Trainer of locomotive crews. Job description for a contractor for locomotive crews Contractor for locomotive crews

Job description locomotive brigades contractor

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, orders and regulations 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. Carries out control over ensuring the safe operation of 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.

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 important factors attraction of 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 occupies a leading position in the freight turnover of all modes 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 long-haul and medium-distance and suburban passenger traffic.

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. Total population inventory fleet of traction rolling stock 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 according to various directions farm activities.

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.

Figure 1 - Accounting forms in the repair economy

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;

Sources of primary information in 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 techologies allow 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. The stable operation of the road as a whole largely depends on the stable operation of the locomotive depot.

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 fuel, sand storages, 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 deployment of locomotives (OKDL) and operational control of the deployment of locomotive crews (OKDB).

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.

Complex climatic conditions, the difficulty of maintenance and even safety issues (sensors for the number of axles must be installed before the entrance arrow of the station) 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 is technical solutions and on the basis of radio stations of the locomotive, magnetization of wheel sets, 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 be simultaneously removed: easy installation 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 common task creation of EDCU and development of ASOUP through the use of axle count sensors typical for the industry or the road and devices for reading locomotive numbers, installed, among other things, 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. Informationally SAUT is not associated with the depot, however, on-board electronic devices require maintenance SAUT operation should also be taken into account when creating information network depot.

ASOUP provides information to almost all levels of management through existing systems at stations and other linear enterprises, as well as through interaction with top-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 new information support, switch to automated compilation of the main primary documents and receive messages about operational events directly from the computer, as well as from 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 make certain changes and additions to it. 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 the locomotive crews is instructed by the depot duty officer on safety and train traffic safety, gets acquainted with current position order, checks the performance of the contractor's workstation, filling out the established reporting forms by the previous employee, enters his personal data in the user line of the contractor's workstation, makes the established marks in the duty log. 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 outfit.

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 factor set Labor Code RF, 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 corresponding movement of this worker to 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 worker of the locomotive crew counts the working time of each member of the locomotive crew, exercises control in order to prevent overtime 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 should produce a comprehensive analysis of the 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 regulations for organizing 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

Magazine technical condition 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

Master

foreman

Master flaw detectorist

Lok. foreman

Master

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foreman

Master flaw detectorist

measurer

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	driving forces population: all strata of the population peasants Sharua bii batyr sultans 20 thousand people all strata of the population peasant Sharua bii batyr sultans Course of the uprising: autumn 1837 organization of rebel detachments; the beginning of open resistance to the tsarist government; spring-summer 1838 armed clashes with the tsarist detachments; an attack on the villages of the hated sultans; the defeat of the Akmola fortress by the Kenesary detachment; increase in detachments moving the center of the uprising from the Middle to the Younger zhuz; 1840 invasion of Kenesary into Kokand...

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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 entry to work of team workers, as well as the necessary reserve for the implementation of economic 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, it 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, instructions and regulatory documents for 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); fundamentals of labor legislation; 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.

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 etc. Keeps records of issued orders and documents, normalized time, transfers them for payroll, draws up necessary information for the foreman of the site and the 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 (full) general education or basic general education and special training according to the established program without presenting requirements for work experience.

2nd category - train brigades contractor: general secondary education and individual training for 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.

Introduction

The Regulations for organizing the work of reserves of conductors of JSC Federal Passenger Company (hereinafter referred to as the Regulations) ensure the unification production processes, is aimed at achieving the company's goals and determines the main activities of the branches of JSC Federal Passenger Company (hereinafter JSC FPC) and their structural divisions.

The requirements of these Regulations are binding on all employees of JSC FPC.

The planning of the work of structural divisions for the coming year is carried out by a branch of JSC FPC and is combined into an Action Plan for improving the quality of passenger service and working conditions for employees on the following blocks of issues:

the work of the smart part, the balance of working time;

sanitary and living conditions (equipment of workplaces, food, service premises);

uniforms, personal protective equipment, overalls;

interaction of reserves of conductors with other production sites (formation, operation and repair of cars, operational department of the branch, etc.);

interaction with contractors;

organization of employee training (including technical);

ensuring the safety of train traffic along the route, SMBD;

introduction of electronic technical means and software in passenger trains;

conformity staffing reserves of conductors to the volume of work performed;

recruitment plan;

reduction and optimization;

organization of targeted inspections of reserves of conductors;

class ranks, professional excellence, "Passport of trust", "Coupon of quality";

branded and international trains;

property;

the work of the instructor staff;

information security of the reserves of conductors (availability of workstations of ACS "Express", AS SK SSPS GIS RZD, etc.)

Organization of the work of contractors for the formation of train crews

2.1. Tasks of the dressing department:

formation of train crews taking into account the established standards and requirements for service classes;

monitoring compliance with the regime of work and rest, norms for working hours;

planning the formation of train crews in accordance with the approved work schedule;

implementation of functional tasks and conduct of work in ECASUTR;

registration and maintenance of the route of the conductor of the passenger car and the acceptance of cargo and baggage form No. FTU-33 (hereinafter referred to as the Route sheet);

monitoring the timeliness of employees passing the medical commission and their going to work;

familiarization of employees with the schedule of work and rest;

maintaining reporting and regulatory documentation;

Accounting documentation of the smart part.

2.2.1. On the paper media:

schedule of work and rest of train crews for the accounting period (half year, year) - posted on information stand;

conductor pin lists passenger cars(hereinafter referred to as the Carriage Conductor) behind the brigades;

lists of assigning train crews to trains;

orders for conductors of cars certified for the right to service trains of the “branded” category;

orders to assign first-winter wagon conductors to experienced passenger wagon conductors;

orders for the appointment of trains, replenishment / reduction of schemes, sending cars to / from repair, etc.

vacation schedule for Carriage Conductors for the current year;

routes of the conductor of the passenger car and the acceptance of cargo and baggage form No. FTU-33;

printouts of extracts from formation books with personal signatures of train workers;

printouts of extracts from personal cards of train workers with their personal signatures.

2.2.2. In electronic form in the EC ASUTR:

orders for granting holidays to conductors of passenger cars;

imposing orders disciplinary actions for wagon conductors;

orders for the movement of train workers;

orders for the personnel of train workers (hiring, dismissal);

orders to encourage train workers;

personal cards of train workers;

books for the formation of train crews for each train (hereinafter referred to as the Book of formation);

a general book for the exit of Carriage Conductors to work;

hot reserve book.

The senior contractor is responsible for organizing the work of the dress department, who reports directly to the deputy head structural unit- the head of the reserve of conductors (hereinafter referred to as the Head of the reserve) or his deputy.

2.4. Requirements for the organization of the workplace of the train crew contractor:

Personal Computer, keyboard, mouse;

software SAP logon, ACS "Express", e-mail;

multifunctional device (printer, copier, scanner);

telephone with access to long-distance calls;

expendable materials(A4 paper, stationery)

Responsibilities of the contractor for the formation of train crews.

2.5.1. To form train crews together with the head of the train in compliance with the norms of the regime of work and rest.

2.5.2. Control the working hours of train crew workers, compliance with the norms of inter-shift rest.

2.5.3. Carry out the arrangement of Carriage Conductors in accordance with the train formation scheme and taking into account the requirements of the current standards for the maintenance of carriages by conductors.

2.5.4. When joining a flight, control the presence of an identity card, a certificate with marks on checking knowledge of the PTE, labor protection requirements, fire-technical minimum, rules technical operation electrical installations with voltage up to 1000 V, the right to service the tail car (for the conductor of the tail car), the conductor’s sanitary book, the timeliness of passing the medical commission;

2.5.5. Issue Route sheets to train crew workers against signature in an extract from the formation book printed from the EC ASUTR. It is forbidden to issue the Route sheet to unauthorized persons, including the head of the train.

2.5.6. Enter data on the formation of train crews in the EC ASUTR. 2.5.7. Draw up an act together with the head of the train, the senior contractor and the instructor of the train crews on the unauthorized departure of the conductor of the car from work, indicating the date, time and substance of the case.

2.5.8. Control the attendance of train crew members.

2.5.8.1. In the event of a long-term absence from work (more than 2 weeks) and the absence of information about its reasons, the senior worker reports to the Head of the Reserve in a report to further inform the head of the structural unit and his deputy for personnel and social issues to organize work to find out the reasons for the long-term absence of the employee.

2.5.8.2. Upon receipt of information about a long absence of an employee, the personnel management department prepares and sends a notification letter to the conductor of the car, in which he asks to inform the reason for his absence from work. If there is no response within 2 weeks after receipt of the notification of delivery, the procedure is repeated. Upon receipt of 2-3 notifications and the continuing absenteeism of the conductor of the car, the deputy for personnel and social issues prepares a memorandum addressed to the head of the structural unit to make a decision on the dismissal of the employee.

2.5.8.3. In the event of the appearance of the Car Conductor for work and the discovery of absenteeism, the senior worker for the formation of train crews is obliged:

demand a written explanation from the Car Conductor with the obligatory indication of the specific time of non-appearance and the reason for his absence from work;

put down the date of his absence from work on the explanation of the Car Conductor and sign (the presence of work and unauthorized use of days off does not relieve the employee from liability);

to report in a report to the deputy head of the structural unit - head of the reserve of conductors to organize an official investigation of the case of absenteeism and determine disciplinary measures.

2.5.9. Demand from the employee of the train crew documents confirming the absence from the workplace along the route (hospitalization in medical institutions, detention by police officers, upon arrival at the reserve of guides).

2.5.10. Warn train crew workers about the timely passing of a medical commission no later than a month before the expiration of the previous one, with a mandatory signature for familiarization in an extract from a personal card printed from the EC ASUTR.

2.5.11. To issue to the heads of trains the duty schedule of the conductors of the carriages for review under the signature of all members of the train crew.

2.5.12. Control the entries in the personal cards of the Carriage Conductors and Train Managers in the EC ASUTR.

If there is an entry in the personal card about the appointment of an official investigation on violation of labor or technological discipline, the conductor of the car is sent to the management of the reserve of conductors. If a an official investigation is postponed, then the decision to provide work to the Car Conductor is made by the senior contractor in agreement with the head of the reserve conductors.

2.6. The procedure for issuing the itinerary of the conductor of a passenger car and the acceptance of cargo and baggage form No. FTU-33:

pick up Route sheets of employees scheduled for the trip;

when a train crew member arrives, put down the date and time of opening of the Route List (columns 1 and 2), in column 4 the train number, in column 5 the inventory (factory) number of the car, in column 6 the direction, and sign in column 29;

in case of non-attendance of the Car Conductor for work, in column 4, mark “n / a” (non-attendance) and sign in column 29;

if necessary, rewrite the Car Conductor for a later date, mark opposite the old date in columns 4 and 5 “rewritten to ....”, sign in column 29 and write the new release date in the line below;

upon delivery by the Conductor of the car of the Route sheet, make a note about the closure of the flight in columns 7 and 8, sign in column 30 and write down the date of the next exit in column 1;

duplicate entries from the Route List into the electronic route of form No. FTU-33 in the EC ASUTR;

when transferring the conductor to another production site, make an entry “Order dated CC.MM.YYYY No. XXX from CC.MM.YYYY to CC.MM.YYYY - (name of the production site)”;

in case of loss or damage, issue a duplicate of the Itinerary only upon the personal application of the Car Conductor and the mandatory permission of the Head of the Reserve to issue a duplicate, while in the duplicate of the Itinerary, restore flights based on the data of the EC ASUTR (stamps are not transferred, because this route of form No. FTU-33 is a copy).

the calculated Route sheets are stored in separate folders according to personnel numbers before delivery to the structural unit of Zheldoruchet;

corrections in the Route sheets by destroying the previous entry by the proofreader are not allowed - if necessary, the erroneous entry is crossed out, a signature is put and new information is entered;

2.7. The procedure for filling out the book for the formation of train crews in the EC ASUTR:

after the formation of the train crew in accordance with the standard established for servicing the train, the serial and factory numbers of the cars, full name Conductors of wagons, their personnel numbers, the total number of wagons and conductors;

further, a printout is made from the Book of Formation, in which they sign: the conductors of passenger cars (for receiving the Route sheet), the worker for the formation of train crews and the head of the train, who certify the formation of the train crew for the departure of the train;

upon arrival of the train at the point of formation, the order and serial number of the car, full name the Carriage Conductor, the planned date of the Carriage Conductor's arrival at work, the total number of carriages and attendants;

further, a printout is made from the Book of Formation in which they sign: the conductors of passenger cars (for the delivery of the Route sheet and familiarization with the date of the next appearance for work), the worker for the formation of train crews and the head of the train.

2.8. Issuance of disability certificates for train workers.

2.5.10.1. In the event that the conductor of passenger cars is scheduled for work, the senior contractor for the formation of train crews for reverse side certificate of incapacity for work fills out the upper part of the sheet with the obligatory mark “painted on ( date)”, then the schedule of the brigade for the period of absence of the conductor of passenger cars due to illness and personally transfers it to the structural unit of Zheldoruchet against signature.

2.5.10.2. In the event that the conductor of passenger cars was not scheduled for work, the certificate of incapacity for work notes “not scheduled”. All entries must be signed and dated. Further, the worker for the formation of train crews is obliged to present to the conductor of passenger cars the previously drawn up act on unauthorized departure home, demand an explanation, after which all the necessary documents collected are transferred to the head of the reserve conductors for analysis.

in case of illness of the conductor (reported by phone), in column 4, write “n / y” and only after presenting a certificate of incapacity to work, make an entry “B / l No. XXXXXX from HH.MM.YYYY to HH.MM.YYYY”, sign in the column 29 and put down the date of entry to work in column 1;

2.6. Registration of the next and study holidays train workers.

An order is issued to grant leave. The contractor for the formation of train crews, after receiving the order, determines the start of work for each conductor of passenger cars, taking into account the work schedule and hours worked, with their obligatory list for going to work in the "Book of Formation" and "General Book of Exits".

In the event that another vacation is granted outside the schedule due to the transfer at the request of the employee and agreement with the management, the following visas are affixed to the employee's application for vacation:

an outfitter for the formation of train crews, who notes the “working out of hours” when recording working hours (or the number of hours available in stock, with a total accounting of working hours), information necessary for the attention of the head of the reserve conductors (the presence of absenteeism, a ban, etc.);

the personnel department, which notes the right to use the leave; the head of the reserve of conductors, who reflects his opinion on the possibility of granting leave.

2.5.12. The procedure for issuing days without pay, earned during the summer period, vacations without pay is similar to the procedure for granting the next vacation outside the schedule, established by clause 2.5.11. Regulations.

2.5.13 When assigned to service a trailer car (a group of cars), he determines and appoints one conductor to perform additional duties (hereinafter referred to as the senior conductor).

Senior Conductor – an employee, from among the Carriage Conductors, who, by order of the head of the structural unit, is entrusted with the functions (determined by the order) of managing the workers of the trailer car (group of cars) with the establishment of an additional labor intensity factor.

Referral of the senior conductor to the responsible person, determined by the head of the structural unit, to receive the kit required documents(travel report, trip log, forms for accounting for the population and consumption of bed linen form LU-72, a book of complaints and suggestions, receipts of the form VU-9, etc.).

2.9. During the period of mass summer passenger traffic, the assignment of Car Conductors to crews is reviewed, if necessary. If train crews are formed from student teams or conductors accepted under a contract, then conductors with at least one year of experience are appointed to service the head and tail cars.

2.10. One worker for the formation of train crews can be assigned from 150 to 300 people.

Checking the itinerary before issuing:

records in the personal card of the Carriage Conductor in the EC ASUTR (marks on the analysis, absence from work, compliance with the return to work after illness, passing a medical examination, etc.);

working hours;

passing a briefing;

availability of uniforms;

passing certification for the right to service branded trains train workers, if a branded train is being formed.

3. Organization of work with forms and documents

The forms and documents in the reserves of conductors include:

tickets, receipts of surcharges and other documents of all forms for registration of passenger travel (including those issued using software and hardware);

receipts of various fees RS-97;

receipt for the use of bedding forms
VU-9;

acts of form LU-4;

forms for recording the population of passengers in the car and the consumption of bed linen of the form LU-72, INU-4 (numbered with a numerator, with the stamp of the enterprise);

trip log form VU-6;

book of complaints and suggestions form ADU-20;

travel report;

route form No. FTU-33.

Forms of tickets, receipts and forms of strict accounting are established, produced and received centrally. Production of these forms in local printing houses is not allowed.

3.1. The procedure for working with the route form No. FTU-33

3.1.1. The route of the form No. FTU-33 is used to record the used working and non-working time of Car conductors, heads of passenger trains, train electricians servicing passenger trains along the route.

3.1.2. By the 24th day of the previous month, the train brigades formation contractors enter the routes of the form No. FTU-33, fill in the columns on the front side of the route of the form No. FTU-33: "Enterprise", "profession, surname, name, patronymic", "route number", month and the year for which the route of form No. FTU-33, “Personnel number”, “Date of filling out the route”, “ Tariff rate worker." In the issued routes of form No. FTU-33, according to the personal cards of train workers from the EC ASUTR, the reasons and period of absence from the workplace (vacation, rest days of the “special regime” earned during the summer period, absence of workers due to illness “B / l No. XXXX from HH.MM.YYYY to HH.MM.YYYY” and other distractions), assigned ranks.

3.1.3. Workmen for the formation of train crews select the routes of the form No. FTU-33 according to the orders for the next day and verify the records in personal cards. During the briefing by the conductors of passenger cars, the workmen form a train crew, fill in columns 1, 2, 3, 4, 5, 6, 29 in the section "Indicators of work and rest time" and issue them directly to the conductors of passenger cars and the head of the train, who sign for obtaining routes of form No. FTU-33. For paired trips, each trip (turnover) is issued in the itinerary of Form No. FTU-33 as a separate line. During the trip, the routes of Form No. FTU-33 are kept by the Car Conductor.

3.1.4. At the turnaround point, the head of the train collects the routes of the form No. FTU-33 from the conductors of the cars, draws up the section “Mark at the turnaround point”: fills in the columns “Train number”, “Day and month”, Hours and minutes”, all this is certified by a stamp and signature on duty at the station, fills in the following columns in the section "Indicators of work and rest time": 16 and 33. In the routes of form No. FTU-33 of the Conductors of cars serving the tail car, writes down the number of hours of work on the tail car. Upon completion of these operations, the head of the train distributes routes of the form No. FTU-33 to the conductors of passenger cars.

3.1.5. During the delivery, the section “Information on the acceptance and delivery of wagons” is filled in: the columns “Train number”, “Wagon number” - factory and serial, “Date of delivery of the wagon”, “Wagon handed over”, “Wagon accepted”, “Note on the status wagon and equipment.

3.1.6. After passing the shift, the head of the train and the conductors of passenger cars personally hand over the completed form routes
No. FTU-33 to the worker for the formation of train crews, who checks the correctness of filling in the routes of the form No. FTU-33 by the head of the train and the conductor of the passenger car, closes the route of the form No. FTU-33 (fills out columns 7, 8, 30), indicates the date of the next report to work (fills in columns 1, 2).

3.1.7. Not later than the next day after the shift has been completed, the train brigades formation contractors fill in the following columns in the section “Indicators of work and rest time”: 9, 10, 11, 12, 13, 15, 17, 18, 19, 21, 23, 24, 25 , 26, 27, 28.

3.1.8. Before the end of the reporting month, but no later than the last day of arrival in the reporting month of this Car Conductor, the Car Conductor puts his signature on the reverse side of the route of the form No. FTU-33 in the column "Conductor, signature, transcript of the signature", the head of the train on the reverse side of the route of the form
No. FTU-33 puts his signature in the column "The head of the train, signature, transcript of the signature" and makes notes about the bonus. In case of deprivation of the bonus payment, the head of the train makes a note about this with reference to the document on the basis of which the deprivation of the bonus payment is made and takes a written explanation from the Car Conductor, which is transferred to the instructor of the train crews.

3.1.9. Until the 1st day following the reporting month, train crews in the EC ASUTR make the final calculation of the route of form No. FTU-33 and fill in the section “Payroll: columns“ Type of payment ”, payment code, hours and interest on this species payment, “Calculation made, position, signature, decoding of the signature”, “Actual hours”, “Normal hours”.

3.1.10. After taxation, routes of form No. FTU-33 are transferred to the structural unit of Zheldoruchet for payroll. Routes of the form No. FTU-33 are transferred to the structural subdivision of Zheldoruchet against signature in the book for the delivery of routes indicating the name of the accountant and the number of transferred routes.

3.1.11. All paid routes of form No. FTU-33 are stored in the structural unit of Zheldoruchet in a filed form according to personnel numbers.

3.1.12. During the month following the reporting month, train crew formation contractors selectively check the correctness of calculating the routes of the form No. FTU-33 of the conductor of passenger cars (the head of the train) and correct errors, if any.

3.1.13. Corrections are not allowed in the routes of form No. FTU-33 by destroying the previous record by the corrector. It is necessary to cross out the erroneous entry, sign and write new information. When filling out the route of form No. FTU-33, entries should be made strictly in the appropriate columns. Extra entries in the route form No. FTU-33 are not allowed.

3.1.14. In case of loss or damage to the route of the form No. FTU-33, train crew formation contractors issue a duplicate if there is an application from the Car Conductor (train head) for the issuance of a new route of the form No. FTU-33, indicating the reason and the obligatory permission of the head of the reserve conductors to issue a duplicate. On the basis of the entries in the book of formation of train crews and personal cards, the train brigades formation contractors restore the lost flights and put their signature for each restored trip.

3.1.15 In column 19 of the route of form No. FTU-33, the hours of work of the conductor on coal heating are entered in accordance with the work and rest schedules of the conductors of the cars.

3.1.16. The section on the reverse side "Storekeeper's notes on the issuance to the conductor and receipt from him of bed linen, tea products" is used to determine the amount of deductions for lost bedding. The contractor for the formation of train crews is prohibited from accepting routes without the mark of the storekeeper.

3.1.17. The head of the train reflects the right of the conductor of the car to pay a bonus based on the results of work for the trip. In case of deprivation of the bonus payment, the number of the item of the document and the name of the document on the basis of which the deprivation of the bonus payment is made shall be indicated.

3.1.18. The column "Normal hours" is filled in by contractors for the formation of train crews as follows:

in case of working time accounting in turn - the norm of working hours of the reporting month;

in the case of summarized accounting of working hours: in the first month of the accounting period, the norm of working hours for the entire accounting period is affixed; in the second and subsequent months of the accounting period, the norm of working hours of the accounting period is affixed, minus the hours previously worked in this accounting period;

when recalculating the norm of hours due to the absence of an employee due to illness, in all types of vacations, days of rest earned during the period of the “special regime”, the recalculated norm of hours is recorded.

3.1.19 The shelf life of routes of form No. FTU-33 is 3 years. Routes of form No. FTU-33 are filed in bundles according to personnel numbers and stored in the structural unit of Zheldoruchet. The destruction of the routes of the form No. FTU-33 after 3 years is carried out after the preparation of the act by burning.

3.2. The procedure for working with the VU-9 form

3.2.1. Form VU-9 is approved for use in railway transport when paying passengers for the use of bed linen. Form forms VU-9 are a document of strict accounting. The receipt form consists of 2 parts (sheets) of self-copying paper, marked with one number and series:

1 sheet - the receipt spine - remains with a book for the report of the head of the train to the cash desk of various fees;

Sheet 2 - a receipt with a protective net - is issued to the payer.

The receipt book contains 50 receipt numbers or 100 sheets.

In branches where the code and name of the road are typographically applied, the stamp of the structural unit is not required, since this does not lead to a violation of cash settlements with railway transport customers.

3.2.2. Accounting for forms in structural divisions is carried out in books of accounting for strict accounting and reporting forms, bound, numbered and signed by the head of the structural division or a financially responsible person and certified with a seal. The forms are stored in the safes of the structural divisions.

3.2.3. Boss passenger train, the chief conductor is obliged to receive receipts of the VU-9 form before the flight. Receipts of form VU-9 are issued to the heads of passenger trains (senior conductors) at the box office of various fees, with registration in the issue book. The number of books of receipts VU-9 issued to the head of the train or the conductor of the trailer car is determined from the amount of bed linen in the train (trailer car), taking into account the need for receipts for the entire route. The numbers of the books of receipts VU-9, issued to the head of the passenger train (senior conductor) at the cash desk of various fees, are entered in the travel report with the date indicated and certified with a signature and a stamp.

3.2.4. Receipts of form VU-9 are issued by the head of the train to the conductors of sleeping cars before the departure of the train from the formation point and during the journey as necessary. It is not allowed to use one book of receipts for several wagons. The numbers of issued receipts of the VU-9 form are entered by the head of the train in the form for recording the population and consumption of bed linen f. LU-72 (in the column the code of the destination station) of the car for which the receipts were issued.

3.2.5. Receipts of form VU-9 are kept by the conductor of the passenger car in the ticket folder along with the funds received for the use bed linen from passengers. Responsibility for the safety of receipts VU-9 and Money lies on the duty conductor of the car.

3.2.6. When issuing a VU-9 receipt, the wagon conductor must fill in all the columns of the receipt without fail. On the form of the receipt, a stamp with a fixed cost of bed linen can be applied in advance. Registration and issuance of receipts of form VU-9 to passengers is carried out simultaneously with the issuance of bedding to passengers and the collection of their cost.

3.2.7. The head of the passenger train, when exercising control over the work of the train crew, checks the timeliness and correctness of execution, as well as compliance with the rules for storing receipts of the VU-9 form by conductors of passenger cars.

3.2.8. No corrections to receipts are allowed. In case of damage or incorrect execution of the VU-9 receipt, both sheets of the receipt are crossed out separately and the word “spoiled” is written, the head of the train is stamped, his signature and date. If the damaged receipt is torn out of the book, the reason for the damage to the receipt must be additionally indicated.

3.2.9. Upon arrival at the return point of the train, the wagon attendant writes down on the back of the last used receipt the number of used and damaged receipt forms and the total amount of payments received. The conductors of passenger cars hand over the roots of the used forms of receipts to the head of the train (senior conductor). At the same time, the head of the train checks the compliance of the number of used receipts with the number of bed linen sold to passengers, according to the accounting forms LU-72. After reconciliation, he makes an appropriate entry in the registration form LU-72. Then the head of the train seals the bags with the used bed linen.

3.2.10. Before arriving at the train formation point, the Car Conductor writes down on the back of the last used receipt the number of used and damaged receipt forms and the total amount of payments received. The stubs of the used forms of receipts and the payments received on them, as well as the remaining unused forms of strict accounting, are handed over by conductors of passenger cars to the head of the train (senior conductor).

3.2.11. The head of the train submits the cash proceeds from the sale of bed linen, receipt stubs with a report on the forms used to the cash desk of various fees with the issuance of a receipt RS-97m within two hours after the arrival of the train.

3.2.12. In case of non-delivery of the remaining receipts VU-9 by the head of the train after the trip, the employee responsible for issuing receipts immediately reports in writing to the head of the structural unit.

3.3. The procedure for working with receipts of various fees form RS-97,
RS-97m.

Receipts of form RS-97, RS-97m are allowed for use in railway transport when making payments to passengers for railway transport services.

3.3.1. The receipt of form RS-97 (RS-97m) is a document of strict accounting and is issued to the payer upon receipt of fees, tariffs and surcharges, for the collection of which there are no special forms of forms. The receipt form consists of three parts (sheets) of self-copying paper, marked with one number and series.

1 sheet - receipt stub - sent to the financial department of the branch;

2 sheet - receipt coupon - remains with the book in the affairs of the structural unit;

3 sheet - a receipt with a protective net - is issued to the payer.

The receipt book contains 25 receipt numbers or 75 sheets. The stamp of the structural subdivision receiving payments is put on the forms of receipts in advance.

3.3.2. In the case of registration of payment for railway transport services in a passenger train, the head of the train, according to the receipt of various fees RS-97, collects the following fees and charges:

insurance fee;

commission fee;

baggage allowance (hand luggage);

the cost of lost or damaged equipment (only on receipt RS-97m).

3.3.3. Receipts of form RS-97 (RS-97m) are issued to the heads of passenger trains at the box office of various fees, with registration in the issue book. The number of books of receipts RS-97 (RS-97m) issued to the head of the train is established by local technology. Numbers of books of receipts RS-97 (RS-97m) issued to the head of a passenger train at the box office of various fees are entered in the travel report with the date and certified by a signature and a stamp.

3.3.4. Receipts of form RS-97 (RS-97m) are stored in a safe along with the funds received from payers along the way. Responsibility for the safety of receipts RS-97 (RS-97m) and cash lies with the head of the passenger train.

3.3.5. The book of receipts of form RS-97 (RS-97m) must be filled in in the order of priority of numbers. With simultaneous payment by the payer different types payments for each type of payment, the receipt is issued separately. Payments from different payers are processed separately for each payer. It is allowed to issue family members on one receipt of fare, but not more than three (one last name, indicating the number of people). All columns must be filled in clearly, without corrections, especially when writing numbers. The name of the payer is indicated without abbreviation.

3.3.6. No corrections to receipts are allowed. In case of damage or incorrect execution of receipts RS-97 (RS-97m) indicating the numbers and the amount in words, all three sheets of the receipt are crossed out separately, and the word “spoiled” is written, a station stamp is put at the nearest station, certified by the signature of the station attendant and date. In case of damage to the receipt without indicating the amounts of payments, all three sheets of the receipt are crossed out separately, the word “spoiled” is written, the head of the train is stamped, his signature and date. Damaged receipts remain in the receipt book.

3.3.7. The procedure for filling out receipts of the form RS-97 (RS-97m):

in the upper left corner of the receipt of form RS-97 (RS-97m) the name of the railway and the name of the branch (structural unit) in whose staff the employee is issuing the receipt of form RS-97 (RS-97m) is indicated, as well as the route of the passenger, for which fees are charged;

in the upper right corner the number of the train, the number of the car in which the passenger is traveling, and the number of the seat provided for travel are indicated;

in the column "type of transportation" it is indicated: "long-distance" or "local";

the surname, initials of the passenger, his address are indicated (in the absence of a document indicating the address, it is filled in from the words of the passenger);

in the column "code" the codes of articles of the code of various fees are indicated;

the column "name of the fee" indicates the service for which the payment or fee has been received;

in the column "date and number of the document" the date and number of the document to which the surcharge is made, payment received (the following abbreviations are used during registration: PN (passport), VB (military ID), SR (birth certificate), UD (certificate) ), its series and number;

in the column "amount (rub.)" the amount of the collected payment is indicated in figures, the total amount of the receipt is indicated, and the amount is indicated in words below;

in the column "cashier" the signature of the LNP is put, which issued the receipt of the form RS-97 (RS-97m);

the amount recovered on the receipt is confirmed by the signature of the payer.

3.3.8. The completed receipt is separated from the coupon and receipt stub and issued to the payer. The coupon and receipt stub remain in the receipt book.

3.3.9. On the back of the spine of the last receipt issued for a given date, the total of the amounts collected for the reporting day with the payment unit, according to the codes, is indicated in numbers.

3.3.10. All issued books of receipts of form RS-97 (RS-97m), both used and not used, after the end of the trip, within an hour after the arrival of the train, are handed over to the cash desk of various fees, together with cash collected on receipts of the form RS-97 (RS -97m).

3.3.11. The cashier of the cash desk of various fees, having checked the compliance of the collected payments and the handed over cash, draws up the receipt of money according to his receipts of the form RS-97 (RS-97m). After verifying the correctness of the financial report, the cashier puts the stamp of the cash desk, the date and his signature in the travel report, thereby certifying the fact that the receipts of the form RS-97 (RS-97m) were handed over to the cash desk of various fees.

 

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