Leapfrog on the air

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Leapfrog on the air

Recently, specialists from the psychophysiological laboratory of Oktyabrskaya Doroga organized a random check of compliance with the rules of negotiations in maneuvering and passenger traffic at the St. Petersburg junction. As a result, a number of factors have been identified that negatively affect this process.

In particular, after a long absence from work, the driver of the shunting movement needs to adapt to the changed conditions. Only then is he able to get into a normal working rhythm and avoid mistakes in the negotiation rules.

During the inspection, psychophysiologists came to the conclusion that the high emotional stress of its participants is reflected in the quality of the fulfillment of the negotiation rules during maneuvers at the St. Petersburg—Main station during the night shift. Often, the teams of one train compiler are wedged into the teams of another, while the compilers are afraid that they will not work out the regulations clearly, and .. they often interrupt each other on the air. Emotional tension is manifested in the irritated and clearly raised tone of the station attendant

The most difficult period for shunting work at this station is from four to six o'clock in the morning, the results of listening to the negotiations indicate the fatigue of both the DSP and the drivers. Psychophysiologists also recorded extraneous conversations on the air that were completely unrelated to work.

The general conclusion is as follows. The pronounced fatigue of machinists and DSP during this time period is manifested in a decrease in concentration, the speed of perception and processing of information, and a delay in reaction time from three to thirty seconds.

The most difficult period for machinists, compilers and those on duty at the stations of St. Petersburg-Varshavsky-Tovarny, St. Petersburg-Baltiysky Tovarny and St. Petersburg-Baltiysky is the same - from four to six o'clock in the morning, it is at this time that various "exchanges of opinions" occur, clogging the airwaves, and the regulations are violated. By the way, the quality of the communication between the compiler and the machinist, the machinist and the chipboard at the St. Petersburg-Baltiysky station is so low that it is difficult even to track the implementation of the regulations. Many recordings of negotiations last only two seconds, and then they stop! For example, you can hear the compiler giving a command to the driver, and then there is simply no recording. What the machinist says to the compiler is unknown!

When switching from train work to shunting, drivers of passenger traffic at St. Petersburg Glavny station are more likely to violate regulations than shunting ones. They do not confirm the letters and readings of the maneuvering signals. Perhaps this is due to the specifics of the work, as well as the absence in the instructions for the rules of negotiations of a clause on informing the DSP about the indications of shunting signals by the driver of passenger traffic when it switches to shunting. Due to the lack of an instructional document, the mindset of perceiving and reproducing maneuvering signals is not clearly fixed in the mind of the driver of passenger traffic.

The train drivers of the St. Petersburg-Finlyandsky depot, who took part in listening to the negotiation rules, made the following suggestions: First, you should call the last name of the DSP and the driver of the shunting locomotive only at the beginning of the shift, and then contact the driver by the locomotive number for brevity and to reduce irritability due to constant repetition. Secondly, when following the forbidding maneuvering signal of the DSP, it is not necessary to inform the driver about the condition of the arrow handles along the route. Thirdly, when fixing the train, the driver may not inform the DSP about the brake shoe numbers. Fourthly, it would be good to add to the order of the head of Oktyabrskaya road No. 197N dated 31 05 2004 a clause on informing the station attendant by the driver of passenger traffic when switching to shunting work about the indication of shunting signals.

Perhaps someone has an opinion on this subject, it would be interesting to hear it or read it in the magazine "Locomotive". The mutual exchange of such information has not hurt anyone yet.

S.E. MAYAKOVA, Head of the psychophysiological laboratory of Oktyabrskaya Doroga

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