 30 million passengers, which is approximately one fifth of the population of Russia. Another feature of the development of railway transport in Moscow is the infrastructure going far beyond the boundaries of the agglomeration and covering about ten subjects of the Central federal district. The thing is that the railway of the capital was originally intended as an inter-subject infrastructure that allows solving inter-regional and inter-city problems of transport communication. Fundamental changes have taken place since the launch of the MCC.

Ring railway artery of Moscow

The central one, which launched the MCC, explained the success of the project by the appearance of the actual possibility of movement in any direction of the railway connection with a transfer. This system of commuter trains was created with the aim of integrating radial stations. Now Muscovites and guests of the capital have no problems traveling outside the Moscow Ring Road. So, for example, it will not be difficult to get from the Kazan direction to Severyanin by transferring to the MCC along the Fraser or towards the Yaroslavl highway.

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

The main problems of railway in our country

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

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

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

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

The first group includes conflicts in the technological and managerial sectors, nullifying the expediency of the railway infrastructure operation and hindering the growth of its financial efficiency. The second category is the difficulty technical production, equipment and operation: problems of safe operation of equipment, technical means, lack of a fully functioning model of labor protection for industry employees, adverse environmental impact on adjacent territories. These problems will only get worse as rail transport develops in Russia.

Briefly about ways to solve problems

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

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

Is it worth developing railway transport?

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

Railways in Russia are increased by several thousand kilometers every year. The sphere of railway transport is an integral segment of the modern economy of developed countries.

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 Sample 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 normative documentation 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. The railway tracks indicated in subparagraph 1.2.3 of Sample 1 of the TPA stations are not included in paragraph 1.5 of Sample 1 of the TPA.

In the Station TPA of Model 2, such railway tracks are indicated in sub-clauses 1.2.1 or 1.2.2 of the Station TPA.

Adjacencies to the railway station of 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, the junctions and borders with the railway tracks administered by other divisions of the owner of the non-public railway track (production shops, units) adjacent to the railway stations of the non-public railway track on the territory of the railway station are indicated, in accordance with paragraph 10 of Appendix No. 6 to the Rules.

If the 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 stations for docking various types of traction current, the type of current is indicated: direct, alternating or switchable.

Column 9 indicates the presence and type of track devices for automatic locomotive signaling. If there are track devices for automatic locomotive signaling, the type of track devices is entered in the column, and in the absence - "No". If the devices operate in only one direction, then this column indicates the type and direction.

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

1) the length and type of the main (passenger and freight) and shunting locomotives used in calculating the capacity of the main, receiving-departure, departure, sorting-departure, railway tracks for receiving trains and exhaust railway tracks. For a mainline locomotive, the type of locomotive that predominantly circulates on the section is indicated;

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

3) a list of railway tracks for receiving and passing passenger trains served by one driver;

5) the presence on the railway tracks of wheel-dropping (dropping) shoes, wits, arrows indicating their numbers, control method (centralized or non-centralized) and installation 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, the chipboard station, as well as the switches included in the route for 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. Paragraph 1.8 of Model 1 (paragraph 5 of Sample 2) of the station's TRA is filled in in accordance with the specific conditions of the railway station for the OPTs, signalmen, turnouts on duty.

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

Column 2 indicates the position of the employee who is subordinate to the OPTs, signalmen and turnouts on duty.

Column 3 (in column 2 in the TPA of Sample 2 station) lists the main duties that, under the conditions of this railway station, are assigned to the employee. The main duties of the employee are listed without detailing how they are performed.

After listing the main duties of the employee 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 the TPA of the station gives a brief description of the marshalling 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 ______"; "Direct telephone line ______".

Column 3 indicates all types of radio communications.

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

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.

At the end, the general procedure for organizing train and shunting work at the railway station is also indicated in the event of the termination of the signaling devices (if there is an appropriate annex to the station's TPA, a reference must be made to it).

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

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

33. Paragraph 2.6 of Sample 1 (paragraph 10 of Model 2) of the TPA of the station indicates the maximum time required to prepare routes for the reception (departure) of trains in case of violation of the normal operation of signaling devices. This time is set taking into account the maximum number of operations on this route: transferring all switches with a kurbel, locking them with bookmarks and padlocks, fixing at least one switch in the route with a standard bracket.

With a smaller number of operations (not all arrows are switched by kurbel, locked), as well as when using a locomotive to deliver workers to the places where these operations are performed, the route can be prepared in less time. No amendments (including for the season, since weather conditions can be equally unfavorable at any time of the year) and comments in this paragraph of the station's TRA are not allowed.

34. Paragraph 2.7 of 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 Sample 1 (paragraph 20 of Sample 2) of the TPA of the station indicates hauls that have a long descent (ascent) and the procedure for receiving trains to the railway station from them.

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

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

41. In paragraph 2.14 of Model 1 of the TPA of the station, in accordance with the requirements of Appendix No. 8 to the Rules, the procedure for accepting 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 Sample 1 (in paragraph 16 of Sample 2) of the TPA of the station, the categories of trains and directions of trains, the meeting point of the trains, the position of the railway station employee who meets or escorts the trains are indicated.

When filling out this subparagraph, it should be borne in mind that if a railway station (park) is charged with the obligation to escort trains, then the station (park) chipboard is responsible for compliance with the requirements of paragraph 81 of Appendix No. 6 to the Rules. It is not allowed to make an entry: "The chipboard of the station escorts the trains in the post room through the window, inspecting the right (or left) side of the train."

43. In paragraph 2.16 of 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's TPA contains additional instructions for the reception and departure of trains, depending on local operating conditions, without repeating the requirements provided for in other paragraphs of the station's TPA.

The paragraph addresses the following questions:

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

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

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

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

e) the presence on adjacent hauls of devices that control the state of the 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 fleet. The name of the park is written to the full length of the line.

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

When calculating the fixing in an arbitrary place, only the number of the railway track is indicated.

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

On separate connecting, exhaust and some other railway tracks, on which 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 train reception and departure routes or the adjacent stage, where it is prohibited to leave the railway rolling stock without a locomotive.

Column 2 indicates the average slopes of the sections of railway tracks, on which groups of cars are located, fixed respectively by one, two or more brake shoes up 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 of the owner of the infrastructure, the 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, postal-ba passenger and freight trains with other trains of the same categories.

10. Regulations for negotiations on radio communications during shunting work.