The work of a shunting dispatcher at a station. See pages where the term shunting dispatcher is mentioned. Knowledge and skills required to work as a station shunting dispatcher
Hello! Today I will talk about the whole directorate. There are many different services on the railway (otherwise they are called directorates) that ensure the continuous operation of railway transport and everything connected with it. Well, it's no secret to you, is it? One of these services is the Central Traffic Control Directorate (abbreviated as CD). Often all employees of this service are called “mover”, since one of their main functions is organizing train movement and managing the transportation process. Simply put, they organize the movement of trains.
Each railway has its own traffic control directorate, which is headed by the head of the directorate, and the main traffic control headquarters of Russian Railways is located in Moscow. For example, on my road, the Far Eastern Traffic Control Directorate is responsible for the work of all movers in all regions of the road, including the Vladivostok, Khabarovsk, Komsomolsk, Sakhalin, and Tynda regions.
The directorate itself has quite a few departments in different areas of work. One department deals with commercial issues, another interacts with the owners of rolling stock, the third works with clients, etc.
Station duty officer
At each station, the movers are key workers and the most important thing is the station duty officer (abbreviated as DSP). His responsibilities include:
- reception and departure of trains;
- preparing a route (moving switches, turning on signals) using the control panel (only large stations are equipped with it);
- interaction with responsible employees for commercial and technical inspection of wagons;
- control of securing the train after uncoupling the locomotive;
- management of subordinate employees participating in the transportation process.
Also, the DSP continuously maintains various documentation and enters into work logs all information related to the movement of trains.
Train dispatcher
The work of the station duty officer is controlled by the train dispatcher (abbreviated DNTs), whose workplace is located in another building, in my case, in another city altogether, in Khabarovsk. The duty officer and the dispatcher are connected by a special internal telephone connection. DSC uses radio communication with train drivers. The train dispatcher controls the movement of trains on his section (which can unite dozens of stations):
- he is responsible for the train schedule;
- controls the movement of trains along the sections;
- their timely departure from stations;
- operation of stations for timely loading and unloading of cars;
- in case of closure of tracks or sections, informs the station duty officers in his area.
The train dispatcher also organizes emergency repair work and takes measures to eliminate malfunctions of technical devices. The DSC workplace is equipped with a dispatch console or a computer with a dispatch program installed on it. The train dispatcher, as well as the duty officer, can control switches and signals on his section. Only for this purpose the station must be equipped with dispatch centralization.
Maneuvering controller
A shunting dispatcher (DSS) and a hump duty officer (DSH) also work in conjunction with the DSP. A shunting dispatcher (another name is a station dispatcher), unlike a train dispatcher, is located at the station and is responsible for organizing the movement of trains only at his station.
Let me remind you that the train dispatcher controls the movement of trains on a section with several stations and is located in the building of the Unified Road Transportation Control Center. Each railway has its own center, in which there are several train dispatchers. Each DNC, I repeat, has its own site (another name for the site is a circle).
So, the shunting dispatcher, like the station duty officer, is operationally subordinate to the DNC. Follows his orders. In addition, the responsibilities of the DSC (maneuvering dispatcher) include the following:
- planning and organization of shunting work at the station;
- ensuring timely delivery of local cars for loading/unloading to organizations (station clients) adjacent to the station tracks with their access railway tracks;
- preparing trains for departure.
DSC also manages station workers (shunting locomotive drivers, train compilers, speed controllers) who participate in the shunting process. In general, it is the DSC that manages the sorting of cars and the formation of trains according to directions.
The station duty officer dispatches trains already formed by the shunting dispatcher. If a transit train, the DSC ensures the availability of a free path for accepting/passing this train. The shunting dispatcher is assisted by the hump duty officer (DSPG). His workplace (like that of DSP, DSC) is located at the station in the building of the EC post (electric centralization post) - the room in which all the technical means for controlling the movement of trains and organizing shunting work are located.
Usually this is a 2- or 3-story building with a “glass semicircle” on the upper floors. This semicircle is a kind of balcony from which there is a good view of the station tracks. An electrical center post was built not far from the hump, from which cars are dismantled along different tracks. Behind this glass semicircle there is a remote control, with the help of which the DSPG moves the arrows so that a car or a group of cars, uncoupled by the compiler on the hill, gets on the desired path.
The duty officer at the hump, in accordance with the orders of the shunting dispatcher, transmits instructions via radio or loudspeaker to train compilers and car speed controllers (shoemakers). Explains how many cars and on which track they need to be uncoupled. Speed controllers, using a special brake shoe, reduce the speed of a car uncoupled from a hill when connecting it with cars already standing on the track. Some stations with mechanized humps, which are equipped with pneumatic car retarders, do without speed regulators.
And he leads this entire team, I’m writing a separate article about him, where I want to tell you what exactly his responsibilities are, so that everyone understands how much he has to know and be able to manage. So subscribe to blog updates. By the way, if you have any comments, be sure to indicate them in the comments.
Before departure of the train, the shunting dispatcher must, using the full-scale sheet received from the STC, make sure that the train is formed in strict accordance with the PTE, IDP, and train formation plan. Responsibility for the correct filling of the full-scale sheet, its correspondence to the formed train, and the conditional markings in the full-scale sheet for cars with oversized, dangerous, flammable cargo rests with the STC operator who selects documents for the train.
Before the train departs, the train is inspected in commercial and technical condition by technical maintenance workers and the train receiver. During inspection, technical maintenance workers and train inspectors check the correctness and strength of cargo fastening on open rolling stock, the correct coupling of cars in the train, and make sure that the safety of cargo is fully ensured.
Presentation of trains for commercial and technical inspection is carried out by the hump duty officer (if the formation is completed from the hump side) or by the shunting dispatcher to the PTO operator and the senior acceptance officer of the PKO by telephone or park communication after completion of the formation, indicating the track number, train number, number of the head and tail cars , departure time. The PTO operator records the time of presentation of the train, performs a centralized fencing of the head of the train and gives the command to the PTO workers and train receivers (through the guard chief) to begin its technical and commercial inspection. When a train locomotive approaches, with the permission of the head inspector
the machine operator, who coordinates the work with the workers processing the train, the PTO operator disconnects the fence from the head of the train and, after the train locomotive arrives, again fences the train. After the completion of the technical inspection and testing of the auto brakes, the automatic inspectors of the head and tail of the train report via radio to the technical inspection operator that the train is ready for departure, and the technical inspection operator notifies the station duty officer by telephone and, after the train receiver’s report on the completion of the commercial inspection, turns off the fence . Removal of fencing signals, in the event of a malfunction of the centralized fencing devices, from the tail of the train after completion of the technical and commercial inspection is carried out by the inspector -
tail section machine gunner.
After coupling the train locomotive, automated inspectors perform a short test of the auto brakes (if a full test was carried out from a stationary installation) and issue a certificate of form VU-45 to the locomotive driver.
The number of teams and groups, their arrangement and the procedure for technical and commercial inspection and repair upon departure are established by the technological process of the technical maintenance department and the PKO technology. Cargo documents for departure
are packaged and sent to drivers of departing trains by STC employees.
The VET employee who hangs the tail signal must first (in person, by telephone, radio or park communication) find out from the operator of the STC or DSP the number of the tail car and, if the numbers do not match, take measures to delay the train and report this to the DSP.
If there are cars left behind the tail of the train on the departure route, then the PTO employee is obliged to check that they are not coupled to the tail car of the train and are securely secured against theft, and report to the DSPG about this.
The PTO worker reports to the traffic police in person, by telephone or park communication in the following form: “He says (gives his position and last name). The tail of the train N... on... the track of such and such a park is signaled." If there are still carriages behind the tail of the train, add: “The carriages behind the tail of the train have been uncoupled.”
The cars standing behind the tail of the train must have a gap of at least 10 m, and are secured with brake shoes on the side of the train (the securing is done by the compiler, and in the SOP - by the senior speed controller performing the duties of the compiler).
If the track where a train or formed train is ready for departure is located, a slide is dismantled, the senior traffic controller
speed of movement is obliged to protect the tail of the train or composition with two brake shoes and take measures to prevent the approach of cars traveling down the hill to the stationary train and coupling with it (the shoes are laid at 25 m).
Operational management and planning of plant operation
The organizational and operational structure of the station is established by the technological process. Based on the organizational and operational structure of the station, the staffing table is determined, which is approved by the head of the road department. The staffing table is adjusted once a year based on the results of activities and annual work plans, as well as during the year if there is a significant change in the types of activities and
volumes of work.
The management of all work at the Kalinkovichi station is carried out by the station manager in accordance with the Laws of the Republic of Belarus, the Charter of the Gomel branch of the road, orders and instructions of the Administration and the Gomel branch of the Belarusian Railway, the rights and obligations of which are determined by the Regulations on the railway station. He is responsible for the station’s implementation of the transportation plan, technical standards of operational work, traffic safety and maneuvers, compliance with financial discipline, labor protection and safety of transported goods. Determines the main directions of socio-economic development of the station, improving management, planning and functioning of the economic mechanism. Maintains contacts and business cooperation with other enterprises to develop and resolve emerging issues, and is the chairman of the technical and economic council of the station.
Operational planning of the station is carried out for a day, a shift and in 4-hour periods during a shift. The basis for shift and current planning is information about the approach of trains, cars and locomotives and their expected presence at the station at the beginning of the planning period.
The daily work plan for the station is developed by the station chief or deputy and approved by the road department, transmitted to the station no later than an hour before the start of the planned day in the form of an operational order.
The station manager or his deputies, based on the daily task plan of the road department, draws up a cargo work plan for loading cargo by the shipper and unloading wagons by each consignee, determines the amount of work to prepare wagons for loading.
The initial data for drawing up a daily cargo work plan are: monthly loading plan; shippers' requests for loading; data on the availability and upcoming arrival of empty cars for loading and on the number of cars released after unloading; technological time standards for loading and unloading operations, supplying and cleaning cars; special tasks of the road department.
The station work plan for a shift is drawn up by the station manager or his deputies based on the daily work plan of the station, the task of the road separation for the shift, the traffic schedule and train formation plan, the position at the station at the beginning of the planning period, information about trains and cargo, the supply of empty cars for loading , technological time standards for processing trains, wagons and cargo fronts, as well as special tasks received.
A shift plan is drawn up for each sorting system. In it
Tasks for transferring angular flow from system to system are also provided. The shift plan for train and freight work is communicated by the station manager or his deputy to the DSCS. DSCS, having familiarized itself with the situation of train and shunting work, the shift plan, announces to the workers entering duty the plan for the upcoming work and the task for the next 2-3 hours. In the future, the DSCS supervises the work of the shift to implement the shift plan. At the end of the shift, the DSTS reports to the station manager for the implementation of the shift plan.
The results of the shift assignment are reviewed at the end of duty by the station chief or his deputy.
Current planning is carried out in 4 hour periods. Start of periods: 1-00.5-00.9-00.13-00.17-00.21-00. Current planning of the station's work is carried out under the guidance of the road department duty officer and approved by his order. The planning involves the hub dispatcher, locomotive dispatcher of the road department, DSCS and DSC systems, and the depot duty officer. Current plant planning is carried out by ASUSS.
INTERMEDIATE STATION
Nikolay Kovrigin, shunting dispatcher at the Stenkino-2 oil loading station
Moscow railway worker
According to the results of the network competition for 2011, the shift at the Stenkino-2 oil loading station, headed by shunting dispatcher Nikolai Kovrigin, was recognized as the winner among teams of brigades, columns, sections and shifts for transportation services. And this is a great merit of the experienced and talented leader of this team, which employs 20 people.
Main figure
The picture that opens from the window of the shunting dispatcher’s office at this largest station is impressive in its scope: in a huge field consisting entirely of tanks, one can see busy work, hundreds of cars with petroleum products are being prepared for departure at once. And on the monitor screen of the dispatcher, in full view, graphically and in real time, the entire state of affairs at the station is reflected. And like a chess player, Nikolai Kovrigin, during his shift, calculates several steps ahead the sequence of all shunting work, which involves six diesel locomotives. At the same time, he effectively and evenly distributes the workload of the members of the team entrusted to him, bypassing the “swing” at the beginning of the shift and the crunch at the end of it. And as a result of such coordinated activity, excellent operational performance is achieved, and people are less tired, working without failures, for which they respect their commander.
“I believe that the main task of a shunting dispatcher is to calculate and plan the work in such a way as to complete it efficiently and with the least amount of time,” says Nikolai Kovrigin.
And he succeeds. At Stenkino-2 station, Kovrigin’s shift has the best results. And last year, following the results of which their shift was recognized as the winner in the industry competition, 11.9 million tons of petroleum products were loaded here, which is 109.3% compared to 2010; on average, 642 wagons departed from here per day. And unloading due to crude oil increased by 86% compared to the 2010 level. At the same time, such important operational indicators as idle time of the car under one cargo operation and maintenance of the working fleet have been improved. The shunting controller is the “main figure” in organizing the work of the station, and Nikolai Kovrigin’s personal contribution weighs heavily in its success.
“Very responsible, executive, erudite, calm, a good organizer, has excellent logical thinking, the ability to make the right operational decisions - all these qualities, so important for a shunting dispatcher, are perfectly combined in Nikolai Nikolaevich,” this is how the chief engineer of the Stenkino station speaks of Kovrigin. 2 Denis Laskov.
From locomotive operators to movers
Nikolai Kovrigin was born in the village of Knyazevo, Ryazan region, graduated from school in Ryazan, where their family moved, and when the time came to choose a profession, on the advice of his cousin he entered the Ryazan Railway College, where he was already studying. Having defended his diploma in the specialty "Electric Traction Engineering of Railways", three days later he received a summons to the army, and, as he believes, army service did him good: it strengthened his character, he made good friends.
Upon returning home, in 1991 he worked at the Ryazan locomotive depot as an assistant driver of a shunting diesel locomotive serving the Stenkino-2 station. There he met his future wife Natalya, who at that time worked as a cargo and luggage receiver. We met in the spring, got married in the fall, and have been together for 20 years since then, raising two sons, Alexei and Alexander. Their meeting influenced the fact that Nikolai moved from a locomotive operator to a mover - he became a train compiler at the same station, which he does not regret at all: he found his calling, now he is rightfully considered the best shunting dispatcher. And Natalya has been working as an SFTO agent on Stenkino-2 for many years.
Nikolai Kovrigin did not work as a train compiler for long; just two years later, in 1995, he was entrusted with leading the shift team, bypassing, as is customary, the intermediate stage of professional growth - the position of station duty officer or hump duty officer. Apparently, because he approached his work with great diligence: it happened that even in a dream, worries and anxious thoughts would not leave him alone - for example, more than once the young compiler dreamed that because of some obstacle the carriage suddenly stopped, other emergency situations , from which it was necessary to find a way out.
“Of course, such an offer was unexpected for me,” recalls Nikolai Kovrigin. – My head is spinning: what should I do, can I cope? While I was doubting and thinking, Pyotr Perepelkin called again: your place as a compiler has already been taken, study and start a new job.
The former head of the Stenkino-2 station, and now the general director of the large company SFAT-Ryazan, Pyotr Perepelkin, a good business executive with an excellent understanding of people, was not mistaken in his calculations: Nikolai Kovrigin’s merits as a shunting dispatcher were assessed at a high level: he was awarded a certificate of honor head of the road, his shift was recognized as the best in industry competition. The team entrusted to him successfully copes with the established standards for the reception, departure and dissolution of cars, with the traffic schedule and train formation plan. Effectively uses locomotives, rolling stock and other technical means, flawlessly ensuring the safety of train traffic, the safety of rolling stock and transported goods, and helps increase the throughput and processing capacity of the station. And the coordination of Nikolai Kovrigin’s actions with the Ryazan Center for the Organization of Operations of Railway Stations (DTS-2), with train and junction dispatchers of the EDTSU, the shunting dispatcher of the Rybnoye station, allows increasing the exchange of cars, accelerating the turnover and productivity of locomotives both at the Stenkino-2 station itself and throughout the Ryazan-Rybnovsky junction.
Kovrigin speaks with great gratitude about his mentors - shunting dispatcher Lyudmila Marinina and station duty officer Galina Nikonova, who, in addition to theoretical courses at RAPS, taught him practical work skills. And over time, he himself became an experienced mentor - among others, he taught the professional skills of a shunting dispatcher Vitaly Pilzhis - now the first deputy head of the Ryazan center for organizing the work of railway stations, Marina Lugina - deputy head of the Stenkino-2 station for freight work, Mikhail Safonov - one of the best shunting dispatchers at this station.
A team of like-minded people
The station’s main partner, Europe’s largest Ryazan Oil Refinery, which is part of the TNK-BP Holding company, is confidently increasing its capacity. On the Russian road network, Stenkino-2 occupies a leading place in the loading of petroleum products, and on the Moscow road it carries out 28% of the total loading volume. “Black gold”, sent in wagons from Stenkino-2, feeds the transport arteries of Central Russia, European countries, the Baltic states, and Transcaucasia. And Nikolai Kovrigin’s shift team is aware of their involvement in this important matter; he, as a shunting dispatcher, managed to form a team of like-minded people focused on the final result.
“We have mostly young people on our shift, the average age is 30 years, and everyone works conscientiously,” Kovrigin says with satisfaction. “At the same time, I would especially like to mention the station duty officer Svetlana Egorova, STC operator Svetlana Potapeshkina, train compiler Anatoly Rozhkov, hump duty officer Konstantin Kamensky, who, by the way, was recently awarded third place in the “Best in the Profession” road competition.
There was a time, in the mid-90s of the last century, when Nikolai, together with his family, experienced the “Great Depression”: due to the drop in transportation volumes, which was noted throughout the country, it reached the point that their powerful station sent only 10 cars each per day. Instead of the required 12 shifts per month, only five or six were worked. According to Kovrigin, sometimes only the station duty officer, the train compiler and the car speed controller remained on shift. Then many were forced to go on long-term leave, but no staff reductions were allowed. In anticipation of good changes, without wasting time, the movers strengthened the potential of the station facilities and improved the technical process. And the situation began to improve dynamically, and in 2011 the station reached a record loading for the first time in post-Soviet times, and according to forecasts this is not the limit.
“As in any production, we cannot do without difficulties,” says Nikolai Kovrigin. – Nowadays, difficulties often arise at our station due to the changed management system for car parks, which now have many owners. In addition to the companies “BaltTransService”, “First Freight Company”, “TNK-BP Holding”, with whom we have been working for many years, since last year we have been accepting and forming trains of many other new companies that own wagons. Such a differentiated approach requires more reserves of receiving and hump tracks. But we try, find prompt solutions to please every partner.
Everything is going well for Nikolai Kovrigin - both at work and at home. In his free time, he likes to pick mushrooms and berries in the forests, which are rich in picturesque places of the Ryazan region, and go fishing in a quiet river. They often go out into nature with tents with Mikhail Safonov, whose mentor Nikolai was, now they are family friends. And in order to keep themselves in good shape, they work out in the gym, which is rented for its workers by the trade union committee of the line stations of the Ryazan region.
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Railway station shunting manager
Telegrams of full-scale sheets arriving at the TC or IC of an industrial station differ in accordance with the unloading points. For each train, data is accumulated on the number of cars in groups at each cargo point, then transferred to the shunting dispatcher for use in planning station operation.
For small train and shunting movements, as well as on access tracks equipped with remote control devices for switches and signals from shunting locomotives, the dispatcher also performs the functions of a station duty officer. To promptly manage the work of a shift, the dispatcher must have the necessary and timely information, good communication with all objects and various reference materials.
While on duty, the dispatcher maintains a schedule of completed movements, which reflects all train and shunting operations, loading of technical equipment and cargo points, track development activities in each period of time, control of the wagon and locomotive fleet, and contact technological transportation. The movement schedule allows you to analyze the work of the shift and the quality of dispatch management.
In accordance with shift plans and taking into account the current situation, the dispatcher draws up task plans for stations and cargo points for every 3-4 hours, which he then communicates to the station duty officers, who issue task orders to workers responsible for performing individual operations. At enterprises where there are no industrial stations, orders for compilers to perform shunting work are issued by the dispatcher of the railway workshop.
Coordination of the activities of all departments of the station, drawing up and ensuring the operation of the station, ensuring the execution of train, shunting and cargo work at it are assigned to the station dispatcher.
The most convenient for station, shunting and administrative communications are push-button switches of the KSS type, which allow the dispatcher to make a circular call while monitoring the responses of the called points.
The work of locomotive crews is assessed by achieving monthly labor productivity, as well as the level of fuel and electricity savings. Evaluation of the results of the work of locomotive crews engaged in shunting work and included in complex station crews is carried out based on the results of the work of self-supporting shifts of the shunting dispatcher of marshalling and freight stations.
Maneuvers on station tracks should be carried out by order of only one employee - the station duty officer, the marshalling yard or park duty officer, and in areas equipped with dispatch centralization - the train dispatcher on duty. The movement of the shunting locomotive at stations is controlled by the train compiler, and at the hump humps by the hump duty officer.
Operator at the station duty officer Operator at the shunting dispatcher at the railway station
Characteristics of the work. Commercial inspection of cars to determine the presence of seals, the tightness of the closure of hatches and doors of gondola cars and covered cars, the sides of the platform, the correctness of cargo fastening on open rolling stock, the tightness of the closure of hatch covers and tank drain devices, securing bunker gondola cars with hooks, etc. in arriving and formed trains. Inspecting the train in a commercial manner to identify and eliminate commercial faults that threaten the safety of train traffic and the safety of transported goods, directing the work to eliminate them and monitoring the elimination of commercial faults without uncoupling the cars from the train. Applying chalk markings on a wagon with commercial faults, the elimination of which requires reloading or checking the safety of the cargo. Issuing orders to the shunting dispatcher to uncouple faulty cars. Determining the scope of work to eliminate commercial faults and the order of their implementation. Attaching seals to wagons after eliminating commercial faults and recording them in the sealing book. Drawing up, in established cases, general form acts and reports for drawing up commercial acts for unsafe transportation. Recording the results of the inspection of the train and carriages in a book. Monitoring and taking measures to reduce rolling stock downtime. Participation in the investigation of cases of passage of carriages with commercial defects.
Guided by the shift work plan received from the station manager, the station dispatcher gives each integrated team a plan that specifies the task of performing shunting work for 2-3 hours, depending on local conditions.
Direct operational management of shunting work and handling of trains and cars at the station is carried out by the station dispatcher. At one-way stations in each shift, operational work is led by
At stations with a significant volume of cargo operations, special station dispatchers are appointed for local work. The station dispatcher carries out management of shunting work through the management
The middle part of the graph (Fig. 116) represents the actual schedule of the station work performed. The station dispatcher graphically marks the time of arrival of each train, the duration of its idle time on a certain receiving route, the beginning and end of disbandment. In the hump section, the schedule for the disbanding of trains and the actual occupation of the hump by disbanding them is plotted on the graph; after the disbandment of each train or transfer from the hump, the number of cars on each track of the sorting fleet is noted. The graph also marks the time when groups of cars are taken to the hood for formation and the remainder of the cars on the sorting track after this, the occupancy of the hoods, the work of shunting locomotives, the time of placing ready-made trains on a certain route of the departure fleet and the time of departure of these trains to the line. The graph also records the arrival of local and corner gears into the sorting system or departure from it, the supply of groups of cars to the sorting depot, the removal of cars from the depot (to a car repair point, etc.) and all violations of the established operating procedure.
During duty, the dispatcher ensures the completion of this task, noting the progress of cargo and shunting work on the Station Position form. At large freight stations with a lot of shunting work for the supply and removal of cars to warehouses, rental areas, bulk and container sites, sites for heavy cargo, access roads and other points, the station dispatcher for local work maintains a completed local work schedule during duty, noting it contains the time of delivery and cleaning of cars to each cargo point, the operation of shunting locomotives and the progress of the shift plan-task of cargo work.
A separate schedule is drawn up for each prefabricated train, taking into account the work at each station and the weight of the prefabricated train on individual stages. When drawing up a schedule, the dispatcher is guided by the norms for the duration of shunting movements established for each station, differentiated travel times by haul depending on the weight of the train. In addition, the plan for passing other trains along the section is taken into account.
Nature telegrams received by the TC and IC via teletype communication are reproduced in two copies; the first is transferred to the shunting dispatcher (operator under the dispatcher) for drawing up sorting sheets and conducting the formation of the train; the second is sent to the technical inspection point to prepare the train for disbandment. For transmission trains received without prior information, sorting sheets are drawn up upon the transmission's arrival at the station.
Operational management of the work of the access road is carried out by the dispatch apparatus at enterprises with small volumes of work. Transport services are provided by a single transport department, the dispatcher of which manages the operational work of all vehicles (railway, road, continuous modes of transport) and loading and unloading equipment. At large enterprises, the work of railway transport at the enterprise is controlled by a dispatcher of the railway workshop, and at particularly large enterprises, the railway sector is divided into dispatch circles, the number of which, depending on the volume of transportation and the complexity of the transport process, reaches 6-8. When creating dispatch circles, it is necessary that within the circle, production and transportation cycles are completed with a minimum number of coordination on movements with neighboring circles, shunting areas are fully included in the jurisdiction of one circle, and work is distributed between circles in approximately the same volumes.
For large enterprises, where the access track is divided into control sections (circles), daily schedules are drawn up separately for each section, and for the shift supervisor, a daily schedule is drawn up for the entire railway workshop, interrelating the work of the sections on transmission movement and the most critical elements, determining the operation of the access road. In accordance with the specialization of dispatch areas, there may be schedules for shunting work (for the shunting dispatcher), contact schedules for servicing workshops with intra-plant transportation (for the dispatcher for internal transportation and for the site dispatcher), schedules for cargo work (for the cargo dispatcher), and a schedule for the movement of shunting and transfer trains etc.
The management of transport processes here is carried out by a senior dispatcher through circle dispatchers. Circle dispatchers manage the operation of transport through district dispatchers or station duty officers, and district dispatchers through shunting dispatchers or station duty officers. Management of in-plant transportation of the company's own fleet of cars is entrusted to individual dispatchers. The replaceable dispatch apparatus is
The dispatch apparatus of large PPZhT is organized as follows. Depending on shunting and loading and unloading operations, all railway tracks served by PPZhT are divided into control sections. Dispatching areas, in turn, are divided into cargo areas headed by foremen. Section controllers organize loading and unloading operations, distribution of goods along the fronts and cleaning of cars at the end of cargo operations. Shunting and train work is managed by the shift supervisor and senior dispatchers (Fig. 33).
Major work has also been carried out in the field of introducing train and station radio communications. Train radio communication between the dispatcher, station duty officer and train locomotive drivers is currently used on 40 thousand km of freight-loaded network lines; in the near future, the length of sections with such radio communication will double. At all stations with two or more shunting locomotives, radio communication between the shunting dispatcher and shunting locomotive drivers, compilers and other station workers has been introduced. By 1970, all stations with shunting locomotives will be equipped with station radio communication devices.
Along with this, a significant number of undersized and part-time trains, both of their own formation and mainly taken from neighboring roads, also traveled along the road. About 3 million m of cargo was under-delivered, or almost twice as much as in the previous year. The main reason for the departure of undersized and incomplete trains is insufficient demands on station duty officers, shunters and train dispatchers on the part of station heads and heads of traffic departments of road departments. Many violations of train weight standards are also committed by neighboring roads when transferring trains to a given road.
The areas of the sorting park adjacent to the humps and hoods are most often equipped with loudspeaker communications. The hump duty officer uses this connection directly to manage the process of disbanding trains, and if necessary, the station dispatcher can also use this connection to transmit circular orders or call the required employee. Service intra-station radio communication is carried out using radio stations installed in the premises of the station dispatcher operator or the hump duty officer, on the one hand, and on shunting locomotives, on the other. Using this connection, the dispatcher gives operational instructions to shunting locomotive drivers and train compilers. The latter respond to the station dispatcher through remote intercoms installed on locomotives. Only official conversations are allowed via radio communication.