coursework

Computer science, cybernetics and programming

Locomotive economy as an object of automation. Information flows of the locomotive economy. Methodological approach to workplaces as elements of automation. Depot as an element of the transportation process management system. General characteristics of the locomotive depot. Depot attendant. Locomotive brigades contractor...

Ministry of Railways of Russia

MOSCOW STATE TECHNICAL UNIVERSITY

WAYS OF COMMUNICATION

course project

"Development of an automated workplace for a locomotive depot contractor"

Completed by: 5th year student of the Faculty of SCP

Konov Vitaly Viktorovich 0316 p\ISZH 1104

Checked by: professor, d.t.s. Samme G.V

Moscow

2008

INTRODUCTION

Transport is an important part of the Russian economy, as it is e tsya mat e a real carrier between regions, industries, enterprises. Specialization districts, their integrated development Impossible without a tra n system sports. The transport factor influences e for the location of production, b e without taking into account it is impossible to achieve rational time displacement of productive forces.

Transport is also important in solving social and economic problems. The security of the territory is well developed transport system serves as one of the important factors in attracting the population and production.

The specificity of transport as a sphere of the economy lies in the fact that it does not produce products itself, but only participates in its creation, providing production with raw materials, materials. l ami, equipment e m and delivering finished products consumer.

W e l e road transport takes leading place in the freight turnover of all types of transport (56.7%) and in passenger turnover (33,7 % ). It has a number of advantages, which determined its predominant development in the country. AND rail transport is characterized by a relatively free space sch reliability, regularity, versatility, regardless of the time of year, day, weather conditions. It makes it possible to carry out mass transportation of goods and passengers, which strengthens its advantages, increases labor productivity and significantly reduces the cost of transportation. In addition, it allows saving liquid hydrocarbon fuels.through widespread electrification. AND rail transport is especially effective for long-distance transportation, and taking into account the vast territory of Russia, it will remain the leading mode of transport in the future in the future. freight transport over long distances and passenger traffic for medium distances and suburban communications.

The main directions for the development of railway transport are being developed as part of a comprehensive program" Transport of Russia.

One of the stages of reforming the railway transport is the full automation of the entire railway.

Implementation of specialized programs in the depot that will replace paperwork, creation of personnel databases.

Today it is impossible to imagine the work of most financial, industrial, trade and other organizations without databases. The flows of information circulating in the world that surrounds us are enormous. They tend to increase over time. If there were no databases, we would have drowned in an information avalanche long ago. Databases allow information to be structured, stored and retrieved in an optimal way for the user.

Thus, the task is to develop software which automates workplace locomotive depot contractor.

1. Locomotive economy as an object of automation

1.1.About general characteristic

The locomotive economy is one of the most important elements of the railway transport infrastructure, the organization of which largely determines both the stability of the road and the cost of transportation.

The costs of the locomotive economy account for a third of all railway operating costs. As of the end of 2007, the farm employed 257.3 thousand people, including 112.2 thousand people. locomotive crews and 50.0 thousand people. mechanics for the repair of traction rolling stock. The total number of inventory fleet of traction rolling stock is more than 39 thousand traction units.

Locomotive infrastructure facilities include:

• main depots
• negotiable depots
• points Maintenance locomotives
• warehouses for fuel, lubricants and sand
• change points for locomotive crews
• traction rolling stock

The locomotive economy, as a system, is characterized by the autonomy of its constituent economic subsystems and organizational units of various purposes, multi-level information interconnection and the need for strict and centralized management. For a system of this level of complexity, the main control objects should be identified, the organization of the work of which and information about the work of which would contribute to a stable, reliable and effective work systems as a whole.

1.2 Information flows of the locomotive host ststva

Based on the need for strict accounting, mobility and validity management decisions, - as a paper information technology in the structure of the locomotive economy, an accounting system has developed that contains the technical and economic characteristics of the enterprise: “Technical passport of the main or turnover depot with an assigned fleet”, as well as a documentation system based on accounting and reporting forms for various areas of the economy.

The procedure for accounting for primary information and its processing in locomotive depots is strictly regulated by the instructions of the Ministry of Railways. Heads of locomotive depots are prohibited from compiling and submitting statistical reporting to unspecified addresses and in forms not approved by the State Statistics Committee and the Ministry of Railways of Russia.

Picture 1 - Accounting Forms in the repair business

The incoming information characterizes the operational work of the depot, repair work and maintenance of locomotives. Reporting information is transmitted to subdivisions of services and departments: to the level of the road department (NOD), to the locomotive economy service, to the department of statistical accounting and reporting of the road, to the department of statistical accounting and reporting of the ministry, etc.

Locomotive depots, as an infrastructure facility, are most important for managing the infrastructure of the locomotive industry in the following areas of its work:

1. work with the dispatching control center of transportation;
2. processing of driver routes, calculation wages, frames;
3. traffic safety;
4. control technological processes repair;
5. organization of work of the management of the depot;
6. logistics;
7. organization of personnel training;
8. accounting, reporting, analysis, decision support.
9. monitoring the health status of personnel;
10. training, training of personnel;

The sources of primary information in the existing technology are:

1. locomotive crews (driver routes);
2. accounting group (processing of driver's routes);
3. depot attendant;
4. contractor;
5. production and technical department;
6. maintenance personnel;
7. locomotive maintenance points;
8. and etc.

1.3. Methodological approach to jobs as elements of an automaton and ki

The automated control system of the locomotive economy (ACS) involves, first of all, the introduction of a single computer information and control system at the enterprises of the locomotive economy at all levels, which makes it possible to switch to paperless work technology and automatic generation of reporting forms. At the same time, control functions will be added to the purely informational functions of the automated control system. This is, first of all, automated analysis, control of operator actions, hints in real-time tasks, etc.

When automating workplaces, two approaches are possible: adaptation of new information technology to existing organizational structure and reorganization of this structure. Information in TU and TO is redundant. More than 50% of the time specialists spend on analyzing information and its visibility largely determines the quality of decisions made.

Computer technology allows you to create any reporting forms.

Therefore, the system of technical specifications, and especially TO, begins to play a secondary role when introducing automated workplaces. However, in the event of an actual rejection of the TS and TS system, it is necessary to create new technology processing and storage of information. The current T&M system should be reviewed. When analyzing the created workstations, it is necessary to pay attention to the degree of departure from the accepted information processing technology and the proposed new approaches. The last remark applies to all workstations.

1.4. Depot as an element of the process control system oh zok

General characteristics of the locomotive depot

The most important for managing the infrastructure of the locomotive economy is the locomotive depot. The main task of the locomotive depot is the timely delivery of locomotivesand locomotive brigades under the train. From the stable operation of the locomotive depot to to a large extent depends on the stability of the road as a whole.

Locomotive depots are divided into main and circulating depots. According to the type of traction service, the locomotive depot is divided into passenger, freight and mixed depots.

Main locomotive depota linear enterprise of the locomotive sector with an assigned fleet of locomotives; includes a traction area with railway track development, which houses a locomotive building with workshops for the maintenance and repair of locomotives, outfitting devices with storages of fuel, sand, lubricants, service and technical, social and amenity premises and other devices of the locomotive economy. All of the listed facilities, as well as locomotive crew change points and locomotive maintenance points, are under the supervision of the head of the main depot.

Revolving locomotive depotsdesigned to perform maintenance, equipping, preparing and issuing locomotives for trains during their change, as well as to organize the change and rest of locomotive crews.

Revolving depots report to the head of the locomotive department of the railway department.

The operational management of the operation begins with the preparation of a turnover schedule. For this, information about the train schedule and information about the window in the train schedule are used. Then teams are assigned to work, and work is carried out on the line (trip).

In the process of operational work, the employees of the operation shop, as well as locomotive crews, maintain the form TU-3 (driver's route). At the end of the trip, the driver's route is processed.

The main task of locomotive depots is the timely delivery of locomotives and locomotive crews for trains.

The stable operation of the road as a whole largely depends on the stable operation of the locomotive depot. Automation of the locomotive economy should be carried out in close connection with the automation of the transportation process as a whole.

The transportation management process has a powerful information and computing system.

All information about the composition of the train, the place of its formation, the destination station, etc. is available in the ITC of the road.

The system of protocols for requesting and transmitting information supports a special software package ASOUP. The ITC itself does not create information. It comes from the ITC of other roads, from train formation stations, from marshalling and intermediate stations, locomotive depots, etc.

To account for the work of locomotive depots as subdivisions of the road, two subsystems have been created in ASOUP - operational control of locomotive deployment (OKDL) and operational control of deployment of locomotive crews (OCDB).

Information about the location of locomotives is not a priority in the operation of the ASOUP system: on roads with a depot, they usually do not require timely receipt of information and its reliability. In addition, the exchange protocol is not clear and relatively time-consuming. This led to the fact that in the ASOUP of most roads, the OKDL system had unreliable information about the location of locomotives.

The unreliability of information, in turn, gave rise to distrust with the OKDL and, as a result, even less use of it.

The situation was aggravated by the desire of the depot to hide unscheduled calls of locomotives to the depot. All this led to the fact that with the existing system of interconnection of the depot with the dispatching control center for transportation, the OKDL subsystem turned out to be practically unviable. It is necessary to support these systems by the corresponding workstations in the depot.

A fundamental improvement in the connection between the depot and the ITC is achieved through the creation of unified traffic control dispatch centers (EDCU or TsUP).

In this case, the depot is more tightly tied to the transportation management process.

When creating an EDCU, one of the main problems is the completeness and reliability of the initial information, and, above all, about the location and composition of trains.

The movement of trains as a point is monitored using existing and newly created systems of dispatcher centralization. However, the issue with reading the numbers of cars and locomotives has not been resolved.

Despite the large amount of experimental work, today this problem does not have a satisfactory technical solution for a number of reasons.

In practice, the task is reduced to the following: entering information about the composition of the train at the place of its formation, automatic transmission of full-scale train sheets ( Email), counting the number of axles of the train and the number of the locomotive at intermediate stations.

The task of counting train axles seems relatively simple. The axles are counted at axlebox heating detection points (PONAB) - using the so-called electromagnetic pedals. Experiments show that the use of these pedals for EDCU is impossible due to the large number of failures and strong dependence on the speed of the train.

Difficult climatic conditions, difficulty in maintenance and even safety issues (axle number sensors must be installed before the station's entrance arrow) made it difficult to solve this technical problem.

As well as for axle counting, many solutions are offered for reading the locomotive number. The most interesting of them provide for mounting on board the locomotive of special sensors with the number of the locomotive “wired” into them.

Special antenna units read the number when the locomotive passes by them. There are also technical solutions based on locomotive radio stations, wheel pair magnetization, etc.

When solving the problem of counting axles and reading the number of a locomotive when creating an EDCU, the problem of controlling the location of locomotives will simultaneously be removed: a simple installation of the appropriate equipment at the entrance to the depot and PTOL will automatically record the arrival of locomotives for maintenance.

Information can be received, for example, in the depot duty officer's workstation.

After that, you can programmatically achieve the reliability of information about the locomotives.

The control of locomotive brigades' deployment is easier to solve. Processing routes of drivers allows you to control the amount of work performed by locomotive crews.

Accounting for the location of drivers in real time is decided in the workstation of the contractor of the locomotive crews.

The exact location of the brigade during the trip can be taken from the ASOUP system, where the locomotive brigade of the train is recorded and transmitted to the station attendants at the ITC.

Thus, the tasks of controlling the location of locomotives and locomotive crews should be solved within the framework of the general task of creating an EDC and developing ASOUP by using axle count sensors typical for the industry or the road and devices for reading locomotive numbers, installed, including at the entrance to the depot.

Both tasks are linked to the databases of the ASOUP system: the exchange of information between the depot and the information center is carried out according to a standard protocol.

All the information necessary for the normal operation of the depot is available in the ASOUP database.

For communication, it is advisable to use the depot duty officer's workstation. Works with the road are also involved workstation of contractor and workstation of accounting group.

In recent years, a system has been developed and is being implemented automatic control train braking (SAUT), which is a floor-mounted safety device. Information SAUT is not connected with the depot, however, onboard electronic devices require maintenance SAUT operation should also be taken into account when creating the depot information network.

ASOUP provides information to almost all levels of management through existing systems at stations and other linear enterprises, as well as through interaction with upper-level systems.

ASOUP of adjacent railways interacts with each other in such a way that eventually a single system functions on the railway network. automated system operational management of transportation.

The weakest point of ASOUP is the preparation and transfer of data to a computer, since the process is generally not automated. But for the locomotive economy, these data can be considered pre-entered (the full-scale train sheet is formed before the train departs) and received automatically. In the future, it is planned to create a new information support, go to automated drafting major primary documents and receiving messages about operational events directly from the computer, as well as railway automation devices.

The basis of the ASOUP system is the dynamic modeling of the transportation process on a computer based on machine-oriented messages about trains, wagons, locomotives, their characteristics, as well as operational events that change the location of the rolling stock and its condition. The creation of dynamic models is considered as one of the most important tasks of the system.

By processing the data on the formation and movement of trains in the workstation of the depot, it is possible to automatically generate information that is currently entered manually into the route of the driver, and then manually transferred to the computer.

1.6. Depot attendant

The depot duty officer supervises the workers of his shift, who ensure the preparation and issuance of locomotives for train work and other types of work.

He is directly subordinate to the Deputy Head of the Depot for Operation (TChE), and operationally - to the operational and administrative apparatus of the road department.

The attendant is responsible for the condition labor discipline, the implementation of the daily plan for the issuance of locomotives, their equipment, for the timely appearance of locomotive crews, for compliance with safety regulations and much more. It is obvious that the workstation on duty (AWS AP) must have operational access to the entire database through the local area network of the depot.

Accordingly, the duty officer's workstation should allow maintaining a database both for locomotives and for locomotive crews. For brigades, the duty officer receives information from the contractor's workstation database (AWS TCHB). The workstation of the duty officer should allow not only to view the database of brigades, but also to enter into it certain changes and additions. But access to change the database should be limited.

2. Contractor of locomotive crews

1. The contractors of locomotive crews are appointed persons who, as a rule, have a specialized education not lower than secondary, who have completed an internship at the workplace and have passed tests in knowledge of the basic provisions of the Labor Code Russian Federation and other regulations relating to the organization of the work of locomotive crews.

1. When starting a shift, the worker of locomotive crews is instructed by the duty officer of the depot on safety and traffic safety, gets acquainted with the current situation of the order, checks the performance of the worker's workstation, filling out the established reporting forms by the previous worker, enters his personal data in the user line of the workman's workstation, makes the established marks in the log of acceptance and delivery of duty. If necessary, the contractor is given an additional briefing on the safety of train traffic by the instructor driver or the depot manager, depending on the requirements for conducting the briefing.
2. During the work shift, the contractor:

Provides planning of arriving locomotive crews for the threads of the schedule according to nominal schedules or callless system.

Makes a call for locomotive crews to appear at the time determined by the work schedule of locomotive crews or the garter of locomotive crews for trains indicated by the depot duty officer.

Provides maintenance of the established reporting documentation in paper or electronic form.

Monitors compliance by locomotive crews with the established continuous working hours for service areas, rest standards at turnover points.

Maintains electronic forms magazines and message transfer of contractor's workstation.

Informs his immediate and superior managers about all the facts of lateness and absence from work of employees of locomotive crews.

Together with the depot duty officer and the locomotive dispatcher, he ties the locomotive crews to the train lines indicated by the locomotive dispatcher. In accordance with the adjustment, calls locomotive crews.

In locomotive depots where such a procedure is established, it makes reservations for seats in the carriages of passenger trains for the passenger to follow locomotive crews.

Keeps records of forms of routes of the driver.

1. The work of locomotive crews is organized according to nominal shift schedules or according to a no-call system. In other cases, as well as in cases of violation of work according to shift schedules, locomotive crews are assigned to work on call. Calling methods are set by the rules of the internal work schedule.
2. Upon the arrival of the locomotive brigade after the trip, the worker of the locomotive brigade determines the time of the next entry into the work of the locomotive brigade:

With the schedule system according to the work schedule, informs the locomotive brigade of the date, time and place of the next intervention with the signature of the locomotive brigade in the log of the order.

With a no-call system, determines the date and time of the next intervention according to the calculations of the necessary home rest for the locomotive crew using the formula:

T house otd \u003d (T slave x 2.6) T otd. about. depot.

Where T house otd Estimated time of home rest;

T slave working time for a completed trip in both directions;

T dep. about. depot rest time at the turnover point.

2.6 calculation coefficient established by the Labor Code of the Russian Federation, which determines the ratio of working time per week to non-working time based on a 40-hour working week.

With a calling system, the worker of the locomotive crews determines the time of a possible call to work in a similar manner, about which he informs the locomotive crew with the painting of the locomotive crew in the order log.

In exceptional cases, it is allowed to reduce the time spent at home t breath of the locomotive crew between trips. About the reduction of rest in the journal of the order, the corresponding mark.

1. Granting leave to employees of locomotive crews.

The contractor of the locomotive brigades familiarizes the locomotive brigades against signature with the notification of the grant of leave, the date of actual leave on leave, the date of going to work.

1. When the contractor of the locomotive crews receives information about the impossibility of one of the members of the locomotive crews to come to work, the contractor makes the appropriate movement this employee in the contractor's workstation, puts a mark in the attendance log. Reports on this to the head of the reserve of locomotive brigades, the deputy head of the depot for operation. The selection of an absent member of the locomotive crew is made from the lists of workers recommended by the driver-instructor and psychologist for joint work in accordance with the requirements for the length of service and the qualification class of the driver or the length of service and the availability of driving rights for the assistant driver.
2. After each trip, the contractor of the locomotive crews calculates the working time of each member of the locomotive crew, exercises control in order to prevent overtime hours work.
3. Before the end of the shift, the worker of the locomotive crews draws up a report in the established form, which reflects the fulfillment by the locomotive crews of the norms of travel time for each service area, violations of the established working hours, the facts of irrational use of the working time of the locomotive crews, the deployment of locomotive crews for each turnover point, ensuring order for the upcoming shift and day, as well as other data provided for by the regulatory documents of Russian Railways, the railway, the railway department and the locomotive (multi-unit) depot. It is possible to generate the specified report in an automated mode.
4. In the process labor activity locomotive crew contractors are trained at least once a year at seminars organized by the locomotive facilities service at least once a quarter. Quarterly, technical classes with contractors are conducted by the deputy head of the depot for operation, monthly by the head of the reserve (senior contractor) of locomotive brigades.

The main document of the contractor is the order book. The information of this document is used by the depot duty officer to fill out the reporting forms TU-1 and TU-2. Contractor fixes Additional information about the work of the teams.

For example, trips with driver instructors, trainees, etc. According to the contractor's data, the hours worked by drivers and their assistants are calculated from the beginning of the month.

The contractor's workstation should automate the maintenance of accounting and reporting information, allow receiving operational reporting information upon request.

Outwardly, the functions of the contractor's workstation are relatively simple. This led to the emergence of numerous programs that automate record keeping. However, it was not taken into account that the contractor's workstation, as well as the duty officer's workstation, is a real-time workstation.

Misunderstanding of the features of the AWP of operational personnel often leads to the creation of inoperable programs.

Operational personnel programs should allow tracking non-standard situations in real time, allow you to quickly change the work schedule, find replacements for crews and locomotives.

All information should be presented quickly and in a visual form. If there is a choice, the program should compile priority lists according to certain criteria.

At the same time, the most responsible actions of the personnel should be automatically monitored and, if necessary, blocked. And this is possible only with the complete rejection of paper technology: only with the rejection of the existing "paper" form of documents, it is possible to achieve the reliability of information in a computer.

Another feature of the operational personnel workstation is the increased requirements for the reliability of the information entered.

The program must produce comprehensive analysis input information, allowing you to quickly track as many possible errors as possible.

Operational work with locomotives and locomotive crews in the depot is performed by the operation shop. The key jobs are the depot attendant (TCD) and the construction worker (TCB). It is these two workstations that form the basis of the group under consideration. Operative communication with units external to the depot is carried out mainly by the depot duty officer.

3. Conclusions

In this term paper the locomotive economy is considered from the point of view of its automation. Given general characteristics, which includes data on the number of railway facilities. The structure of the control system of the locomotive economy is considered. The methodological approach to workplaces as elements of automation is also analyzed.

Topics covered were

• Locomotive economy as an object of automation
• Depot attendant.
• Trainer of locomotive crews.

Bibliography

1. Ministry of Railways of Russia. http://mps. ru.
2. model regulation organization of operational work and ensuring the safety of train traffic in the locomotive facilities of Russian Railways
3. Railway track: Textbook for technical schools and colleges. transp. / Z.L. Kreynis, I.V. Fedorov
4. Information Technology on railway transport: Proc. for universities railway transp. E.K. Letsky, V.I. Pankratov, V.V. Yakovlev and others; ed. E.K. Letsky, E.S. Poddavashkin, V.V. Yakovlev. M.: UMK MPS of Russia
5. Guidelines for the organization and operation of automated workplaces of the automated control system "Express-2"-M: VNIIZhT;
6. Gruntov P.S., Dyakonov Yu.V., Makarochkin A.M. and others. Management of operational work and quality of transportation in railway transport

Unscheduled repair

Equipment change

Change of bearing boxes

Change of wheelsets

Measurement of wheelsets

Book of damages and malfunctions of the locomotive

Book of inspection, repair of rolling bearings

Log of the technical condition of the locomotive

Locomotive repair record book

Book of registration of examination of wheel pairs of a locomotive

Bandage pocket book

The book of accounting for the condition of tires of wheel pairs of a locomotive and their mileage

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foreman

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QUALIFICATION CHARACTERISTICS AND GRADES OF PAYMENT OF THE POSITIONS OF MANAGERS OF SPECIALISTS AND EMPLOYEES ON THE INDUSTRY TARIFF... Relevant in 2018

Contractor for locomotive, train, refrigerator crews

4 - 6 digits

Job responsibilities. Ensures the work of teams according to the schedule in accordance with the daily plan and route schedules. Fills in, issues and accepts driver's routes. It takes into account and regulates the duration of their work and rest. Participates in the development of route schedules and work schedules for teams. Prepares a report on the work of the teams. Provides timely access to work of team workers, as well as the necessary reserve for the performance of household and additional work. Carries out control over the passage of medical examinations by employees of locomotive crews before and after trips. Implements operational management team work in accordance with the established plan. In the event of a change in the schedule of passenger traffic and shunting work makes a decision in accordance with the established procedure on the organization of work in the changed conditions. Participates in the work on the analysis and evaluation of the activities of teams. Ensures the timely provision of vacations according to the schedule and days off for the employees of the teams. Maintains established documentation. Ensures the provision of approved reporting.

Must know: Regulations on the discipline of employees of the railway transport of the Russian Federation; company charter; current instructions, orders, directives and regulations on the work of teams; the procedure for organizing work and changing teams; routes of the driver and the rules for their registration; traffic schedules and circulation areas served by brigades; location of receiving-departure and outfitting routes; modes of work and rest of team workers; job description (map); basics labor law; Regulations on working hours and rest time of railway workers; rules and norms of labor protection, safety measures, industrial sanitation and fire protection.

Requirements for qualification in the ranks of the payment.

4th grade: secondary vocational (technical) education and work experience in the profile for at least 1 year;

5th category: secondary vocational (technical) education and work experience as a contractor for locomotive, train, refrigerator crews for at least 1 year;

6th category: secondary vocational (technical) education and work experience as a contractor for locomotive, train, refrigerator crews for at least 2 years.

247 Upon the arrival of the locomotive brigade after the trip, the worker of the locomotive brigade determines the time of the next entry into the work of the locomotive brigade:

With a graphic system - according to the work schedule, informs the locomotive brigade of the date, time and place of the next intercession with the painting of the locomotive brigade in the outfit log.

In the case of a no-call system, it determines the date and time of the next intervention according to the calculations of the necessary home rest for the locomotive crew according to the formula:

T home otd \u003d (T slave x 2.6) - T otd. about. depot.

Where T house otd - the estimated time of home rest;

T slave - working time for the completed trip in both directions;

T dep. about. depot - rest time at the turnaround point.

2.6 - calculation coefficient established by the Labor Code of the Russian Federation, which determines the ratio of working time per week to non-working time based on a 40-hour working week.

The next turnout is determined by the contractor of the locomotive crews according to the daily plan for issuing after the expiration of the prescribed rest time. The contractor announces to the locomotive brigade the date, time and place of the next intercession with the signature of the locomotive brigade in the outfit log.

With a calling system, the worker of the locomotive crews determines the time of a possible call to work in a similar manner, about which he informs the locomotive crew with the painting of the locomotive crew in the order log.

In exceptional cases, it is allowed to reduce the home rest time of the locomotive crew between trips, but not more than ¼, while the reduced rest time must be compensated when the next rest is provided. An appropriate note is made in the journal of the outfit about the reduction of rest. After two night trips in a row, no shortened rest between shifts is allowed. If the estimated inter-shift rest for the locomotive crew is less than 16 hours (for suburban train crews - 12 hours), the locomotive crew is given a rest, respectively, of at least 16 hours (for suburban train crews - 12 hours).

In all cases, locomotive crews are prohibited from traveling more than two calendar days consecutively from 00:00 to 05:00 local time. This requirement does not apply to locomotive crews returning from a locomotive turnover point or locomotive crew change point as passengers.

248. Provision of a day off for a locomotive crew is carried out according to the work schedule for a month (quarter) by adding 24 hours to the calculated rest. The number of days of weekly uninterrupted rest should be equal to the number of Sundays (with a six-day working week) according to the calendar during the accounting period.

According to Article 110 Labor Code Russian Federation, the duration of a weekly uninterrupted rest should not be less than 42 hours. The transfer of the day off is carried out only upon a written application of the employee with a justification of the reasons for the transfer. The duration of the summarized day off is determined by adding 24 hours to the day off, determined in the manner provided for in the first paragraph of this clause.

The locomotive crew can be involved in work on a day off in cases of carrying out work necessary for the defense of the country, as well as to prevent a production accident or eliminate the consequences of a production accident or natural disaster (snow and sand drifts, landslides, landslides, the consequences of hurricanes, tornadoes, storms). , heavy rains, floods and earthquakes) with the written consent of the employee with the issuance of the order of the head of the locomotive (multi-unit) depot, which indicates the reasons.

254. After each trip, the worker of the locomotive brigades counts the working time of each member of the locomotive brigades, exercises control in order to prevent overtime work.

255. When developing the established norm of working time for a month, the use of a locomotive brigade in the current month is prohibited, the planning of a locomotive brigade is carried out on the first day of the next month.

Job responsibilities. Draws up monthly work schedules for drivers, taking into account the specifics of local conditions (availability of daily inspection of rolling stock, staffing, professional training drivers, the availability of service routes for the delivery of teams to work and to the place of residence, etc.), as well as the development of standard working hours, the observance of the alternation of working and weekends, morning and evening shifts based on schedules along the routes assigned to the depot. Writes out and issues to drivers on the basis of shift-daily assignments primary documents, on the basis of which the development of standard working hours and wages of drivers (orders, statements, etc.) are taken into account, as well as additional payments caused by violations of normal working conditions, downtime through no fault of drivers, for overtime work and others. Keeps records of issued orders and documents, standardized time, transfers them for payroll, compiles the necessary information for the site foreman and engineer for labor rationing. Keeps records of the working hours of drivers. Keeps records and registration of sick leaves of drivers. Takes the necessary measures for the use in the work of modern technical means.

Should know: regulations, instructions, other guidance materials and regulatory documents on the organization, labor rationing and wages of tram and trolleybus drivers, the procedure for their application; terms and rules for processing primary documents for recording working time and wages; methodological, regulatory and other guidance materials relating to the operational activities of the tram (trolleybus) depot; rules for the operation of technical means; fundamentals of labor legislation; internal labor regulations; labor protection rules and regulations.

Qualification requirements. Primary professional education without presenting requirements for work experience or secondary (complete) general education or basic general education and special training according to an established program without presenting requirements for work experience.

2 category - train brigades contractor: general secondary education and individual training at least 3 months.

3rd category - train brigades contractor of category II: secondary vocational education without presenting requirements for work experience or secondary education and work experience as a train brigades contractor for at least 3 years.

4th category - train brigades contractor of the 1st category: secondary specialized education and work experience as a train brigades contractor of the 2nd category for at least 1 year.

Job description for the contractor of locomotive crews

I. General provisions
1. The contractor of locomotive crews belongs to the category of specialists.
2. For the position:
- contractor of the 4th category of locomotive brigades, a person with an average
professional (technical) education and at least 1 year of work experience in the profile;
- contractor of the 5th category of locomotive brigades, a person with an average
professional (technical) education and at least 1 year of work experience as a contractor for locomotive crews;
- contractor of the 6th category of locomotive brigades, a person with an average
professional (technical) education and at least 2 years of work experience as a contractor for locomotive crews;
3. Appointment to the position of contractor and dismissal from it is carried out
by order of the head of the depot on the proposal of the senior worker of the locomotive brigades.
4. The contractor of locomotive crews reports directly to the senior contractor
locomotive crews.
5. During the absence of the contractor of locomotive crews (illness, vacation, etc.), his duties are performed by the contractor of locomotive crews.

II. Must know
- Regulations on the discipline of employees of railway transport of the Russian Federation;
- Charter of the enterprise;
- current instructions, orders, directives and regulatory documents on
team work;
- the procedure for organizing work and changing teams;
- routes of the driver and the rules for their registration;
- schedules of traffic and areas of circulation served by brigades;
- location of receiving and dispatching and outfitting routes;
- modes of work and rest of team workers;
- job description;
- basics of labor legislation;
- regulation on working time and rest time of railway workers
transport;
- rules and norms of labor protection, safety measures, industrial sanitation and
fire protection.

III. Job Responsibilities
1. Shift planning for the deployment of locomotive crews is carried out according to
option schedule.
2. Provide days off for locomotive crews according to the approved schedule or
after two nights of work in a row. At the same time, days off should be provided with a duration of no more than the prescribed and no less than 42 hours.
3. Monitor the correct recruitment of locomotive crews.
4. Recommend to the head of the depot a driver and an assistant driver for
formation of a newly formed brigade for moral and psychological compatibility.
5. Observe the established fastening of locomotive crews, especially young ones
machinists working less than a year, with their assistants.
6. Strictly observe the assignment of trainee trainees assistants to the driver for
mentors during work experience.
7. Monitor the development of hours, avoiding their unevenness among the brigades and
processing.
8. Inform the locomotive crews about all the notes from the front sheet for accounting hours.
9. Get acquainted with the documents on the safety of train traffic.
10. Responsible for the timely and reliable entry of information into the automated process control system for the ARMU TCHB.
11. Controls collateral safe work locomotive crews.
12. Provides an optimal mode of work and rest for locomotive crews.

IV. Rights
1. The contractor of locomotive crews has the right:
- to demand the face-to-face appearance of any member of the locomotive crew after a conversation with the contractor by phone

V. Responsible
1. For the implementation of a shift plan for placing locomotive brigades in an outfit according to options.
2. For the removal of members of the locomotive brigades from the order without the necessary grounds.
3. For untimely provision of days off without specifying the manager. locomotive crews or deputy. head of the depot for operation.