Organization of the technical work of the cargo station. General information about railway stations. Freight station management structure

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1. THEORETICAL PART

1.1 Organization of the work of the freight railway station

1.1.1 Operational management and management of the freight railway station

The operation of the station is managed by the head of the station, who is fully responsible for the fulfillment of the tasks assigned to him by the "Regulations on the railway station".

Management of the operational work of the station, control over the implementation of daily and shift plans, organization of the processing of trains and cars according to the technological process are carried out by the head of the station and his deputy for operational work.

Ensuring the implementation of cargo and commercial work is assigned to the head of the cargo area.

Development and implementation of the technological process of the station, advanced labor methods, measures for the rational use technical means, devices, ensuring the safety of train traffic and safety measures, the organization of technical training for station workers is carried out by the chief engineer of the station.

The shunting dispatcher (DSTS) carries out operational planning and management of the station, ensures the implementation of shift plans, monitors the implementation of technological standards for the processing of trains and wagons. In his operational subordination are: drivers of shunting locomotives, PTO workers, agents of the SFTO (system of corporate transport services), shift workers according to the staffing table. The station duty officer (DSP manager) directly manages the organized reception and departure of trains.

The senior agent of the SFTO exercises control over the implementation of the cargo loading and unloading plan, execution of cargo transportation documents, settlements with shippers and consignees, maintaining established accounting and reporting forms.

The structure of operational management is set out in Appendix No. 4 to this Technological Process.

Preliminary information

The station management receives preliminary information from the Northern District Operations Department of the Traffic Control Center of the Traffic Service of the Traffic Control Directorate - a structural subdivision of the West Siberian Railway. - a branch of Russian Railways, together with a task for the shift. Preliminary information contains data on the upcoming arrival of trains and wagons 12 hours ahead.

The DSP-manager receives preliminary information about the approach of trains from the train dispatcher of the section, which contains: the appointment of the train, the estimated time of arrival, the total number of cars arriving for loading and unloading. Also, information about the approach of trains can be obtained from the programs of the GID and ACS ST, which provide the ability to solve the following tasks:

Processing of trains that arrived at the disbandment: processing and logical control of a telegram - full-scale sheet (TGNL), entering information about the actual presence and location of cars at the entrance to the station (adjustment upon arrival);

Processing of the train of its formation: entering information about the actually decommissioned train at the end of its formation;

Processing of the formed train, updating information about the formed train, processing of dual trains;

Implementation of trailers and uncouplings for the organization of trains of a specified weight and length;

Formation and logical control of TGNL;

Transfer of TGNL to ASOUP, formation and transmission to ASOUP of messages 200, 201, 203, 205, 230, 267, 09, etc.;

Formation and transmission of a certificate of the arrived and sent train to the train dispatcher and the dispatcher of the operational and administrative department of the road;

Maintenance of the information base of the train operation of the station: a train model along the tracks of the station, the formation and receipt of ready-made certificates;

Operational planning of work with trains;

Compilation of reporting forms, calculation and issuance of reporting forms, calculation of station performance indicators, analysis of violations of the formation plan in arriving and departing trains.

As part of the ACS ST, personal electronic computers (PCs) are equipped with networked workplaces that perform the functions of information processing:

DSP-manager - AWP DSP;

Cargo and baggage acceptance officer (3 jobs) - AWP PS.

When sending requests, by means of ACS ST, the necessary output forms, you can get the following information:

Technological documents for trains;

Train index base;

Information about the approach of trains;

Preparation of certificates on the availability of trains, on the state of the station tracks, loading and unloading processes, accounting for the availability of trains and wagons;

Telegram-in-kind sheet (TGNL) for trains of their own formation;

Messages correcting the composition of TGNL;

Messages about the departure, arrival and passage of trains, etc.

Accurate Information

Accurate information arrives at the station via communication channels from ASOUP in the form of certificates 02, 102, 11, 118, 204, 21, which the DSC, DSP-manager, STC operator receives from the "approach" or after the train arrives at the station in the ACS ST (" References" - "request for reference 213 to ASOUP").

Upon arrival of cargo and wagons, in the column of the consignment note and the road sheet "calendar stamps Arrival at the destination station", the station operator puts a calendar stamp with the time entered in the column "time ___ hour ___ minutes", train number.

The SFTO agent, based on the data of the transportation documents, enters information about the time of notification of the consignee to you, and at the request of the SFTO agent, a book of notification of the arrival of the cargo of the form GU-6VTs is automatically generated on the AWS PPD of the ETRAN system.

1.1.2 Organization of the work of the railway station for the reception, unloading, storage, issuance, loading and departure of goods

Upon arrival at the destination station, the sets of transportation documents are sent to the STC operator, who checks the availability of the necessary accompanying documents. If it is revealed that there are no necessary accompanying documents, separate forms of a set of transportation documents, it draws up an act of the general form GU-23, GU-23VTs (Based on Act No. 4 of 18.04.2012) and submits it for submission of an operational report to the assembly desk. In the presence of the necessary accompanying documents, separate forms of a set of transportation documents, the STC operator disconnects the wagon sheet and submits it according to the book f. GU-48 to the station’s cargo and baggage acceptors, and transfers the consignment note, travel statement and the necessary accompanying documents against signature in the book f. GU-48 to the SFTO agent. Upon receipt of documents, the SFTO agent enters them in the arrival book f. GU-42 EVTs, checks the availability of the necessary accompanying documents, takes measures to complete customs clearance in the event of the arrival of cargo under customs control. If it is revealed that there are no necessary accompanying documents, separate sheets of a set of transportation documents, an act of the general form GU-23, GU-23VTs (Based on Act No. 4 of 04/18/2012) is drawn up and transferred to the senior agent of the SFTO for the transfer of an operational report.

In cases where circumstances are identified that prevent the release of cargo to the recipient (lack of funds, customs clearance has not been completed, there is no release of quarantine inspection, etc.), the SFTO agent sends a written notification to the cargo and baggage acceptor about the need to delay the supply of the wagon for unloading, which draws up an act of general forms for crediting the wagon to the responsible demurrage of the consignee.

After the elimination of the circumstances preventing the release of the cargo, the SFTO agent sends a written notification to the cargo and baggage acceptor and takes measures to credit the shipping documents by the consignee.

Upon receipt of a notice from the agent of the SFTO, the cargo and baggage acceptance officer closes the act of the general form, draws up an order for the delivery of the wagon for unloading.

Cargoes arriving under customs clearance are delivered to the ZTK at the Forwarding Center. The documents are handed over by the cargo and baggage receivers of the station K according to the book f. GU-48 against signature to the freight office of the Forwarding Center. In the case of issuing a wagon on the tracks of station K, documents with a customs stamp “Release is allowed” are transferred by the commodity cashier of the Freight Forwarding Center according to the book f. GU-48 agents of the SFTO station K for crediting.

Upon the arrival of the cargo at the station, using an electronic consignment note using an EDS, the STC operator transfers the wagon sheet to the SFTO agent with an entry in the book f. GU-48. The SFTO agent, in the prescribed manner, notifies consignees of the arrival of goods with registration in the "Book of notifications of the arrival of goods" f. GU-6VTs. After performing operations for crediting the electronic invoice in accordance with the technology of work on the EDS, the SFTO agent in the prescribed manner, against signature in the book f. GU-48, transfers the wagon sheet to the station's cargo and baggage acceptance officer for storage.

Upon the arrival of the cargo at the destination station, the sets of shipping documents are delivered to the station's technological center. Upon arrival, the STC operator checks the availability of the necessary accompanying documents, and then passes them on to the cargo and baggage acceptor. If it is revealed that the necessary accompanying documents, separate forms of a set of transportation documents are missing, the STC operator, upon arrival, draws up an act of the general form f.GU-23 in the EA SAPR (ARL system) and transfers it to the assembly table of the station for filing an operational report. The cargo and baggage acceptance officer disconnects the wagon sheet, and transfers the consignment note, road list and the necessary accompanying documents against signature in the book f.GU-48 to the SFTO agent.

The SFTO agent checks for the availability of the necessary supporting documents. If it is revealed that there are no necessary accompanying documents, separate forms of a set of transportation documents, an act of the general form f. GU-23 and transfers it to the cargo and baggage acceptor (assembly table) with an entry in the book f. GU-48 for filing an operational report.

The SFTO agent, in the prescribed manner, notifies consignees of the arrival of goods with registration in the "Book of notifications of the arrival of goods" f. GU-6VTs.

At the request of the SFTO agent, the ETRAN AS system generates an arrival book f. GU-42EVTS.

The “Arrival” function is performed by the DSP - from the train reception path, the “Operation with trains” tab, the “Train arrival” icon, the direction from which the train arrives is selected.

After executing this function, the train in ACS ST is drawn on the way of the station. The envelope sign for a transit train is colored lilac, for a "local" train it is yellow.

If there is no train in the ACS ST approach, then when performing the “Arrival” function for a freight train, the DSP-manager, using the “Continue entry” button, manually enters the data on the train, locomotive and crew received through the guide. This is necessary for the correct generation of the DU-4 report in the ACS ST.

p.201 is automatically transmitted to ASOUP. The AWS of the DSP-manager receives a response to the transmitted p.201. If the message is received with an error, then the DSP-manager is obliged through the "Terminal mode", the button "Last of the messages sent to ASOUP" to correct the error and transfer p.201 to ASOUP again.

Upon arrival from the “approach” or after the train arrives at the station (from the train, the “References” tab, the “Request 213 to ASOUP” icon) requests the necessary certificates 02, 102, 11, 118, 204, 21 for the arrived freight train in the ACS ST .

Before performing the “Departure” function of the train of its formation, the CPD must request a certificate 11 for this train - from the train, the “Inquiries” tab, the “Request for information 213 in ASOUP” icon. If, according to the certificate, there is a TGNL in ASOUP for the train, then the train can be sent from the station.

The execution of the "Departure" function produces a chipboard - from the train, the "Operations with trains" tab, the "Departure of the train" icon, the stage to which the train is sent is selected, information about the locomotive and crew is entered.

After executing this function, the train in ACS ST is removed from the track of the station and drawn on the corresponding section.

p.200 is automatically transmitted to ASOUP. The AWP DSP receives a response to the transmitted p.200. If the message is received with an error, then the DSP is obliged through the “Terminal mode”, the button “Last of the messages sent to ASOUP” to correct the error and transfer p.200 to ASOUP again.

Shipper, on time, established by the Rules acceptance of applications for the carriage of goods by rail, submits an application for the carriage of goods to a goods office, unless otherwise provided by internal rules.

At the time of issuing the wagon from the non-public railway track, the cargo and baggage acceptor checks the serviceability in commercial terms, the compliance of the placement and securing of goods on the open rolling stock with the Technical Specifications or NTU (MTU), compliance with the transportation documents, the presence of a list of the responsible employee of the consignor for placement and securing cargo, incl. timely delivery of tests according to the Specifications, availability of the necessary accompanying documents in the required quantity, prints out the wagon sheet from the ACS ST, puts the mark “The cargo is loaded and secured correctly”, the position, name and signature of the cargo and baggage acceptor combines the wagon sheet with the transportation document and transfers it to the shift agent of the SFTO station against signature in the book f. GU-48 for registration.

The SFTO agent checks the correctness of the execution of transportation documents in accordance with the requirements of regulatory documents, the presence of a signature of the responsible employee of the consignor for the placement and securing of cargo, incl. the timeliness of passing tests according to the Specifications, the availability of the necessary accompanying documents in the required quantity and draws up in AS ETRAN.

After the registration of the transportation document in the prescribed manner, the agent of the SFTO against signature in the book f. GU-48 submits transportation documents to the STC operator.

The cargo and baggage acceptance operator for accounting for cargo work enters information about the unloaded wagons into the ACS ST according to the layout of message 242.

For the management of the station, the cargo and baggage acceptance officer takes information about the loading and unloading of wagons from the ST automated control system every day after 18-00.

The cargo and baggage acceptance clerk enters information about loaded and unloaded wagons into the ST ACS. Every day, data on unloaded wagons per day and with a cumulative total from the beginning of the month are requested from ASOUP for control; adjustments are made if necessary.

The consignment note endorsed by the SFTO agent from the consignor arrives at the station's cargo and baggage acceptor, who checks the correctness of registration in accordance with the requirements of regulatory documents, the presence of a signature of the consignor's responsible employee for the placement and securing of cargo, incl. timeliness of passing tests according to the Specifications.

After the wagon is released from the non-public track, the cargo and baggage acceptor checks the commercial serviceability, compliance of the placement and securing of goods on the open rolling stock with the Technical Specifications or NTU (MTU) (Based on Act No. 4 of 18.04.2012), compliance with the bill of lading; prints out the wagon sheet, affixes a stamp on acceptance for transportation and personal signature in it; combines the wagon sheet with the bill of lading and transfers it to the SFTO agent against signature in the book f. GU-48.

The SFTO agent checks for the presence of a signature of the responsible employee of the consignor for the placement and securing of cargo, incl. the timeliness of passing tests according to the Specifications, the availability of the necessary accompanying documents in the required quantity. After that, he draws up transportation documents in the prescribed manner and against signature in the book f. GU-48 hands over to the STC operator.

container train freight special

1.2 Organization of car traffic at the railway station

Organization of car flows from the node. It must provide:

Reducing the time spent by wagons in the hub and meeting the deadlines for the delivery of goods;

Proper distribution of sorting work between the stations of the node in accordance with their technical equipment and processing capacity;

The lowest cost of transportation.

Freight trains circulating in the junction, according to the composition of the technical operations performed, the conditions of formation and promotion, service by locomotives, are divided into transit trains, which include trains that have a change of locomotives or locomotive crews at the stations of the junction; departure and empty routes following without processing through marshalling yards directly for unloading or loading to cargo stations, as well as departure, stepped, technological, ring and empty routes formed at the cargo stations of the hub; transfer units of their own, circulating between marshalling and freight or between marshalling yards and serviced by a special fleet of transfer locomotives; export, following from the marshalling or auxiliary stations of the hub to the nearest intermediate stations of adjacent sections with significant local work.

Transit freight trains should be processed at the junction no more than once. Their passage through the node is carried out along the shortest directions or along bypass lines.

It is advisable to process transit trains with a change of locomotives on the weekend technical station, which has the corresponding technical devices, and deliver them to these stations by mainline locomotives. In some nodes, the operations of processing transit trains have been transferred to the previous precinct and pre-load stations. In the Chelyabinsk junction, for example, the processing of transit trains is concentrated at pre-junction stations with further passage without Maintenance for extended warranty periods.

Loaded wagons arriving at the hub by sending routes are passed directly to the corresponding freight stations. The non-routed train of freight and empty wagons enters the marshalling yard, which forms transfer trains sent to freight stations. It is also possible to send an empty load for loading to the nearest sections by combined, export trains or dispatching locomotives.

The basis for the organization of local car flows that originate in the node is the maximum coverage of their routing from the places of loading. That part of the planned loading, which cannot be covered by direct dispatch routes, is combined, if possible, into stepped routes into one unloading or spraying point on the basis of scheduling.

Staggered routes organized at nodes can be combined at cargo station from wagons loaded at several adjoining sidings or loaded at sidings of this and other stations by several consignors.

Empty wagons, freed from unloading, are combined into empty routes at loading stations for unloading mass of the same type of rolling stock or are sent by transfer trains to marshalling yards to form empty trains.

Sorting work should be concentrated as much as possible on the most equipped marshalling yards of the node, reducing the re-sorting of wagons to a minimum. The station for the formation of through trains on the main lines is installed based on the volume of processed car flows of the corresponding destinations.

At a number of reversible marshalling yards, the corner flow is significant. To reduce it, as well as to reduce the time for disbanding and accumulation of trains at the freight stations of the hub, based on the scheduling of loading by destination and direction, trains are formed separately according to the marshalling yard systems. Such a train formation system has found wide application in Volgograd, Kharkov and other hubs.

The most profitable option for the distribution of sorting work, which allows to reduce the processing and mileage of wagons and locomotives and the idle time of wagons in the node, is chosen by a technical and economic comparison.

The procedure for organizing car flows into trains is regulated by the nodal formation plan. The intra-node formation plan determines which stations of the junction and from which cars of which destinations form transfer trains, how departure and empty routes are organized, where step routes are combined.

1.3 Organization of interaction between the railway station and non-public areas

1.3.1 Characteristics of non-public areas

According to the Tariff Guide No. 4, book No. 2, Art. K operates under paragraphs 1,2,3,4,5,8,10 and performs cargo operations for the reception and delivery of goods in public places, on non-public railway tracks, in medium-capacity and large-capacity universal containers.

The general management of cargo and commercial work at the station is carried out by the head of the cargo area.

The work of the station and non-public railway tracks adjacent to the station is based on a shift-daily plan that provides for the size of loading, unloading, time and sequence of wagon handling. The list of non-public railway tracks adjacent to station K is set out in Appendix No. 3 to this Technological Process. The characteristics of each non-public railway track adjacent to the station, the procedure for supplying and removing wagons, the full range of goods, mechanization means are set out in the “Instructions on the procedure for servicing and organizing traffic on a non-public railway track”. This Instruction is developed for each non-public railway track in accordance with clause 1.7 of the Rules for the operation and maintenance of non-public railway tracks.

Responsibility for the timely supply and removal of wagons to non-public railway tracks, loading and unloading points is borne by the station shunting dispatcher, train compiler, station cargo and baggage acceptance officer.

The station's cargo and baggage acceptance officer ensures control over compliance by consignors and consignees with the requirements to ensure the safety of the wagon fleet during loading and unloading operations at public places. In case of detection of damage to wagons (containers), draws up an act of the general form GU-23VTs. (Based on Act No. 4 dated April 18, 2012)

The consignment note, accompanying documents (if any), the completed wagon list are transferred by the station K cargo and baggage acceptor to the SFTO agent against signature in the GU-48 form book.

The SFTO agent checks the correctness of filling in the railway bill of lading in accordance with the requirements of regulatory documents, the presence of a signature of the responsible employee of the consignor for the placement and securing of cargo, incl. timeliness of passing tests according to the Specifications, the presence of convection prohibitions according to the book f.GU-14, the availability of accompanying documents in the required quantity. After that, he draws up a transportation document in the prescribed manner.

After issuing the transportation document in the prescribed manner, the SFTO agent, against signature in the book f.GU-48, hands over the transportation documents to the STC operator.

At the end of the loading of the cargo into the wagon (cars), the consignor at the AWS PPD AS ETRAN enters information about the loading into the electronic consignment note, incl. information on the placement and securing of cargo in the wagon and the list of attached accompanying documents (if any), fixes the loading end time in AS ETRAN by pressing the “loaded” button and signs the data of the generated electronic waybill with its EDS. The electronic waybill goes into the state of waiting for the receipt of goods for transportation.

In addition, the consignor shall notify the station's cargo and baggage handling agent of the completion of loading in accordance with the procedure established in the contract for the operation of the siding or in the contract for the supply and cleaning of wagons.

The consignor prints out from AS ETRAN the wagon sheet formed on the basis of an electronic consignment note of the form GU-38a VTs or GU-38b VTs, depending on the type of shipment. At the same time, a mark “From an electronic consignment note” is formed in the wagon sheet, and in the lower part of the wagon sheet, before the signature of the cargo and baggage acceptor, information on the placement and securing of cargo in the wagon is similar to the information in column 1 of the reverse side of the consignment note for the carriage of goods. The record of the correct placement and securing of cargo in the wagon is certified by the signature of the representative of the consignor responsible for the placement and securing of cargo, indicating his position, full name. and certified by the seal of the consignor.

The accompanying documents (if any) are attached by the consignor to the wagon sheet, firmly attaching to it, in the free space of the lower field of the wagon sheet, a list of attached accompanying documents is indicated.

Acceptance of loaded wagons for transportation is carried out by the cargo and baggage acceptor according to the printed out by the consignor from AS ETRAN and the completed wagon sheets of the form GU-38a VTs or GU-38b VTs, depending on the type of shipment.

The station's cargo and baggage acceptance officer performs full-scale acceptance of loaded wagons (in commercial terms) on the basis of wagon sheets presented by the consignor. At the same time, he checks, in accordance with the requirements of the current Model job description of the cargo and baggage acceptor of JSC Russian Railways, the correctness of filling in the wagon list columns, formed according to the data entered in the electronic waybill by the consignor. If the loading performed corresponds to the information specified in the wagon list, and during full-scale acceptance of the wagon (cars), no technical (by an employee wagon economy) or commercial failures, the cargo and baggage acceptor shall put down the date and time of completion of loading in the handbook of the acceptor for the supply and cleaning of wagons and in the wagon list, sign the wagon sheet. A note in the wagon list on the results of checking the correct placement and securing of cargo in established cases is signed by an authorized employee of the departure station.

If the loading performed does not correspond to the information specified in the wagon list or during full-scale acceptance of the wagon (cars) technical or commercial malfunctions were identified, including: the signature of the consignor's responsible employee for the placement and securing of the cargo does not correspond to the sample, the accompanying documents are not attached to the scope of the list specified in the wagon list, etc., then the acceptance officer of the cargo and baggage of the station draws up an act of the general form GU-23 (GU-23VTs) to delay the completion of loading in accordance with the requirements of Directive No. D-720u of the Ministry of Railways of the Russian Federation dated March 27, 2000 and returns the wagon sheet with the attached accompanying documents (if any) to the consignor to eliminate the reasons for non-acceptance of the cargo for transportation.

The consignor, after eliminating the reasons for non-acceptance of loading, if necessary, enters changes in the data of the ETRAN consignment note, prints a new wagon sheet, enters all the necessary marks into it and, with the attached accompanying documents (if any), re-presents the wagon (cars) to the cargo and baggage acceptance officer of the station to surrender.

Re-acceptance of goods for transportation is carried out in the manner established above, according to a new wagon sheet (if it is necessary to change the previous wagon sheet). The acceptance officer of cargo and baggage of the station draws up the closing of the act of the general form for the delay in the completion of loading and closes the memo of the acceptance officer of the form GU-45VTs (GU-45) for cleaning the cars.

Upon completion of the acceptance operations, the cargo and baggage acceptance officer of the station transfers the signed wagon list with firmly attached accompanying documents to the SFTO agent with an entry in the “Chance Book cargo documents» form GU-48.

When completing the execution of an electronic waybill, the SFTO agent checks the paper accompanying documents attached to the wagon list (if any), verifies the signature of the consignor's employee responsible for placing and securing cargo in the wagon sheet with a sample located in LAFTO (at the station). If the signatures match, it enters the information necessary for the calculation of carriage charges and charges on the AWS PPD of AS ETRAN and completes the execution of the waybill in AS ETRAN in the prescribed manner. At the same time, the data of the electronic consignment note are transmitted to industry-specific automated systems.

After reliable reception of the ASOUP of the 410th message, the SFTO agent signs the electronic invoice generated in AS ETRAN with his EDS.

Upon completion of the registration of acceptance of cargo for transportation, the SFTO agent, if necessary, corrects the delivery deadline date in the corresponding line of the paper wagon sheet, certifies it with the signature and stamp of the station, transfers the wagon sheet with firmly attached accompanying documents to the STC against signature in the "Book of Delivery of Freight Documents" form GU-48.

When forming the accompanying statement of the backs of the road statements of the form GU-4 / E VTs for shipments issued with an EDS, in the column "Special Marks" the mark "EDS" is automatically put down. Paper backs of road statements for shipments of goods issued with an EDS are not printed from AS ETRAN and to the report f. GU-4/E VTs are not applied.

Transportation of loaded wagons is carried out accompanied by a wagon sheet on paper form GU-38a VTs or GU-38b VTs with a special mark - "With an electronic consignment note".

In the event of emergency situations along the way when transporting goods on a wagon list, issued an electronic consignment note using an EDS, incl. elimination of technical malfunctions, reloading of cargo into another wagon, etc.

Prints sheet 1 of the consignment note (original consignment note) of form GU-27u-VTs and sheet 2 of the consignment note (travel bill) of form GU-29u-VTs on the AWS PPD of the ETRAN system, enters into paper transportation documents the information and marks provided for by the Rules for the carriage of goods by rail, depending on the emergency, certifies the entered data with his signature and the station's lowercase stamp;

An act of the general form GU-23, drawn up on the fact of an emergency situation, is entered by you by ETRAN and, depending on the type of emergency situation, makes appropriate changes to the electronic invoice.

The subsequent actions of the SFTS agent performing the execution of transportation documents are carried out in accordance with Section 3 of the "Procedure for making changes to the electronic data of the consignment note when registering the carriage of goods in AS ETRAN using EDS", approved by Russian Railways on November 13, 2008, depending on the type of emergency .

1.3.2 Ensuring the supply and cleaning of wagons to places of non-public use

All wagons that have arrived for unloading at the station, after the disbanding of the train, are selected along the non-public tracks and placed on the exhibition tracks or on the non-public railway tracks, if provided for by the contract.

The cargo and baggage acceptors shall notify the consignee of the time of submission of the notification about the time of submission of the wagons for loading or unloading f.GU-2VTs at least 2 hours in advance of the upcoming supply of wagons for unloading.

When non-public railway tracks are occupied, the wagons are placed on dedicated station tracks, the cargo and baggage acceptance officer draws up an act of the general form GU-23, GU-23VTs (Based on Act No. 4 of 04/18/2012) for the employment of loading and unloading fronts.

When the cargo is unloaded from the wagon by means of the consignee, the wagons are handed over by the station's cargo and baggage acceptor to the consignee upon external inspection with the registration of the time of delivery in the handbook of the acceptor.

Reception of wagons is carried out:

When servicing the non-public track by the locomotive of the station at the places of loading and unloading;

When serving the owner of a non-public track by a locomotive - on exhibition tracks.

After the wagons have been delivered to the place of transfer, the cargo and baggage acceptor, together with the representative of the consignee, checks:

Commercial condition of wagons;

Compliance of information about the wagon specified in the wagon sheet and on the body of the wagon;

Compliance of information about the LSD specified in the wagon list and on the wagon;

Compliance of information about the consignee and the place of unloading specified in the wagon list.

At the request of the consignee in cases provided for by the rules (Article 41 of the Charter railway transport RF) the cargo is released from the wagon with the participation of a representative of the railway.

In case of discrepancy between the number of pieces or the weight of the cargo and the weight indicated in the documents, the cargo and baggage acceptor draws up a report for the execution of a commercial act, to which is attached the wagon sheet, seals, and an extract from the plumb book in two copies. A note on unsafe transportation in the consignment note is made when issuing a commercial act by the cargo and baggage receiver on the search for cargo, certified by a stamp and signature of the head of the station or his deputy.

After unloading, the cargo and baggage acceptor accepts the wagon from the consignee, checks its safety and completeness of cleaning from the remnants of the transported cargo, completes the execution of the memo and the wagon list, and then notifies the shunting dispatcher that the wagon is ready for cleaning.

If commercial malfunctions are detected, the cargo and baggage acceptor draws up an act of the general form GU-23, GU-23VTs (Based on Act No. 4 of 04/18/2012) for a delay in the completion of cargo operations.

After carrying out the acceptance operations of wagons from unloading dangerous goods, providing a railway waybill filled in in accordance with the Rules for filling out transportation documents in railway transport and the rules for the transportation of liquid cargo in tank wagons and bunker-type wagons for the transportation of oil bitumen. Having checked the correctness of filling in the consignment note, the acceptance officer of the station's cargo and baggage draws up a memo for the acceptance officer GU-45VTs, fills in the wagon sheet GU-38a VTs or GU-38b VTs, stamps the hazard properties in accordance with the Rules for the Transportation of Dangerous Goods by Rail, transfers the waybill with the wagon with a sheet against signature to the agent of the SFTO to the cash desk with an entry in the book GU-48 for issuing a transportation document.

Due to the absence of the ZTK on the tracks of the station, all customs wagons are served on the public tracks of the Kemerovo Freight Forwarding Center.

1.3.3 Development of a daily plan for the work schedule of the railway station and non-public areas

The daily schedule of the station is a graphical representation of all its daily work.

The purpose of developing a daily schedule is to link and coordinate the work of all elements of the station with each other and with adjacent hauls, determine the loading of necks, track parks, exhaust hoods, hump yards, hump and shunting locomotives, PTO and PKO crews, identify "narrow » places in the work of the station and calculate the planned standards. It is compiled after the development of the technological process of the station, the commissioning of a new plan for the formation and schedule of trains.

A daily schedule is built for 24 hours closed, i.e. the number of trains and wagons at the end of the day on each track must be transferred to the next day. To do this, arriving car flows from adjacent directions must be a multiple of the number of trains.

Initial data for the development of the schedule:

Train timetable;

Train formation plan;

Decomposition of the compositions of trains arriving at the disbandment, according to the destinations of the formation plan;

Norms of time for the processing of trains and wagons;

Time limits for performing shunting operations;

Scheme of the station indicating the specialization of parks and tracks;

TPA stations and current local regulations.

In real production conditions, new days do not repeat the previous ones. The arrival time, number and composition of trains change daily. Therefore, when constructing a real daily schedule, one should be guided by the average working conditions characteristic of the maximum decade. The rest of the cars on the tracks of the station at the beginning of the day must be taken from the executed work schedule of the shunting dispatcher, the decomposition of trains according to the purposes of the formation plan - from full-scale sheets, the dimensions of daily loading and unloading - from current operational plans. Due to the fact that the compositions of trains arriving at the station during disbandment are not the same every day, the daily schedule cannot serve practical guide for the organization of operational work of the station. For this, operational plans must be drawn up.

The grid of the daily schedule is developed separately for each station, depending on the scheme of adjacent directions and the scheme of the station's track development.

Form of the plan-schedule horizontally from top to bottom:

adjoining hauls;

Arrow necks;

Ways of reception;

Humps and hump locomotives;

Ways of sorting park;

Exhaust tracks and shunting locomotives;

cargo points;

Ways of departure;

Adjacent lanes.

Vertically from left to right - division into 24 hours showing half-hour and ten-minute intervals.

In the rows denoting adjacent hauls, slanted lines indicate arriving and departing trains.

In the column "neck" (even, odd), the horizontal lines correspond to the routes of the trains along the arrows. They show the occupancy of the arrows from the moment the route is prepared to the moment the train completely stops on the track (when receiving) or from the moment the train starts moving until the moment the departure route is completely cleared (when departing).

In the lines for sorting devices, hump and shunting locomotives, symbols show shunting operations.

In divisions for marshalling tracks, there is an accumulation of wagons up to full trains.

The time limits for performing operations are calculated based on real conditions station operation.

In accordance with a typical technological process, the following approximate norms can be adopted:

Occupation of the neck by an arriving train - 4-5 minutes;

Processing of a transit train without processing, without changing locomotives - 15 min;

Processing of a transit train without processing with a change of locomotive 30 min;

Processing of a transit train with a change in mass or group re-coupling - 35 min;

Processing of a dismantling train in the arrival park - 20 minutes; - disbandment-formation of a single-group train on the exhaust track 25--30 minutes;

Formation of the composition of the prefabricated train on the exhaust track - 35--40 min;

Processing of the train of its formation in the departure park - 30 min;

Transit processing passenger train with a change of locomotive 20 min;

Electric train processing -- 13 min.

When constructing a daily schedule, first, in accordance with the current traffic schedule, inclined train lines are laid on the hauls adjacent to the station. Then the symbols show the occupation of the turnouts by arriving trains. On the ways of acceptance-departure parks, train stops are depicted with operations performed depending on the categories of trains (transit without processing, group, arriving for processing).

After performing operations with transit trains without processing, their departure is indicated, showing the busyness of the routes in the turnouts and on adjacent hauls.

Upon arrival, operations with dismantling trains are followed by their disbanding on slides or hoods, after which the process of accumulation of cars according to the destinations of the formation plan is depicted on the tracks of the marshalling yard. As the wagons are accumulated on the trains, the final formation of trains is carried out on the hoods or through the hill.

Local wagons that arrived for unloading or empty for loading are accumulated on the specialized tracks of the marshalling yard, and then, according to the delivery and cleaning schedule, they are sent to loading points for cargo operations, after which the wagons are taken to the marshalling yard on the track in accordance with the purpose of loading.

The schedule shows the operation of sorting devices, loading of hump and shunting locomotives, operations for equipping the locomotive, processing the tracks of the car depot, changing locomotive crews, technological breaks in the operation of the station.

When developing a daily schedule, it is very important to monitor the possible hostility of routes when receiving and departing trains, passing train locomotives to the depot and back, shunting work on hills and hoods, and preventing train downtime due to non-acceptance to the station and excessive interoperational downtime of cars. Much attention is paid to the issue of the correct distribution of shunting work between crews, and the reduction of operating costs for maneuvers.

2. CALCULATION PART

2.1 Designing a cargo terminal in public and non-public areas

2.1.1 Calculation of daily traffic

The daily cargo flow upon arrival and departure for all goods, according to the given volumes of the annual cargo flow, is determined by the formula:

For piece-packed on arrival from an even direction

Where, annual freight traffic, t;

coefficient of non-uniformity of arrival or departure of goods.

Similarly, we make the calculation for all goods arriving and departing from the railway station. The results are summarized in table No. 1.

The coefficient of unevenness depends on the type of cargo, the rhythm of its production and supply, the nature of the production process in which it participates.

2.1.2 Calculation of daily car traffic

The daily car traffic is determined for cargo separately upon arrival and departure, based on the previously calculated daily freight traffic and the technical norm for loading a car, with the exception of containers, is calculated by the formula

Where, - the technical norm for loading the car, T.

Similarly, we make the calculation for all goods arriving and departing from the railway station. The results are summarized in table No. 2.

For packaged units, the average loading rate can be taken from 40 to 45 tons, for heavy cargo and metals - according to the carrying capacity of the car, and for timber and grain - depending on the type of rolling stock, wood species and natural weight of grain according to the carrying capacity of the car.

2.1.3 Calculation of the parameters of covered warehouses

Warehouse area F, for packaged and heavy cargo is determined by the method of specific loads (on the floor area). The calculation is carried out separately from arrival and departure according to the formula

Where is the coefficient that takes into account the area required for passages, driveways, installation of mechanization, fire safety, installation of scales, and premises for transceivers. Equal- 1.5.

the period of storage of goods, as a rule, depends on the purpose of the warehouse, the frequency of arrival and departure of goods, on the types of transport, days;

2 nights (upon arrival)

1.5 days (by departure)

Total area for departure S= 581

We accept the width of the warehouse = 30 meters

Warehouse length is calculated by the formula

Similarly, we make the calculation for all goods arriving and departing from the railway station.

2.1.4 Calculation of container area (capacity)

To calculate the area of a container (separately for medium and large-tonnage ones), one should use the method of elementary areas, according to which the warehouse is considered as the sum of individual elementary areas of a certain capacity, which can be repeated many times.

The capacity of the container platform (cont.-places) when processing medium-sized containers is

A+0.03(+)] (5)

Where, a is the coefficient of thickening the supply of wagons for loading, taking into account the uneven work at a given freight turnover (with an average daily loading of up to 10 wagons a = 2, more than 10 wagons a = 1.3

Coefficient taking into account the reduction in the capacity of the site during the direct reloading of containers from cars to wagons (approximately 0.9)

Coefficient taking into account the reduction in the capacity of the site (approximately 0.85)

Accordingly, the average daily loading and unloading of local containers (in 3-ton terms)

Estimated storage periods for containers, respectively, before loading (1 day) and after unloading (1.5 days)

Estimated time for defective containers to be repaired (1 day)

0.03 - coefficient taking into account the additional capacity of the site for the installation of faulty containers requiring repair.

1,2+0,03(68+65) 1,2 (15)

18x (0.5 + 1) x \u003d 198.72 rubles.

At the unloading station:

Mk(ekch + ekm) (16)

18x(0.5 + 1)x = 172.80

where is the interval between the departure from the station of container trains of the same destination, days;

The average number of conditional containers transported on one wagon. In the course project is accepted = 18;

Weighted average cost of a container-hour, rub. In the course project, you can take = 0.5 rubles;

Weighted average cost of container places, rub. In the course project, you can take = 1 rub.

The interval between departure from the station of container trains of destination 1-B:

Where, - the average daily departure of wagons from station 1 to station B, respectively, with medium-capacity and large-capacity containers, wagons.

nв - the number of wagons in the container train, nв = 57.

3.1.3 Costs related to demurrage of wagons at the train formation point

where is the average idle time of wagons at the train formation point, h.

Average duration of wagon downtime at the train formation point:

Тнв = Тgr + Тdop (19)

where is the average idle time of a wagon under loading, h.

Average time for performing shunting and technological operations at the train formation point, h

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Basic input data for development graduation project:

1. Scheme of the location of the cargo station in the junction or on the railway direction.

2. Scheme of the cargo station and a brief description of devices at cargo points.

3. Annual cargo turnover of the station by cargo points, indicating the names of cargo.

4. Technical specifications railway sections adjacent to the station (number of main tracks, means of communication for the movement of trains, guiding slope, series of train locomotives, useful length of receiving and departing tracks).

5. Plan for the formation of trains for the station.

6. Type of shunting locomotives operating at the station and on the sidings.

7. Schedule of arrival and departure freight trains. The running time of trains on the tracks adjacent to the station.

8. The composition of the transfer, prefabricated or export trains.

Diploma projects on this topic can be with different details: the interaction of the railway with other modes of transport; unified technology of station operation in cooperation with access roads; operation of the station with a large volume of processing of certain cargoes; operation of the station with the organization of branded transport services for consignors and consignees; measures to ensure the safety of cargo transportation. In these cases, the head gives additional initial data.

When performing a graduation project based on real data, the student takes them to the station in the process of undergraduate practice.

Approximate content of the graduation project.

Introduction. The issues of further improvement of the work of railway transport are reflected. The importance of cargo stations in the transportation process is shown, and measures are outlined to improve their work, taking into account the increase in profitability.

The goal of the graduation project is set, and ways to achieve it are outlined.

1. Technical and operational characteristics of the station. This section discusses the layout of the station, the specialization of parks and tracks, sorting devices, the adjoining of access roads (in accordance with the TPA), and shows the types of work performed. The issues of mechanization and automation of station processes are covered: disbanding, formation, sorting of cargo, registration of transportation documents in the automated system "ETRAN" and their transmission, receipt and transmission of information, routing of transportation, processing of various types of cargo, etc. Directions for improving technical equipment and technology are reflected. station operation. Data on cargo turnover are given and the main tasks for its development are outlined.

2. Calculation of the needs of the rolling stock. Calculations are made to convert the annual turnover into a daily turnover, taking into account the coefficient of uneven transportation (it is recommended that the values of the unevenness coefficients be agreed with the manager). The choice of rolling stock is carried out, the technical norms for loading wagons are determined, taking into account the maximum coverage of their package transportation. The required number of wagons is determined. The procedure for providing loading points with empty wagons is established, a balance table is developed, the average static load of wagons, the coefficient of double cargo operations, the percentage of coverage of dispatched goods by routes, transport packages, containers are calculated.

3. Organization of car traffic at the station. This section calculates the mass of trains for railway sections, the number of cars in block trains, the type and number of routes. A calendar plan for loading routes for a month is being developed. The number of transfer trains and the average number of cars in them are determined. A calendar plan is being developed for receiving goods for transportation in small shipments, containers.

4. Development of basic standards for the technological process of the station. The following time standards are established: for the collection, supply, placement, cleaning of wagons at cargo points, rearrangement of groups of wagons, for disbanding and formation of trains; processing of trains of all categories on the ways of arrival and departure of trains with the scheduling of the technological process. The need and specialization of tracks in the main station parks is established. The need for shunting locomotives is calculated, and the areas of shunting work at the station are established. Calculations are carried out to establish the norms of downtime for cargo operations of groups of wagons, trains.

5. Verification calculation of the technical equipment of cargo points. The need for technical means for processing a given cargo turnover is considered: the areas of warehouses, the number of loading and unloading machines, cars (road trains) are calculated. When calculating, it is recommended to use reporting data for a long observation period (100-120 days). Calculations for data processing by methods of mathematical statistics are recommended to be performed on a PC using the programs available at the department.

The required technical equipment of cargo points is compared with the actual one, and, if necessary, organizational and technical measures are developed to strengthen the cargo points.

6. Station performance analysis. The main performance indicators of the station with the existing technology are determined; the correspondence of emerging cargo flows is studied.

The analysis reveals "bottlenecks", shortcomings, reserves for improving the operation of the plant and reducing operating costs.

7. Development of a technological process for cargo and commercial work in public places. The procedure for performing technological operations is being developed with the scheduling of: receiving, loading, unloading and issuing cargo in the cargo area; on registration of transportation documents in the freight office of the station upon arrival and upon departure of goods in the ETRAN system. Issues of organizing single shifts and integrated teams, performing work on a team contract, organizing centralized delivery and export of goods are being developed, corporate service, the development of automated jobs in the main professions.

8. Development of a unified technological process for the operation of the station (UTP) and access roads. The issues of the operation technology of the station and the access roads adjacent to it are considered in accordance with the Charter of Railway Transport Russian Federation, using the advanced experience of enterprises - branch owners. The description of the UTP, the procedure for receiving from the sidings and the delivery of wagons to the sidings is given. UTP schedules are being developed for unloading, loading cargo, performing dual cargo operations.

9. Operational planning and management of the station. The following issues are considered: organizing comprehensive information about the approach of trains and cargoes, transferring information to the information center, planning work for 3-4 hours and a shift.

10. Drawing up a daily schedule for the operation of the station and access roads. This section graphically shows the operation of the station in interaction with adjacent sidings, station parks, haulage tracks, cargo area, customer warehouses, as well as the operation of shunting locomotives. The downtime rate at the station of local cars is calculated with a breakdown by elements. A simple wagon is installed under one cargo operation. The norms of idle time of wagons on the sidings are determined. The working fleet of wagons is calculated. A fee is set for the use of wagons of the Federal Railway Transport of Russian Railways, taking into account proposals for a rational technology for the operation of the station.

11. Feasibility study of the proposed technology, technical equipment of the station provides for determining the economic effect from the organization of container and batch transportation of goods, routing of transportation, the use of effective means of integrated mechanization and automation of loading and unloading operations, the organization of a number of operations in parallel with the main ones, the use of advanced labor methods, measures to reduce operating costs, etc.

Conclusion. An assessment of the work of the station is given, and the main proposals developed in the graduation project are summarized.

List of main drawings:

1. Scale plan of the station (1 sheet).

2. Daily schedules for the operation of the station and adjacent access roads in the conditions of the existing technology and taking into account the developed proposals (2 sheets).

3. Key performance indicators of the station (1 sheet).

4. Schemes of warehouses, compared schemes for the mechanization of cargo handling (2 sheets).

5. Proposals for improving the technology of work at the station with reflection effective methods(1-2 sheets).

6. Poster on labor protection (1 sheet).

MAIN LITERATURE

1. Charter of the railway transport of the Russian Federation. - M.: BookService, 2003. - 96 p.

2. Rules for the carriage of goods by rail. - M.: "YurTrans", 2003. - 712 p.

3. Typical technological process work of the cargo station in the conditions of functioning of the automated control system. - M.: IPC "Globus", 1998. - 144 p.

4. Typical technological process of the cargo station. - M.: Transport, 1991. - 216 p.

5. Specifications for loading, placement and fastening of goods in wagons and containers. - M.: "YurTrans", 2003. - 544 p.

6. Grinevich G.P. Integrated mechanization and automation of loading and unloading operations in railway transport. - M.: Transport, 1981.

7. Davydenko V.G., Oleinik O.A. Reference book of the station master. - M.: Transport, 1992. - 191 p.

8. Guidelines for calculating the norms of time for shunting work performed on railway transport. - M.: Transport, 1998. - 84 p.

9. Cargo stations for general use / ed. Vyacheslav Apattseva: Uch.pos. - M.: RGOTUPS, 2003. - 162 p.

10. Golubkin B.P. Management of cargo and commercial work, cargo science.: Uch.pos. - M.: RGOTUPS, 2007. - 215 p.

11. Golubkin B.P. Cargo science, safety and fastening of cargo: a course of lectures. - M.: RGOTUPS, 2007. - 141 p.

12. Automation systems and information technologies for transportation management on railways ah: Textbook for universities railway. transport / V.A. Gapanovich, A.A. Grachev and others; Under the editorship of V.I.Kovalev, A.T.Osminin, G.M.Groshev. - M.: Route, 2006. - 544 p.

13. Bilenko G.M., Borodin A.F., Epryntseva N.A., Khomov A.V. Information technology in transport: Uch.pos. / Ed. G.M.Bilenko. - M.: RGOTUPS, 2006. - 220 p.

Introduction
























Annex 1
Appendix 2
Appendix 3
Literature

Introduction

Operational management and management of the work of the cargo station

The operation of the station is managed by the head of the station, who is fully responsible for the fulfillment of the tasks assigned to him by the “Regulations on the railway station”.

The operational management of the operational work of the station, control over the implementation of daily and shift plans, organization of cargo and commercial work, processing of trains and wagons are assigned to the deputy station chiefs and shift commanders - shunting dispatchers and station attendants.

The station duty officer (DSP) directly manages the organized reception, disbandment, formation and departure of trains, control over the commercial and technical inspection of the trains.

Direct management and control over the execution of operations are assigned to:

At the warehouses of the station - to the head of the cargo area;

At container yards - to the head of the container yard

In the premises of the SFTO agents - on the senior SFTO agent.

The main indicators of the work of the freight station and non-public railway tracks

Important Features the work of a freight station and non-public railways, on which the necessary technical equipment and organization of their work largely depend, are annual cargo flows.

Calculation of daily cargo flows

The daily cargo flow is determined for each type of cargo separately upon arrival and departure based on the annual volumes specified in the task for the course project. The calculation is performed according to the following formula.

Q ci pr (from) = Q g i pr (from) * k n / 365, t / day (2.1)

where i is the number of types of cargo;

Q g i pr (from) - the annual volume of the i-th specified cargo upon arrival (departure), thousand tons / year;

K n is the coefficient of uneven receipt of goods at the station during the year;

365 is the number of days in a year.

The value of the coefficient K n can be taken: for seasonal cargo (grain and other agricultural cargo) 2.5-3.0; for other cargoes 1.1-1.3.

Design of the cargo terminal of the station and cargo devices on non-public railway tracks

Requirements for cargo terminals

The purpose of cargo terminals is not only to receive a cargo flow with one type of transport from one mode of transport, process it and issue it to another with other parameters, but also to perform this transformation with minimal costs.

Cargo terminals are part of the territory of the station with a complex of structures and devices located on it, designed for receiving, loading, unloading, issuing, sorting and temporary storage of goods. It houses warehouses, cargo sorting platforms, platforms for containers, heavyweights, bulk and other cargoes. The cargo terminal has:

track development and automobile entrances and driveways, and all its warehouses and sites are equipped with loading and unloading machines and devices.

Warehouses are divided into universal and special, there are warehouses for packaged cargo, containers, heavy cargo, metal and metal products, machinery and equipment, non-metallic building materials, coal, ore, chemical cargo and mineral fertilizers, grain and other agricultural products, forest and bulk cargo.

For storage of packaged cargoes, closed pavilion-type warehouses are used; transported in containers - open areas, for bulk - tanks.

Based on the analysis of cargo flows and operations, the student must form the main operational requirements for technical means, as well as build block diagrams of technologies for loading, unloading and warehouse operations. The block diagram should reflect the number, sequence and content of those operations that must be performed by machines and thereby determine their types, characteristics, technology and control methods.

container yards

For containers, the storage capacity (E k) is calculated using the formula (3.18) provided that N pr > N from

E k =[(1-α n pr)*N pr *t pr +(1–α n from)*(N from +N tr)*t from +

0.03 * (N pr +N from +N pore) * t p ], (3.18)

If N from > N pr, then

E k =[(1–α n pr)*(N pr +N pore)*t pr +(1–α n from)*N from *t from +

0.03 * (N pr +N from +N pore) * t p ], (3.19)

where α n pr, α n from - coefficients that take into account the direct reloading of containers from a wagon to a car and vice versa, from a car to a wagon, respectively (assumed to be 0.1 - 0.2 and 0.15 - 0.2);

N pr, N from - the number of arriving and departing loaded containers, respectively;

t pr, t from - estimated periods of storage of containers upon arrival and departure, respectively, days. (Table A.2.1);

N pr, N from - the number of dispatched or arriving empty containers:

N pores =N pr -N from, if N pr > N from; (3.20)

N then =N from -N pr if N from > N pr; (3.21)

tp- settlement period finding containers under repair;

0.03 - the share of defective containers in relation to the total number of arriving and departing containers.

According to a given or chosen mechanism, the student determines a rational scheme for placing containers (Fig. 3.3, 3.4). For this, the useful width of the container platform is determined.

for overhead cranes

Rice. 3.3. Container yards served by:

a) overhead cranes;

b) double-console gantry cranes

for double console gantry cranes

for jib cranes

where L pr is the span of a bridge or gantry crane, m (Table A.2.2);

n is the number of railway tracks laid under the span according to the chosen scheme of mechanization;

b railway - the width of the strip allocated for laying the railway track;

b t - the width of the site allocated to ensure safety;

- the maximum and minimum outreach of the boom of the rotary crane, respectively, m (Table A.2.2.);

b k - width of the container (if containers are placed in width according to the width of the site), m;

l k - length of the container (if containers are placed in length along the width of the site), m.

When choosing a layout scheme, it is necessary to take into account the following features: containers on the site are installed with doors to each other in sets (groups); gaps between containers 100 mm, between sets 800 mm (for passage); on the sites, fire breaks are provided every 100 m, equal to 4 m and transverse races for cars every 19 and 44 m, respectively, when overhead cranes and rail cranes are operating, 4–5 m wide and up to 12 m long.

The main task when choosing a rational layout scheme is to use the area covered by the crane span in the best way with the least losses.

According to the adopted layout scheme, the length of the section L sec and the number of containers in the section in the warehouse n k are determined; when processing 20 and 40 foot containers, it is necessary to take into account the possibility of two and five-tier storage, respectively, when using gantry cranes and loaders - reachstackers.

Number of sections in stock

(3.25)

and the full length of the container warehouse

where - the number of containers installed in the section along the length;

b p - the size of the gap between the sections.

The total area of the warehouse F about for overhead and gantry cranes is calculated by the formula

where n is the number of railway tracks;

b railway - the width of the gauge of the railway rolling stock, m.

For double-console gantry cranes

for jib cranes

for reach stackers

The useful area of the container warehouse F p is equal to the product of the area of the elementary area occupied by one container and the capacity of the container warehouse. Warehouse space utilization ratio is determined from the ratio

If the total length of the container warehouse exceeds 350-400 m, then it is advisable to divide it into two or three parallel lines so that the length of each line does not exceed 250-300 m. cargo terminal area.

Table 4.1.

Table 4.3.

Table 4.4.

Car-idle hours

Based on the compiled table, the average demurrage of a local car is determined

average demurrage of a wagon at a station under one cargo operation

average balance of local wagons at the station (working fleet)

average demurrage of a wagon on the siding

the required number of shunting locomotives is:

where is the total number of locomotive-minutes spent per day processing local cars at the station and sidings;

Time to equip the shunting locomotive and change crews in minutes per day (set by the teacher).

With a known number of shunting locomotives, the load factor is determined by the formula

DESIGN OF A COURSE PROJECT

The course project consists of an explanatory note and four sheets of graphic works.

An explanatory note is written on one side of the sheet. It contains the necessary calculations, justifications and conclusions, illustrated by graphs, tables, diagrams, drawings in accordance with the sections of the task.

The graphical part includes: a diagram of a warehouse for one cargo, a graph of the dependence of reduced costs on the values of parameters X and Z for this cargo, a diagram of a cargo station (track parks are shown in fish) along with a diagram of a cargo terminal and an adjoining of non-public tracks and a daily plan - station schedule.

Annex 1

Table p.1.1.

Name of cargo, types of wagons and their average load

(when loading on the cargo fronts of the station)

	Wagon types	Share in total park
1. Packaged cargoes (wagon shipments)	KR-106* KR-120 KR-140	0,2 0,2 0,6	37,8 39,1 41,5
2. Packaged goods (small shipments)	KR-106 KR-120 KR-140	0,2 0,3 0,5	20,5 23,5 25,6
3. Heavy loads (machinery and equipment)	PL PV	0,4 0,6	38,9 40,1
4. Medium-tonnage containers (3t)	PL PV	0,3 0,7	12 cont/vag 10 cont/vag
5. Large containers (20 tons)	FP FPU	0,4 0,6	2 cont/vag 3 cont/vag
* KR-106; KR-120; KR-140 - covered wagons with a useful volume of 106, 120, 140, respectively; PL - four-axle platform; PV - four-axle gondola car; FP - fitting four-axle platform; FPU - fitting four-axle elongated platform; KhP - hopper grain carrier, mineral carrier, cement carrier; C - four-axle tank; When presented for transportation of medium-tonnage containers in wagons - 10; 12 conventional units depending on the approved schemes for placing and securing cargo in wagons (we will take a container with a gross weight of 3 tons as a conventional unit, a gross container of 5 tons is 2 conventional units).

Continuation of Appendix 1

Table p.1.2.

Name of goods (group)	Wagon types	Share in total park	Technical norm for loading wagons, t/car
1. Bread in grain	HP	1,0
2. Boards	PL / PV	0,4/0,6	48/46
3. Sleepers	PL	1,0
4. Plywood	KR	1,0
5. Timber round	PL / PV	0,4/0,6	51/50
6. Coal	PV	1,0
7. Sand, gravel	PV	1,0
8. Rubble	PV	1,0
9. Cement	HP	1,0
10. Rolled metal	PL / PV	0,4/0,6	60/60
11. Pig iron	PV	1,0
12. Oil products	C	1,0
13. Ore	PV	1,0
14. Coke	PV	1,0
15. Mineral fertilizers	HP	1,0

Appendix 2

Name of goods	Shelf life, days	Coefficient,
arrival	departure

Station cargo area
Unit cargo transported by: small shipments wagon shipments	2,5 2,0	2,0 1,5	0,40 0,85	2,0 1,7
heavy cargo	2,5	1,0	0,90	1,6
Medium-tonnage containers on sites with cranes: gantry overhead cranes	2,0 2,0 2,0	1,0 1,0 1,0	- - -	1,4 1,5 1,6
Large-capacity containers on platforms with gantry cranes path: under span outside span	2,0 2,0	1,0 1,0	- -	1,5 1,2

Continuation of the table p. 2.1.

Non-public paths
Bulk cargo: crushed stone, ore, coal, coke	20-30 20-30	3-5 3-5	2,0-8,0 2,0-6,0	1,5 1,5
Timber cargo	10-30	5-10	2,0-2,5	1,6
Metals: rails, pipes, beams, machine tools, equipment	20-30 10-15	3-5 3-5	1,5-4,0 1,5-2,0	1,6 1,6
Container-piece (various)	10-15	3-5	1,0-1,5	1,7
Bulk cargo when stored in silos: grain min. fertilizers cement	30-40 30-40 30-40	3-5 3-5 3-5	,T/	,
0,5-0,7 0,8-0,9 0,8-1,3
Oil products stored in tanks, =1000;2000;5000	30-40	3-5	=0.8 1.0t/
Sugar beet	20-30	-	1,5 2,5	1,5

Attachment 2 continued.

Table A.2.2.

Main groups of cargoes and loading and unloading machines

Continuation of the table p. 2.2

Appendix 3

Table A.3.1.

The main types of PfP, shift production rates and composition of teams

cargo	, t/cm; kont/cm for PRM type	Composition of the brigade, people
mechanism	loader

Packaged and large-sized
Packaged MO software	EP-103	EB-641	Toyota
78,1	81,4	85,6
126,6	131,0	139,1
Heavy weight up to 5 tons	KK-6 242.8	MK-6	KDE-253
Containers 5t	KK-6	MK-6	KDE-253 -
Containers =24-30t	KK-20	KK-32	Autoload	1gr/2vag
Timber round	KK-6	MK-5	KDE-253
Boards Sleepers	KK-6	MK-5	KDE-253
Metal: sheet pipe rails	KK-6	MK-5	KDE-253



Cast iron (pigs)	KK-12.5 el.mag.	MK-10 el.mag.	- -	-

Continuation of the table p.3.1.

Bulk cargoes (loading in PS)*
	KDE-252	E-2505	-	1/2
Ore			-
Coal			-
Coke			-
Sand			-
rubble			-
* Hopper with feeder t/h
Bulk cargo (unloading on an elevated track on two sides)**
cargo	Opening hatches manually, cleaning, man-hour / t	Stacking and loading onto a vehicle, t/cm for PRM type
T-157	TO-2
Ore	0,029
Coal	0,035
Coke	0,065
Sand	0,020
rubble	0,030
Bulk cargo during transportation to KhP
cargo	Loading-elevator, t/cm	Unloading into the receiving bunker, t/cm	The composition of the brigade
Corn
Cement
Mineral fertilizers
Liquid cargo
Cargo	Loading rack (pump)	Drain overpass (by gravity)
Oil		Conditionally 2 hours for serving (from 5 to 10 vag)
** Unloading by wagon dumper =1890t/h

Literature

1. Charter of the railway transport of the Russian Federation. - M .: "Transinfo". 2003 - 187p.

2. Rules for the carriage of goods by rail. Collection - book 1 - M .: Law firm "Yurtrans", 2003 - 712C.

3. Typical technological process for the operation of a cargo station, in the conditions of the functioning of an automated control system. - M .: IPC "Globus", 1998 - 144s.

4. Smekhov A.A., Povorozhenko V.V. Management of cargo and commercial work on railway transport. - M .: "Transport", 1990 - 351s.

5. Price list No. 10-01. Tariffs for the transportation of goods and infrastructure services performed by Russian Railways. Tariff guide №1. Part 1 (Rules for the application of tariffs). - M .: PF "Red Proletarian", 2003 - 159s.

6. Rules and technical standards for the design of stations and units on 1520 mm gauge railways of the Ministry of Railways of the Russian Federation. - M .: "Techinform", 2001 -

7. Timoshin A.A., Machulsky I.I. Integrated mechanization and automation of loading and unloading operations. – M.:

8. Uniform norms output and time for wagon, motor transport and warehouse loading and unloading operations. -M.: "Economics", 1991 -

9. Typical norms of time for shunting work performed on railway transport. –M. "Transport", 1987 - 97s.

Introduction
1. Organization of work of the cargo station
1.1. Operational management and management of the work of the cargo station
1.2.Organization of the work of the station for the reception, storage, loading and departure of goods
1.3.Organization of the work of the station upon the arrival of the wagons
2. Main indicators of the work of the freight station and non-public railway tracks
2.1.Calculation of daily cargo traffic
2.2. Calculation of the average static load of the car
2.3. Calculation of daily laden car traffic
2.4. Calculation of daily empty car flows and their distribution by freight points
2.5. Dimensions of movement of transfer and block trains
3.Design of the cargo terminal of the station and cargo devices on non-public railway tracks
3.1. Requirements for cargo terminals
3.2. Determination of warehouse space and linear dimensions of warehouses
3.2.1. Mechanized warehouses for stacked storage of packaged goods
3.2.2. container yards
3.2.3. Warehouses for non-public tracks
3.3. Technical equipment of the cargo terminal and roads for non-public use
3.4. Definition optimal parameters cargo front
3.5. Development of a scheme for a cargo terminal
4. Organization of interaction between the station and adjacent non-public railway tracks
4.1. Station layout and track specialization
4.2. Organization of shunting work at the station and non-public tracks
4.3. Daily plan schedule of local work of the station
5. Registration of the course project
Annex 1
Appendix 2
Appendix 3
Literature

Introduction

Railway transport plays an important role in the functioning and development of the country's commodity market.

One of the main activities of railway transport is the mass transportation of goods. There are over 4,700 railway stations on the Russian railway network, which are the main cargo generating points. Freight stations are connected by a rail track with numerous non-public railway tracks on the cargo fronts, which carry out the main cargo work.

The purpose of the course project is to deepen and consolidate the theoretical knowledge of students obtained during the study of the lecture course, to instill in them the skills of independent solution of engineering problems in the field of cargo and commercial work.

Based on the given freight turnover of the station and adjacent non-public railway tracks, the student must calculate the car traffic, select the types and size of warehouses, types of loading and unloading machines and their required number, develop a technology for cargo and commercial work at the station and non-public railway tracks.

The result of the course project should be the built daily schedule of the station, on the basis of which the main indicators of the station are determined and conclusions are drawn on the course project.

Starting the project, the student, using the knowledge gained in the study of the disciplines: "Cargo science", "Mechanization of the PRR", "OKZhD" about the properties of given goods, methods of their loading and transportation, chooses typical scheme cargo station, develops a technology for organizing the work of individual cargo fronts.

When compiling methodological data. guidelines for course design were used methodological developments d.t.s.

A.A. Smekhova, Kh.M. Lazareva, Ph.D. I.V. Shtefko, T.V. Demyankova, I.V. Shchelkunova.

Organization of work of the cargo station

Railways transport goods between stations open for the corresponding freight and commercial operations.

Cargo stations are a complex of track and cargo devices, technical and service premises designed to carry out cargo and commercial operations.

The operation of the cargo station is based on standard technology. The technological process of the work of the cargo station should be based on progressive methods of work, the achievements of science and technology, and ensure the rational interaction of all types of transport. The purpose of the technological process is the timely implementation of the state plan for the transportation of goods, the reduction of idle wagons, the full use of the technical means of the station, the freight yard and sidings, the reduction of production costs and ensuring the economic efficiency of the team.

The standard technology provides for the interaction of the work of a cargo station with industrial, water and road transport, as well as ensuring traffic safety during the transportation of goods, processing of goods in public places, the work of a commodity office and a number of other issues.

The technology of cargo work is being improved by the development and use of fixed schedules for the delivery of local cargo and the introduction of a single dispatching management in the node, the timely export of goods by auto enterprises, an increase in the shift work of cargo facilities in the cargo yard and access roads, and the creation of an automated control system based on modern computers.

Transfer and outbound trains arrive from the marshalling yard on the route of arrival of the freight station. After uncoupling, the locomotive follows the running track to the departure track under the transfer train, and in its absence, leaves the station according to the schedule or instructions from the junction dispatcher. The train car numbers are written off from teletype posts at the train entrance on the arrival route. Written-off car numbers are transferred to the STC, and transportation documents are received by large-diameter pneumatic mail. The technologies of work of the STC of cargo and marshalling yards basically coincide.

The STC stamps bills of lading and road lists on the wagons that arrived for unloading and forward these documents to the freight office, and the wagon sheets to the freight yard. Waybills, road sheets and wagon sheets for small shipments or transit containers are sent to their sorting points. The STC operators accept transportation documents for loaded wagons from the freight office and sorting points, inform the DSC and the shift engineer for cargo and commercial work about trains and cargo arriving at the station, and to the consignee about wagon shipments.

In the process of performing technological operations, the STC operators are guided by a unified network marking of the station, a marking table for consignees, a plan for the formation and schedule of trains, a table for determining the conditional tare weight and length of the rolling stock, and other documents.

In parallel with the processing of the train upon arrival, the STC operators check the car numbers in full-scale sheets and transportation documents with the numbers of the TGNL cars received via teletype, mark the train cars for intra-station destinations in accordance with the specialization of sorting tracks. Then a sorting sheet is compiled and handed over to the compiler for shunting operations.

The technologies for processing on arrival and performing shunting operations for disbanding transfer trains at freight and marshalling yards are basically the same. Compositions at cargo stations are disbanded using exhaust tracks or sorting humps. After disbanding, local - wagons are delivered to the cargo facilities of the station. Before the wagons are delivered to the freight yard or siding, they are picked up by compilers in a certain sequence, depending on the location of the freight fronts and the position on them. As a rule, freight stations do not have separate sorting tracks for all cargo objects. In this regard, in order to reduce shunting operations and their duration, the compiler uses the free ends of the tracks joint venture.Location of wagons in a group should provide a minimum of time and maneuvering means for the supply, placement and removal of wagons from the cargo fronts.

In order to ensure the uniformity and rhythm of the performance of cargo operations in the freight yard, the supply and removal of wagons is carried out according to the intra-station schedule. Wagons are delivered to the sidings in accordance with the agreement for the operation of the siding or the supply and cleaning of wagons.

Usually, the supply of wagons to cargo facilities is combined with their cleaning. Information about the readiness of wagons for cleaning (number and type of wagon, type of cargo and destination station) is reported by the receiving and receiving operator of the chipboard station, and the shift engineer for cargo and commercial work. In the form of notifications about the readiness of wagons for cleaning by the locomotive of the railway, information from the DSC is received from the sidings.

Guided by the plan for the departure of transfer trains, the DSC manages the process of removing wagons from freight points on the path of accumulation of a freight station. The STC employees draw up a full-scale list of the train and select documents based on information about the cars being removed. To reduce the downtime of trains under processing upon departure, technical inspection and repair of wagons can be carried out on accumulation routes.

At the end of the accumulation of the train or by a given point in time, determined by the technology of the station and the schedule of transfer trains in the junction, the train is formed. In the process of forming the composition, the turnouts are controlled by the chipboard or they are transferred to the local control of the compiler of the trains. After the completion of the formation of the transfer train, the control of the switches is transferred to the DSP, and the train is rearranged on the departure route. In the process of rearrangement, the wagons are written off by the teletype operator, and the chipboard presents the train for inspection by loudspeaker.

On the departure routes, technical and commercial inspections of the cars are carried out, the detected malfunctions are eliminated, tail signals are hung, the locomotive is hitched, auto brakes are tested, documents are handed over to the driver, and the train leaves. Documents from the STC are sent by large-diameter pneumatic mail and handed over to the driver against receipt. An approximate schedule for processing a transfer train is similar to the technology for performing operations with a train of its own formation at a marshalling yard.

The basis of a rational technology for servicing freight points at freight, precinct and marshalling yards with a large local work is comprehensive information about local wagons from all approaches and intra-node stations, schedules for transfer and export traffic in the node, an intra-station service schedule for local work points, constant numbering of current availability and the location of local wagons on the tracks joint venture and cargo fronts.

Local wagons arrive at public freight fronts located at freight, marshalling and precinct stations, usually in small groups with almost all dismantled trains, and stand idle under accumulation in the intervals between regular deliveries and cleanings. The number of feeds to the cargo fronts is determined from the condition of technical and economic feasibility. Reducing the number of feeds reduces the cost of locomotive-hours for servicing the cargo fronts, but increases the number of cars in the feeds, and, consequently, the time spent waiting for the delivery of cars to the cargo fronts. Therefore, in the technical and economic analysis of plant processes, it becomes necessary to find the minimum of a function that mathematically describes the main types of costs.

Calculations show that the cost of car-hours for accumulation changes especially sharply when the number of deliveries changes from one to six per day. At the same time, the accumulation parameter of local wagons for the composition of the supply with m for a long period of time reaches 8-10 hours.

The idle time of wagons directly on the freight front also changes with a change in the number of deliveries. It depends on the number of wagons in the supply, as well as on the number of loading and unloading mechanisms, and in the absence of downtime in anticipation of cleaning, it is determined by the total productivity of the latter. With a change in the number of cars in the composition of the supply, the required length of the cargo front, grouping tracks and the length of time for supply and cleaning change. However, calculations show that a change in the composition of the supply within 5-20 wagons has little effect on the time of supply and removal on this freight front; for practical purposes, in most cases it can be considered constant.

Full demurrage of a local car at the station, h:

where t t is the sum of the time to perform all technological operations with local wagons from the moment of their arrival to departure, except for the operations included in the supply-removal cycle of wagons (t x); – downtime while waiting for delivery to the cargo point from the marshalling yard and cleaning from the cargo point back.

The values of t tn and t x are calculated for each cargo point according to the standards in force at the station, as well as according to the “Typical time standards for shunting work performed on railway transport”.

To clarify the general methodology for calculating t t and t x, consider an approximate list of technological operations that make up these quantities. Technological operations that make up t t : operations in PP, the disbanding of the composition; accumulation of wagons in joint venture for trains; formation and exhibition of composition in ON; departure operations and easy waiting for departure. The total value of t tn at the stations is from 4 to 5.5 hours. Technological operations that make up t x : obtaining a work order; inspection of wagons; removal of brake shoes; sorting of wagons on the tracks joint venture by points of supply; turning on and testing the brakes; delivery of wagons to cargo fronts; inspection of wagons previously submitted for cargo operations; removal of brake shoes; replacement of wagons and arrangement of newly delivered wagons at unloading and loading points; turning on and testing the brakes; cleaning of wagons SP; downtime at the intersection of shunting routes; sorting of wagons along the tracks joint venture etc. As a result, the total time for the supply-removal cycle of local cars, h, is generally determined by:

where A, B - normative coefficients, the values of which are calculated by summing up individual time standards a and b to perform operations constituting t x ,h; n m is the daily number of local wagons arriving at a given cargo point; х n is the number of deliveries-removals of wagons for a given point.

Downtime directly under the cargo operations T gr is determined by the technological process of the cargo point.

Idle time waiting for filing and cleaning, h:

Thus, reducing the downtime of local cars at stations can be carried out both by intensifying technological operations that make up t t , t x and T gr , and by increasing the number of deliveries and removals of wagons to local points. The question arises, which of the values of x n is economically feasible for the accepted operating conditions?

To answer this question, we will compose a function of expenses that depend only on the number of deliveries and collections of cars and express its individual terms in the form of costs, rubles, per day:

wagon-clock waiting for deliveries

where e w and e l - the cost of one car-hour and shunting locomotive-hour, rub.

Then the total value of the function C \u003d f (x P), rub./day, one can imagine

After function (11.2) has been differentiated, the optimal number of deliveries and collections of wagons to local work points is determined from the expression

For example, for n m = 100 wagons, e in = 0.3; e l \u003d 8 rubles; s m = 10 h; A= 2.5 and B= 0.05 the number of serves and removals will be

Under such conditions

For a given normative demurrage of local cars, the number of deliveries and removals should be

where t m is a given downtime of a local car, h; ∑t is the total time for performing all technical operations with a local car (arrival, disbandment, supply, placement, cleaning, accumulation, formation and departure), h.

Very often, the number of deliveries and removals of wagons depends on the length of the loading and unloading front:

provided that

For example, with p m = 50 wagons, l v = 15 m and l fr = 150 m, the number of deliveries and cleanings per day

and the duration of all cargo operations with each batch of wagons should not exceed

The number of deliveries and removals of wagons, calculated and corrected in accordance with the decomposition of dismantling trains and the accumulation schedule, is included in the local work schedule of the station. The terms of filing and cleaning (transfers) of cars are coordinated with the traffic schedule and the plan for the formation of trains. Based on the calculated and corrected number of wagon deliveries, calendar schedules for servicing cargo fronts and local points of cargo, precinct and marshalling yards are developed.

The basis of the technology for the operation of freight stations and the local operation of precinct and sorting stations is the rational interaction of station processes with each other and with the schedule of transfer and other trains. The traffic schedule sets not only the time of arrival and departure of intra-junction transfer trains, but also determines optimal duration intra-plant technological operations. To ensure the interoperability of cargo technology and technical work stations with a train schedule and other modes of transport participating in the transportation process, the following conditions must be observed.

1. The optimal number of deliveries and removals of wagons x n to local stations, transshipment points, access roads, etc. should be calculated on the basis of technical and economic feasibility or a given rate of downtime for wagons and specified depending on the approach of local wagons with dismantling trains and the process of their accumulation.

2. To reduce downtime while waiting for delivery, the delivery interval for each local point should be equal to or less than the time for the accumulation of cars for the optimal composition: .

3. The average interval of arrival of trains or groups of wagons for loading must be equal to or greater than the period of accumulation in the warehouse of the required amount of products equal to the capacity of the train or group of wagons: .

4. Total time for the performance of all cargo operations (unloading, rearranging, loading, re-hanging, etc.) in the presence of one front of work at a given cargo point, it must be equal to or less than the supply interval or .

5. The performance of loading and unloading mechanisms must correspond to the number of tons of cargo in supply, divided by the specified time for performing cargo operations with the optimal batch of wagons in supply m p.

where z is the number of mechanisms involved in the performance of cargo operations; q M –- operational performance of one mechanism; p st - static load of the car, t; T gr - demurrage of a wagon under cargo operations, including the movement of wagons or mechanisms along the front, h.

6. In case of centralized import and export of goods by road and work according to the direct option (car - wagon and wagon - car), the interval for the supply of cars to the cargo front must be equal to or ahead of the reloading time:

7. The rate of transportation of goods by road to the places of loading and unloading should be equal to the rate of loading into wagons or unloading from wagons or more:

where A is the number of cars or tractors; R av - carrying capacity of one car or road train of this brand, t; n m – number of wagons; - turnover of one car (road train), h; T a - the average duration of the operation of one car during the period under consideration (shift, day), h.

8. When organizing reloading at transshipment points according to the direct option (ship-wagon or wagon-ship), its time should be equal to the interval for the supply of wagons to
berth or ahead of it:

9. The average duration of loading a train (a group of wagons) should not be more than the time spent on the accumulation of the required amount of cargo when not
their intermittent entry:

10. The interval between the arrival and departure of a train (a group of wagons) must be at least (if possible equal to) the sum of the time for its processing at the station and the siding, taking into account the combination of operations: .

It is necessary to establish economically viable limits for the application of each of the interaction conditions, taking into account the possibility of deviations from normal (average) operating conditions caused by various kinds of unevenness. To ensure mutual consistency in the operation of a large technological complex different types transport, loading and unloading fronts, warehouses, mechanization on the basis of feasibility studies, the so-called complex contact schedules are being developed. A fragment of such a graph is shown in Fig. 11.3. Coordinating councils and automated dispatch centers are being created to coordinate work between freight stations in transport hubs. The contact schedule is the technological basis of dispatch control, it links the work of the station, the auto enterprise and the mechanized distance of loading and unloading operations into a single whole. It is based on the schedule for the arrival of transfer trains at the station and the receipt of supplies to the freight yard. The contact schedule is used to establish the main end-to-end performance indicators of the station, the mechanized distance of loading and unloading operations and the auto enterprise.

Management structure of the Freight station.

The freight station is a linear enterprise of the railways for organizing the transportation of goods and is directly subordinate to the railway department.

The head of the station (DS) manages all the activities of the station. Cargo and commercial work is managed by the Deputy DS for the GKR (DSZM). Directly cargo operations in public places are managed by the head. cargo area.

In warehouses, cargo sorting platforms and other places, the operations are managed by the heads of the relevant departments or senior acceptance officers.

The chief engineer of the station carries out the development and implementation of the technological process of the station, taking measures for the rational use of technical means, ensuring the safety of train traffic.

Operational management of the station, control over the implementation of daily and shift plans, organization of cargo and commercial work is entrusted to deputies of the DC and shift managers, shunting dispatchers or station attendants.

The technological process of the work of the freight station determines a rational system of organization and work, based on the introduction of advanced methods, provides for the most efficient use of technical means, timely processing of goods and documents, acceleration of the turnover of wagons, cargo safety and high culture, servicing enterprises, organizations and individuals.

Typical technological process of the cargo station.

Consists of four parts.

Part 1 - operational planning and plant operation planning

Part 2 - organization of cargo and commercial work of the station

specialization and technical equipment of station facilities

Organization of processing of carload, small and container shipments

organization of work of the container point

Organization of the work of AFTO, points of commercial and technical inspection wagons, containers

transportation of perishable goods

preparation of wagons for transportation

Organization of PRR in public places

interaction between the cargo and marshalling yard in the conditions of automated control systems

organization of the work of the station and the access roads served by it

centralized import and export of cargo by road

interaction of the cargo station with sea and river ports

Part 3 - Technology of the station

with trains and wagons coming for processing

· work in winter conditions

Part 4 - control and analysis of the station

Cargo and commercial work at the station is managed by the deputy head of the station for cargo and commercial work. He is subject to:

managers of cargo areas, warehouses, cargo sorting platforms

Head of PKO, PRR (MCH)

senior receivers

The basis of the technology of work of the cargo station is the dispatching management of the cargo, commercial and shunting work of the station. The principle of dispatcher guidance means that the shunting controller provides:

drawing up a plan for the work of the station for the shift for the reception and departure of trains and cargo work, coordinates it with the road department duty officer;

timely delivery, arrangement and cleaning of wagons on cargo fronts (shunting work);

operations on the formation-disbandment of trains;

· coordinated work of the station with other services of access roads and transshipment points;

· control over the efficient use of the station's technical facilities, track development, shunting locomotives, means of communication of the signaling system, PRR;

Compliance with traffic safety rules and safety regulations;

Summing up the work for the shift;

· continuous numbered accounting of the presence and arrangement of wagons.

To implement this principle of management, unified complex shifts have been formed at freight stations, which include workers who provide operational, cargo, commercial, information, etc. work.

The orders of the shunting dispatcher are obligatory for all subdivisions of the station.

Workplace shunting dispatcher is automated and consists of the following elements:

computer (all information about the work done)

industrial television device (complete review)

information communication (telephone, radio communication, workstation)

Operational planning of the station operation includes the development of daily and shift plans for the operation of the station.

The station's daily work plan is transmitted from the NOD 3 hours before the planned day and contains data on the number of wagons with local cargo arriving from the marshalling yard, the size of loading, unloading, and departure of empty wagons for adjustment.

(DS) the head of the station or his deputy, on the basis of the daily task plan of the NOD, draws up a daily plan for the work of the station by type of cargo, for each consignor.

The following initial data are taken as the basis of the daily work plan of the station:

plan and special tasks of the road department;

· Shippers' applications for loading, incl. on routes;

data on the arrival of wagons at the station for unloading and loading (sorting);

technological norms of time for the performance of technological operations (loading, unloading, shunting work, paperwork);

data on the presence of wagons at the station;

· data of preliminary information about the arrival of wagons at the station, 12 hours in advance, and accurate information, 4-6 hours in advance.