Characteristics of the workplace of the station centralization post on duty. Signaling, centralization and blocking devices. Labor protection requirements in emergency situations

Traffic lights and route indicators on LEDs

Railway traffic light with LED light-optical systems

A railway traffic light is the main signaling device on a railway track. This is an optical device that signals day and night with the color of one or more lights.
A traffic light with LED light-optical systems allows you to:

• significantly increase the parameters of reliability of operation (time between failures - at least 50,000 hours);
• increase the level of train traffic safety by optimizing the luminous intensity and color coordinates of railway traffic lights;
• reduce the need for routine maintenance and repair work to ensure a healthy state.

Route signs

Alphabetic, digital and position route indicators are intended to indicate the route of reception, departure or direction of trains and shunting trains.

When implementing LED route indicators:

• power consumption is reduced by 4 times in the daytime mode, 10 times - in the night mode by reducing the power consumption of LED cells to 10 W;
• operating costs are reduced by 10 times due to the elimination of technical operations of periodic maintenance;
• service life is increased by 2 times (up to 20 years);
• the visibility of the signal indication is increased, the visibility range.

Types of modern signaling devices at stations

Centralization is designed to control all arrows and signals located at the station or in its separate area, from one point - the centralization post.

Electric interlocking is a system of centralized control of objects using electric energy.

Microprocessor centralization of arrows and signals - MPC EBILock950

(joint Russian-Swedish technology)

The EBILock 950 MPC has been implemented on the Russian railway network since 1999. It is designed to ensure the safety and control of train traffic at stations and spans of any size, configuration and purpose, including docking stations for various types of train traction. The system integrates the functions of automatic (ABTC-E) and semi-automatic blocking, remote control of areas and parks of stations, as well as the possibility of remote monitoring and integration with top-level systems (dispatching centralization and control).

Advantages of the MPC EBILock 950:

Full compliance with both European (CENELEC SIL 4) and Russian safety standards.

· Contactless control of arrows and signals based on intelligent object controllers.

· Reservation of the main components of the system.

· The organization of communication on the loop principle, redundancy of a communication channel.

· Advanced diagnostics of the system, allowing to identify pre-failure states of equipment.

· Possibility of the centralized or decentralized placement of the equipment.

·High level of readiness: the use of typical industrial modules, testing of the software and hardware complex is carried out in the factory, fully tested and debugged equipment is delivered to the facility.

· Modular principle of construction, the possibility of increasing the number of managed objects.

Technical support of the system:

24/7 technical support service;

Service centers in Moscow, Irkutsk, Novosibirsk and Krasnoyarsk;

Educational and training complex.

Structural diagram of the MPC EBILock 950

The core of the EBILock 950 MPC is a central processing unit (CPU) and a system of centralized or distributed object controllers.

The EBILock 950 MPC CPU collects information about the status of various floor objects, processes the centralization data and sends orders to the corresponding object controllers, which, in turn, control the floor objects.

The data transmission system ensures the transfer of orders from the CPU to the object controllers and status messages about the status of outdoor objects to the CPU through redundant channels.

Central processing unit MPC EBILock950 (centralization dependency processing system)

Modifications:

EBILock 950 R3 CPU - One CPU manages and controls up to 150 logical objects

EBILock 950 R4 CPU - One CPU manages and controls up to 3000 logical objects

CPU EBILock 950 R4M in industrial design - the ability to work in difficult operating conditions: temperature range from -20 to +70ºС; resistance to dust and suspensions in the air; does not require internal cooling and ventilation systems. One CPU manages and controls up to 800 logical objects.

To ensure security conditions in the central processing unit, the principle of hardware duplication with software diversification is applied.

The CPU consists of two identical half sets, each with independent power supply and network connection. One of them works by performing control functions. The second is constantly in the "hot standby" mode, processing the same information. At any time, if the active half-set fails, the backup is ready to take over its functions, ensuring the uninterrupted operation of the system.

Each half set contains three microprocessors: two main processors operate using diversified software; the third performs service functions.

The diversified software is developed by two independent groups of programmers, strictly following coding conventions. Programs have identical functions and should get the same results from those functions.

The system carries out a continuous exchange of information between the CPU and objects of control and monitoring.

MPC EBILock 950 has a built-in system for diagnosing the state of centralization hardware and control and monitoring objects.

Duplication of the CPU can also be organized according to the principle of "cold standby".

Object controller system

(interface to outdoor signaling objects)

System of object controllers MPC EBILock 950

Object controllers perform the functions of managing and controlling outdoor objects, such as traffic lights, arrows, crossings, track circuits, etc.

Each object controller can manage one or more objects.

Object controllers can be installed centrally or decentralized (in containers or cabinets in close proximity to floor objects.)

There is no maximum distance between object controllers and the CPU.

With a decentralized way of placing object controllers, the use of cable is minimized, and the risk of induced / induced currents that cause interference in the operation of signaling devices is also reduced.

In the event of a pre-failure condition or failure, the built-in self-diagnostic system automatically localizes the damaged element to a separate printed circuit board.

The system can be equipped with surge protection devices.

Set of surge protection devices

Command and control system

(automated workplaces of the station attendant, electrician, operator of the wagon maintenance point, operator of the local switch control)

Automated workplace of the station attendant (AWS DSP)

Characteristics:

Archiving and recording the actions of operational personnel in managing facilities, the train situation at stations and hauls, as well as the status of all objects of management and control;

The possibility of obtaining from the archive the operation parameters of floor-standing signaling devices for subsequent prediction of their condition or planning for repairs and adjustments, preventing complete failures in the operation of these devices.

To ensure the uninterrupted operation of the AWP systems, they are backed up.

Implemented in the MOC EBILock 950 features:

· Dual control of turnouts and traffic lights of shunting areas without limiting options for transferring to local control.

· Management of brake emphasis (local).

· Closing and opening of high-speed train routes.

· Fencing of tracks for the performance of work on the inspection and repair of rolling stock.

· Blocking of way sections, traffic lights, arrows to exclude, if necessary, the ability to control them.

· Coordination with stations with "zero" hauls.

· Management of remote stations and parks of stations.

Integration with systems:

Dispatching centralization "Dialogue", "Neva", "Tract", "South", "Setun";

Automatic brake control;

Bridge and tunnel signaling;

Diagnostics of APC DK, ASDC, ChDK;

Automatic and semi-automatic blocking of all types used on Russian railways;

Alerts for workers on the railway tracks;

Control of the gathering and the presence of dragging parts of the rolling stock;

Control of violation of the gauge of the rolling stock;

Hump ​​automatic centralization and hump automatic locomotive signaling.

Microprocessor centralization EC-EM

The Russian system of microprocessor interlocking ETs-EM with integrated auto-blocking based on the control computer complex UVK RA developed by JSC Radioavionika is designed for centralized control of grassroots and local automation objects at small, medium and large railway stations and adjacent sections in compliance with all traffic safety requirements trains The architecture of the UVC RA is based on a three-channel structure operating on the basis of the majority principle (two out of three).

Structural diagram of the EC-EM system

The most important elements of EC-EM are:

Controlling computer complex of microprocessor interlocking of arrows and signals UVK RA;

Combined supply unit SPU.

UVK RA collects, processes and stores information about the current state of centralization objects in real time. Based on the information received, technological algorithms for centralized control of station outdoor equipment are implemented with the formation and issuance of control actions.

UVK RA Control Computing Complex

At the same time, continuous diagnostics of the state of the system is carried out with the formation and prompt transmission to the workplace of the station duty officer (RM DSP), to the systems of dispatch control and dispatcher centralization of information to display the state of centralization objects and the results of diagnosing the microprocessor means of the system.

The EAF RM contains three industrial computers, one of which is in operating mode, the second is in a "hot" standby, and the third is in a "cold" standby. At stations divided into control zones, each zone has its own set of RM EAF. The composition of the RM DSP may include a board for collective use, on which the mnemonic diagram of the station is displayed in an enlarged manner.

RM chipboard set

Automated workstation of an electromechanic (AWS SHN) together with supervisory control systems provides:

Monitoring of operation of electronic modules and communication lines EC-EM;

Monitoring the operation of outdoor equipment;

Monitoring the operation of uninterruptible power supplies;

Monitoring the values ​​of electrical parameters (voltages, currents, etc.);

Monitoring of the state of linking UVK RA with the relay part;

Access to the archive of EAF operation protocols, technological and system messages of UVK RA;

Processing and analysis of archival information about the work of the EC-EM, drawing up protocols for the operation of the system;

Providing background information.

ARM SHN

Microprocessor centralization of arrows and signals MPTs-I

The domestic MPTs-I system developed by CJSC NPC Promelectronica implements all the centralization functions necessary for the safe control of the technological process at the station.

AWP chipboard

The structure of the MPC-I includes:

Reserved workstation for the station attendant (AWS DSP) with a user-friendly interface that ensures a comfortable user experience;

Interlocking control controller (UCC) with a central dependency logic program for the implementation of routed movements around the station. The control controller for the centralization of the redundant MPTs-I system (by default) is made according to the principles of hot, unloaded redundancy (“two plus two”);

Automated workstation of an electromechanic (AWS SHN) to provide the possibility of remote monitoring of the state of the MPC-I objects;

Telecommunication cabinet ShTK. ShTK ensures the operation of all automated workstations at the station (with full automatic redundancy of all equipment), provides the ability to easily link with any of the external systems, including DC, APCS, and also provides information security, logging and archiving of equipment operation and actions personnel;

Backup control panel for direct-wire control of the switches in the event of malfunctions of both sets of AWS EAF or UCC. The backup control panel is not used in the redundant MPTs-I system;

Centralization objects (rail circuit equipment, axle counting, traffic lights, electric drives, shunting columns, technical inspection panels, etc. floor equipment mass-produced by industrial plants), signaling cable network, as well as object controllers or interface relay circuits for controlling them .

For the power supply of microprocessor devices MPTs-I, arrows and traffic lights, the station has developed an uninterruptible power supply system SGP-MS.

MPC-I software and hardware provides:

Division of large stations into an unlimited number of control zones (both permanent and seasonal);

Allocation at the station with shunting operation of areas for temporary local control (both with the organization of an additional workplace, and with the help of control from the switch post);

Integration of low-activity stations into joint control posts without the help of DC central posts and without the need to install DC line points on them, while leaving the possibility of local control;

Organization of multi-level hierarchical control systems such as "zone - station - section - road" with the possibility of prompt transfer of control to the appropriate level if necessary.

The built-in automatic subsystem for measuring insulation resistance and other electrical parameters of monitoring devices makes it possible to use the MPTs-I system as a means of measuring or monitoring the parameters of signaling devices (including remote ones).

Implementing a wide range of functions, MPC-I is one of the most compact centralizations. If it is not possible to build a post building, it is possible to place the MPC-I equipment in transportable modules, as well as in the vacated premises of existing buildings.

Availability of computer-aided design (CAD) system. allows, firstly, to reduce the complexity of design by several times, and secondly, trained operational personnel with the appropriate rights can independently and promptly make adjustments to the MPTs-I software when changing the track development project at the station .

The work of adapting the MPC-I is quite simple thanks to the friendly CAD interface, although it requires certain specific knowledge and responsibility.

Microprocessor centralization MPTs-MZ-F

MPTs-MZ-F is a centralized hardware and software complex designed for remote control and monitoring of the status of arrows, traffic lights and other station facilities, as well as for issuing operational, archival and regulatory information to the station duty officer with logging the operation of devices and personnel actions ("black box").

MPTs-MZ-F is a project-assembly product built according to a hierarchical principle with the possibility of using the system at stations of any configuration.

The MPTs-MZ-F system optimally combinesbasic hardware platform, represented by a specialized ECC control computer manufactured by the German company Siemens, and technological software developed by specialists of a Russian-German joint venture ZAO Foratek AT.

Structure of the MPC-MZ-F

The system equipment complies with the safety requirements according to the SIL 4 level, according to the European standard EN 50129, which is confirmed by the Testing Center for Railway Automation and Telemechanics of the St. Petersburg State University of Railway Communications (PGUPS).

High availability is achieved by using three identical processor modules in a two-out-of-three pattern. To ensure safety, processing is only carried out if at least two computing channels produce the same results.

ECC control computer manufactured by Siemens

Cabinet UVK

This solution allows you to fix the failure of any of the three processor modules and disable it. At the same time, the system continues to work in the two-out-of-two mode, and information about the error is recorded in the database. A damaged module can be replaced and put into operation without shutting down the entire system. System failures are prevented at the hardware and software levels. Algorithms and methods are used to identify equipment malfunctions and transfer the system to a safe state.

The main and backup AWS EAF based on two personal computers of industrial design

When designing stations, an automatic design system (CAD) is used, which can significantly reduce the time for developing technological software for new stations. The system has been put into permanent operation and recommended for replication on the Russian railway network in two versions: with relay-contact and non-contact control of turnout electric drives and traffic lights.

Types of modern signaling devices on hauls

Automatic blocking (AB) and automatic locomotive signaling (ALS) are the main types of signaling devices on hauls for regulation, ensuring the safety of train traffic and the necessary throughput.

Auto-blocking of ABTC with centralized placement of equipment

At ABTC, the main part of the equipment that performs all auto-blocking dependencies is centrally located in the premises of the EC stations that limit the run, or in transportable modules. On the stretch, traffic lights, way boxes are installed, in the presence of crossings - relay cabinets for controlling crossing signaling devices. Cable lines are used to connect the post and floor equipment, as well as to interconnect the sets of ABTC equipment located at neighboring stations that limit the haul. On hauls with a length of more than 15 km, ETs-TM transportable modules are used to accommodate the equipment.

ABTC is used on single-track and multi-track hauls with any type of traction.

Monitoring of the state of track sections is carried out by track circuits (RC) of tone frequency. Carrier frequencies of Hz and modulation frequencies of 8 and 12 Hz are used.

Main technical characteristics

Characteristic name	Meaning
Maximum traffic light control range (via cable), km
Maximum range of track circuit control (by cable), km: with autonomous traction with electric traction
Carrier frequencies, Hz	420, 480, 580, 720, 780
Modulation frequencies, Hz

Microprocessor-based auto-lock system ABTC-M with centralized placement of equipment, tone track circuits and redundant information transmission channels

The main advantages of the system:

Increasing the reliability of work due to:

Redundancy of the main nodes of the system;

The use of a more reliable element base;

Reducing the number of system elements, including the consumption of the signal cable.

Increasing the readiness factor (survivability) due to:

Use of a backup channel for transmitting information to and from the locomotive;

Possibilities of reconfiguration of building a system in case of failure of its individual nodes and sensors;

Building a redundant power supply system.

Improving the safety of train traffic on the haul due to:

The use of additional coding of signals in track circuits in order to exclude mutual influence;

Using the logic of train passage along the stage;

The possibility of influencing the distillation devices (the inclusion of prohibitory indications at traffic lights, etc.) by the station attendant or the dispatcher in order to protect and limit the speed of movement in the work area, etc.

ABTC-M system with mobile block sections

The interval control system for trains with moving block sections based on the ABTTs-M equipment makes it possible to increase the throughput and reduce the inter-train interval of passing traffic. The location of a train is determined with an accuracy of one track circuit with an average length of 250 m. including ALSO.

Scheme of building a system for interval control of train traffic with moving block sections without traffic lights with extended functionality

Automatic locomotive signaling with a continuous communication channel ALS-EN

To improve the conditions for running trains and improve traffic safety, increase the capacity of the line and improve the working conditions of locomotive crews, automatic locomotive signaling (ALS) is used. These are special devices that complement the automatic blocking, with the help of which the readings of the track lights are transmitted to the locomotive traffic light installed in the driver's cab as the train approaches them.

ALS is characterized by the number and number of signal indications. According to the method of transmitting signals from the track to the locomotive, ALS devices are divided into ALS of a point type (ALST) ALS of a continuous type (ALSN)

Along with the three-digit system ALSN, Russian railways are introducing a promising multi-digit (192 commands) system for transmitting information to the locomotive - ALS-EN. To reduce the transmission time of information and ensure high noise immunity, the ALS-EN system uses double phase-difference modulation of the carrier frequency of 174.38 (+/-0.1) Hz, which allows organizing two independent phase subchannels. Each of the subchannels uses 8-bit combinations of a self-synchronizing modified Bauer code.

The use of double phase-difference modulation and anti-jamming coding in the ALS-EN system can significantly reduce the power of transmitters, since the required level of the useful signal at the receiver input is achieved at a signal current 5-8 times less than in the ALSN system.

Unlike classical ALSN, ALS-EN allows transmitting various information to the locomotive (traffic light indication, straight or deviated movement, permissible speed, number of free block sections, etc.), which is necessary to ensure high-speed and high-speed movement. Therefore, ALS-EN is used on the high-speed line Moscow - St. Petersburg.

Block FS-EN for ALS-EN

Automated hump complexes KSAU-SP

To disband trains at marshalling yards, marshalling humps are used, which are technological devices consisting of a sliding part located on an anti-slope and a lowering part having an accelerating slope, along which the cars roll down under the action of gravity. The thrust of the train on the hill is carried out by the shunting locomotive wagons forward. The train is compressed on the anti-slope of the sliding part, which allows a special worker - the speed controller to unhook the next group of cars - the uncoupler from the train according to the dissolution program. When the cut center of gravity passes through the top of the hump (the highest point), it separates from the train and rolls down the accelerating slope of the sliding part of the hump onto the track of the marshalling yard, determined by the position of the controlled turnouts.
The speed of cuts rolling is controlled by controlled pincer-type wagon retarders, which compress the side surfaces of the wheels of cars of passing cuts.

According to the processing capacity and the number of tracks in the subhill (sorting) park, sorting yards are divided into:

• high-capacity humps with more than 3,500 wagons per day or more than 30 tracks in the marshalling yard;
• humps of medium capacity with processing from 1500 to 3500 wagons per day and the number of tracks in the marshalling yard from 17 to 29;
• humps of low capacity with processing from 250 to 1500 wagons and the number of tracks in the marshalling yard from 4 to 16;

The largest marshalling yards with over 5,500 wagons per day are classified as high-capacity yards.

The management of the disbanding of the trains on the hump is carried out from the hump control panel, on which there are switch switches, control handles for car retarders and buttons for controlling hump signals.

Power supply devices UEP-MPK-ShPT

The UEP-MPK-SHPT complex is intended for power supply of electrical interlocking systems, mechanization and automation posts of hump yards, centralization shunting posts and provides power supply for relay circuits of electrical interlocking and linkages, computer equipment (UVK, AWP, TsVS), outdoor equipment, etc.

The structure of UEP-MPK-SHPT includes an uninterruptible power supply system based on a DC bus, which ensures the continuity of operation of critical devices during interruptions and switching of external power supply. It is used with input devices with a separate IT for each feeder and with a common IT, and can be powered from both single-phase and three-phase power feeders.

AC sources are input into the UEP-MPK through input devices of the VUV-MPK. As a third feeder, a DGA with auto-start can be used in case of loss of all external power sources.

All UBPs are connected by a common DC bus (SHPT). The voltage on the ShPT is selected based on the power of the station loads from a range of 48, 110, 220 V. If necessary, it is possible to increase the power of the UEP-MPK-SHPT by connecting several UBPs in parallel.

The supply voltage for uninterrupted loads of the signaling system is formed using one or more inverter blocks, the number of which is reserved according to the n +1 scheme, the voltage 24V for the post-operating devices of the ZHAT is formed using a converter block, the number of which is also reserved according to the n +1 scheme.

Power supply devices UEP-MPK-ShPT in 2012 were put into permanent operation at the Khonykh station of the Krasnoyarsk railway.

Microprocessor-based electrical centralization MPC-MPK

The system of microprocessor interlocking of electrical interlocking MPTs-MPK is a new development in the family of computer systems based on micro-computers of programmable controllers, designed to control and monitor railway automation devices at stations using computer technology developed by TsKZhT PGUPS (St. Petersburg).

In 2012, the MPC-MPK was put into permanent operation at the Khonykh station of the Krasnoyarsk railway.

Information exchange between system components is based on standard protocols of computer systems and local networks. The use of modern standard computer technology for input and display of information does not require the manufacture of specialized controls and controls.

A distinctive feature of the system from analogues is a safe non-contact interface for managing and monitoring objects, which is designed on a fundamentally new approach to the functional signal conversion.

The equipment of the central computing system (CCS) has a 100% redundancy and consists of two parallel and independently functioning secure computing sets - the "main" and "backup" included in the local area network. Each of the kits consists of two PC-compatible industrial controllers and a circuit to control the functioning of the kit. Normally, both sets are connected to the code lines of communication with the equipment for interfacing with the objects of control and monitoring of the MPC. One of the sets is active and carries out the implementation of the control action on the objects and the transfer of information about the state of the controlled objects via the communication channel to the EAF workstation, and the second set of the CVS is passive and is in the "hot" standby. Additional function controllers are also reserved.

The automated workplace of the station attendant is designed to organize a user interface for the management and control of microprocessor interlocking objects at the station. AWP DSP in the minimum configuration is made on the basis of two PCs (sets A and B), united by a local network. This network also includes the workstation of an electromechanic, and, if necessary, other users of information about the movement of trains at the station (workstation of the operator, shunting, station dispatchers, etc.) can be included. To send the utility train and the pusher to the stage, a shield of wand keys is installed in the control room of the chipboard. Additionally, AWP EAF can be equipped with remote plasma panels.

The EAF workstation equipment has a 100% reserve and consists of two parallel and independently functioning sets - "A" and "B", included in the local area network. One of the sets is active and implements the control action on the objects and receives information about the state of the controlled objects via the communication channel from the KTS MC. The second set of AWP EAF is passive, it is used only to display current information and is in a "hot" standby. Both sets in the course of work exchange information among themselves on a LAN.

Relay-processor centralization of arrows and traffic lights ROC-E

The system of relay-processor centralization of arrows and traffic lights RPTs-E was developed by Bombardier Transportation (Signal) LLC.

The RPTs-E system is designed for partial modernization of existing stations with any number of switches equipped with electrical interlocking, both with the preservation of the executive group (all existing standard albums for designing), and with the construction of a new executive group, made according to the MRTs-10BN album. The system allows you to keep the existing outdoor equipment in full.

Also, RPC-E is easily integrated with the EBILock 950 MPC, for example, when building a new park and equipping it with microprocessor interlocking devices. At the same time, the chipboard has a single workplace, and the operator controls the MPC and EC devices in the same way.

ROC-E consists of automated workstations for DSP and SHN, which have all the functions implemented in microprocessor centralizations, the ROC-E server implemented on industrial computers, as well as distributed USOs. The latter are made on the basis of industrial controllers in a design that allows them to be placed both on the front and on the mounting side of the cabinet with access to the existing mounting.

The system has a hot standby of all components.

In the course of the modernization, the typesetting group (if any) and the existing control panel are dismantled. The station is equipped with automated workstations. The system provides linkage with other systems via data transmission channels.

In 2012, the ROC-E was put into permanent operation at the Abakan station of the Krasnoyarsk railway. (114 arrows).

§ 52. Operator of the post of centralization

Characteristics of works. Translation of centralized turnouts and control of signals from the control panel of the centralization post or the local control panel for turnouts and signals. Control over the correct preparation of routes according to the indications of control devices. Participation in the production process of shunting works. Giving sound and visible signals when receiving, departing, passing trains and performing shunting work. Checking the clearness of the path, transferring the centralized arrows with a kurbel and checking the correctness of the preparation of routes in the event of a violation of the normal operation of signaling, centralization and blocking devices (hereinafter referred to as CCB). Securing trains and wagons with brake shoes and their removal. Ensuring traffic safety in the serviced shunting area in accordance with the technical and administrative act and the technological process of the railway station.
Must know: technical and administrative act of the railway station; the technological process of the railway station in accordance with the regulations relating to the range of work performed; the arrangement of centralized arrows, the rules for translating them with kurbel; rules for the operation of signaling devices; instructions for ensuring the safety of train traffic during the performance of maintenance and repair of signaling devices; shipping rules.
When servicing centralization posts or local control panels with turnouts and signals:
in inactive shunting areas of railway transport
non-public use - 2nd category;
in busy shunting areas of non-general railway transport
use and in inactive shunting areas of the railway
public transport railway stations V - II
classes - 3rd category;
in inactive shunting areas of general railway transport
use of railway stations of class I, out-of-class, in inactive

railway stations of V - II classes with participation in the preparation
routes for receiving, departing and passing trains and in busy
shunting areas of public railway transport
railway stations V - II classes - 4th category;
in busy shunting areas of general railway transport
use of railway stations of class I, out-of-class - 5th category.

From July 1, 2016, employers are required to apply professional standards if the qualification requirements that an employee needs to perform a certain job function are established by the Labor Code, federal laws or other regulatory legal acts (Federal Law of May 2, 2015 No. 122-FZ).
To search for approved professional standards of the Ministry of Labor of the Russian Federation, use

The structure of the operational management of the Minsk-Sortirovochny station is shown in Figure 3.1. The shift manager at the station is station dispatcher (DSCS). He is promptly subordinated to: DSP, DSPG, DSPP, DSPO, employees of the VET, PKO, STC, shunting and drafting teams, employees of the commodity office.

Station dispatcher (DSCS) provides:

• – development of current plans for the train and freight work of the station for 3-hour periods in accordance with the train formation forecasts issued by the ACS SS;
• - organization of the implementation of the shift plan for the reception and departure of trains and cargo work;
• – coordination of actions of employees of other farms that ensure the operation of the station;
• – efficient use of station technical facilities, wagon and locomotive fleets;
• – operational management of the work of sorting humps and shunting locomotives, rational distribution of sorting work;
• - well-coordinated work between DSP, DSPG in matters of the order of reception, departure, disbandment of trains and transfers, the passage of locomotives;
• - timely organization of the delivery of local cargo;
• – control over the fulfillment by employees of changing the requirements of PTE and IDP, as well as safety rules;
• – performance of adjustment tasks;
• - monitoring the implementation of the plan for the formation and schedule of trains;
• – control of the state of labor and technological discipline in the shift;
• - provision of "windows" for repair, replacement, preventive inspection of technical facilities;
• - adjustment of the specialization of the tracks of the marshalling yard;
• – keeping records of the implementation of the shift and current work plans using the data of the GIR;
• – presentation of local transfer trains in SP-2 for commercial inspection (PKO-2);
• – informing the employees of PTO-3, PTO-4 about the completion of the formation of a local transfer train on the tracks of SP-2;

In the process of work, the DSCS in the program module of the schedule of work performed (GIR) is obliged to record all delays in the advancement of car traffic, indicating the reasons:

• - failure to comply with the schedule of passenger trains;
• – untimely export of trains;
• – delays in the circulation of transmissions in the node;
• – difficulties in the operation of the sorting hill;
• – delays of train locomotives;
• – non-compliance with the specified norms of idle time of wagons;
• – identification in the departure parks of non-approaches of the centers of the axles of the automatic couplers of wagons.

At the end of the duty, the DSCS reports on the work to the head of the station or his deputy with a call, if necessary, to the workers of the station or other farms who are guilty of non-fulfillment of the shift work plan or violation of discipline.

The management of the reception, departure, passage of trains, shunting work and processing of trains in the parks of the DSCS is carried out through the DSP, DSPG, DSPP, DSPO. The orders of the DSCS to ensure the timely and safe reception, departure and passage of trains, the performance of maneuvers, as well as the uninterrupted operation of the station's technical facilities are mandatory for employees of all facilities associated with the processing, reception and departure of trains.

The DSCS is responsible for the tasks and functions assigned to it, ensuring traffic safety and safety of transported goods, organizing the reception, departure, passage of trains according to the train schedule, ensuring labor discipline of subordinates.

The operating technology of the Minsk-Sortirovochny station is based on the method of dispatching control over the disbanding and formation of trains and local work, which ensures the best use of technical means and the shortest time spent by cars at the station. The method is based on a dynamic model of the station operation, implemented on the ACS SS computer and providing a numbered record of the presence and location of cars on the station tracks.

Guided by the current work plan, information about the approach of trains, the presence and location of cars on the tracks and station points, as well as the recommendations of the ACS SS, the DSCS establishes the order of disbanding and forming trains, rationally distributing work after the end of the formation between sorting devices.

To reduce the time spent at the station by cars that require accelerated delivery to their destination, a priority mode of their processing can be applied, which provides for priority maintenance, disbanding, formation and departure of trains containing such cars, as well as (until the upcoming arrival of such cars at the station) accumulation of a group passing wagons in such a way that the arriving wagons of accelerated delivery complete the accumulation of the train.

For the smooth passage and processing of car flows, the DSCS carries out regulatory measures for the processing and departure of trains, the redistribution of work between individual sorting devices, shunting areas and parks.

The most effective measures are:

• - timely processing of trains, determining the rational order of their disbanding, taking into account the completion of the accumulation of trains in different bundles of the marshalling yard, the maximum reduction of inter-operational intervals;
• - timely release of tracks for receiving trains by combining short trains on one track;
• – release of a hump of medium capacity from the processing of local wagons, wagons from repair, etc.;
• – release of hump locomotives from carrying out operations for upsetting wagons due to the maximum use of locomotives operating on exhaust tracks for pulling up wagons in the depth of the marshalling yard;
• - redistribution of shunting facilities with the allocation of an additional locomotive to work on the hill;
• – organization of work of 2 hump locomotives by the flow-ring method with the organization of parallel thrusting of trains onto the hump;
• – advance preparation of the tracks of the shipping yard for rearranging the trains accumulated in the marshalling yard.

By the end of the duty, the DSCS must create the conditions for normal work for the incoming shift, including:

• - to ensure the availability of free tracks for the unhindered reception of trains;
• - prepare the compositions for dissolution;
• - prepare the tracks of the marshalling yard for the dissolution of the next trains;
• - prepare trains for departure at the beginning of the work of the next shift in accordance with the operational plan and timetable.

In order to carry out effective operational control over the work of the main areas of the station, the workplace of the DSCS is located in the control room of the Central Control Post in front of the information board. It is equipped with the following devices:

• - a personal computer included in the ACS SS network;
• – direct telephone communication with DNCU, DSPP-3, DSPP-4, DSPC-4, PTO-1, PTO-3, PTO-4;
• - radio communication with the drivers of shunting locomotives, train compilers and PKO workers;
• – two-way parking communication.

Station attendants (DSP).

Reception, departure and passage of trains, performance of shunting work within their area while ensuring traffic safety and safety of transported goods, as well as the passage of train locomotives, is carried out solely by DSP-1 and DSP-2 in their area in accordance with the station's TRA. To ensure the assigned tasks, the DSP are obliged to:

• – to negotiate on the movement of trains with the DNC TsUP, DSP of neighboring stations and TCHD;
• - manage the reception and departure of trains, prepare routes for the reception and departure of trains;
• – carry out the passage of locomotives from the depot and to the depot.
• – carry out intra-station rearrangements of trains from park to park;
• - transfer centralized arrows to the local control operator MP-3 (for DSP-2);
• - keep a journal of inspection of tracks, turnouts, signaling devices, communications and contact networks (form DU-46);
• - when switching to telephone means of communication, control the issuance of DSPP-3, DSPP-4, DSPO-3 permits for the passage of prohibitory indications of output (route) traffic lights and the occupation of the haul;
• – control the issuance of DSPP-3, DSPP-3, DSPP-4 warnings for trains departing at the stations of Baranovichi, Brest, Molodechno, Osipovichi, Gomel, Orsha and Minsk-Passenger;
• – control the presentation of wagons and trains for maintenance and commercial inspection of DSPP-3, DSPO-3, DSPP-4;
• - to control the work of the operator in the DSP for maintaining a train traffic log (form DU-3), a log of train telephone messages (form DU-47 when switching to telephone communications), a log of dispatching orders (form DU-58), a book for recording warnings for trains (f. DU-60);
• - notify the operator of the centralization post about the arrival of trains at CP-1, the operators of MP-2 and MP-6 about the arrival of locomotives on the track at the direction of the DSPG;
• - turn on and off from the control panel the disconnectors of the contact network with motor drives;
• - to control the fixing of trains and cars on the tracks PP-1, POP-3, POP-4 according to the report of the park attendants and the operator of the centralization post;
• - transfer registered orders to park duty officers for issuing permits to occupy a haul or pass a route (exit) traffic light.
• - when performing track work at the station, notify employees of adjacent farms about the movement of trains, locomotives, etc.

Workplaces of the chipboard are located in the CPA building.

Operators at DSP.

Timely and reliable input and transmission of information related to train operation in the ACS SS and maintaining the established forms of accounting and reporting are performed by operators at the DSP.

In order to perform the functions assigned to them, the operator at the DSP is obliged:

• - keep a train traffic log in the AWP (form DU-3);
• - to accept dispatcher orders with their entry in the journal of dispatcher orders (form DU-58);
• - before the arrival of each train, receive information from train dispatchers about arriving trains;
• - notify the station worker about the time of arrival of the train, about the route of the train locomotives from the arriving trains and the need to deliver documents;
• – after the train has departed, enter information about the dispatched train into ASUSS.
• – to negotiate on the movement of trains (for receiving, proceeding and departure with the attendants of neighboring stations);
• – keep a book of wagons uncoupling from the trains of its formation in the POP-3 and POP-4 depots;
• - in the event of a malfunction of the auto-blocking action and the transition to telephone means of communication, keep a log of train telephone messages (f. DU-47);
• - enter information in a timely manner into the software module for generating a schedule for the work performed, in accordance with existing orders and instructions;
• – to keep records of the downtime of train locomotives at the station upon arrival, departure and turnover using the GIR or manually;
• – Negotiate with DNCU and depot attendant on tying locomotives to departing trains;
• - receive telegrams-applications for warnings through the ETEL software;
• - on the basis of telegrams, verify and enter warnings into the AWP Prev in accordance with the requirements of the PTE and IDP;
• – display for DSCS composition formation forecast;
• – enter the text of telegrams into the ETEL software and transmit them at the direction of the station management and DSCS;
• - timely enter information into the ACS SS about the arrival, departure and passage of trains;
• - at the direction of the chipboard, issue warnings to train and locomotive drivers.

Hill duty officer (DSPG).

DSPG provides disbanding and formation of compositions on the basis of sorting sheets issued by ACS SS. When organizing the disbandment of trains, he is guided by the orders of the DSCS, issued on the basis of the recommendations of the ACS SS. In order to fulfill its tasks, the DSPG performs the following duties:

• – manages the hump operators and organizes the work of the shift for the timely completion of tasks for the dissolution and formation of trains while ensuring the safety of train traffic, shunting work and the safety of rolling stock;
• – ensures efficient use of the marshalling yard and shunting locomotives;
• – supervises the observance by the workers of the marshalling yard of safety regulations and traffic safety.
• - keeps a log of inspection of tracks, turnouts, signaling and communication devices of the form DU-46;
• – controls the correct formation of trains in accordance with the PTE;
• – controls the securing and fencing of local transfer trains in SP-2;
• - Keeps records of the work of the marshalling yard according to the log form DU-31.

Duty officer of the centralization post (DSPC-4).

Dispatch management of the local work of the station is carried out by the duty officer of the station post MG-4 DSPC-4, who, based on the data of the number record of the location of local cars in the station parks, on the fronts of loading and unloading, forecasting the arrival of local cars at the station, plans and organizes the supply and cleaning of cars from local station points, and also supervises the work of a low-power hump, a local locomotive and a train compiler for the formation of combined trains, subforming the supply of local cars, and also supervises the work of a train compiler VChD-1 and a locomotive VChD-1 when performing maneuvers in the PMR-5 area .

The duties of DSPC-4 also include:

• - to ensure the efficient operation of a low-power hump for the formation of prefabricated trains and a local shunting locomotive;
• - to keep the number accumulation of cars on the tracks of the PMR-5 fleet using ACS SS;
• – perform rearrangement of local wagons from SP-2 tracks to POP-4 tracks in ACS SS;
• - enter data into the ACS SS about the location of the shunting locomotive of local work;
• – supervise local work on GIR;
• - to control the fixing of cars by the compiler of trains on the tracks of the PMR-5 fleet.
• – accounting for the receipt of faulty cars for repairs, maintaining a special book for numbering the location of faulty cars on the VChD-1 tracks
• – notification of customers about the supply of wagons and the closure of crossings for the time of employment of cargo and baggage acceptors;
• - move the arrows with a kurbel in case of a malfunction of the signaling system (in case of loss of position control).

Park attendants (DSPP, DSPO).

To ensure technological operations for fixing, presenting for maintenance and commercial inspection, station document management, station parks have jobs for park attendants. The duties of DSPP-3, DSPO-3, DSPP-4 include:

• – presentation of trains and wagons for maintenance and commercial inspection;
• - keeping a book of presenting freight fleet cars for maintenance (f. VU-14);
• – keeping a book of combined inspection of the transfer train “on the go”
• – delivery of transportation documents to the driver of the train locomotive. The driver certifies the receipt of documents with his signature in Book of acceptance and delivery of transportation documents(GU-48 or DU-40).
• - request for ready-made warnings from the AWP Pred and issue them to all freight and passenger trains departing from the station parks and stopping points of the Institute of Culture and Stolichny);
• - in case of violation of the normal operation of the signaling devices, at the direction of the chipboard, prepare a route, check the freeness of the tracks and the correctness of the preparation of the route;
• - according to the telephone message of the chipboard, the issuance of permits for trains to occupy the haul and the passage of prohibitory indications of output and route traffic lights;
• – after receiving an order for the departure of a train, which includes wagons with dangerous goods, copying the order and handing it to the driver along with transportation documents;
• – maintenance of pneumatic mail devices for receiving and sending transportation documents;
• - transmission of information to the VChD about the composition of the train (weight, axles);
• - fixing the rolling stock on the tracks of the fleet with brake shoes, removing the means of securing;
• - report to the chipboard about fixing trains and cars, removing brake shoes on the station tracks.