ESPECIALLY THE FUNCTIONING OF RAILWAY STATIONS IN THE CONDITIONS OF THE ORGANIZATION OF TRANSPORT OF DANGEROUS GOODS

Research Department, Dnipropetrovsk National University of Railway Transport named after Academician V. Lazaryan, Lazaryan St., 2, Dnipro, Ukraine, 49010, tel. +38 (056) 373 15 04, e-mail kozachenko@upp.diit.edu.ua, ORCID 0000-0003-2611-1350 Dep. «Management of Operational Work», Dnipropetrovsk National University of Railway Transport named after Academician V. Lazaryan, Lazaryan St., 2, Dnipro, Ukraine, 49010, tel. +38 (056) 373 15 70, e-mail zhirina2015@ukr.net, ORCID 0000-0002-4405-6386 Dep. «Stations and junctions», Dnipropetrovsk National University of Railway Transport named after Academician V. Lazaryan, Lazaryan St., 2, Dnipro, Ukraine, 49010, tel. +38 (056) 373 15 12, e-mail zhuravel72@mail.ru, ORCID 0000-0001-7338-4584


Introduction
In the context of the Strategic Plan of development of railway transport of Ukraine until 2020 [1], it is an important task of international rail freight corridors development since transportation volume and distance increasing rise the part of railways in the transport market [2]. In such a case, it is important to provide the sufficient safety level of transportation first of all of dangerous goods (DG).
The part of dangerous goods is sensate enough in general railing (according to the different valuation it is from 18 % till 25 % [3-5]), but at some station of railway network their part in processing freight flow reaches 50 % [6].
Applicability of exploitation and implementation of methods promotion of safety railing of dangerous goods, and technological and organization arrangement for reduction dangers of extremal situation with dangerous goods. It's proclaims intensification of railing in difficult conditional, for example tear rail stock and reforming of sector [5]. Total safety will attain practically impossible, be-cause a lot of mistakes do people and railway hasn't good characteristic of reliability of hardware and software. In this work did classification of measurements of safe railway operation, when railway was removing dangerous goods and developed charts of risk calculation and damage from railway passage, in and for governorship and independent itineraries of railway.
The robust model of evolution during forwarding of DG and methods of adjectives of danger was offered at work [7]. Herewith, assay of risk can be pointed as process of identifying of dangers and mark of risk for: people who assist and someone, who doesn't take part in technological process; transport capacity items; buildings; environment and other objects.
Forecasting of risks was applying at work [8] for valuation itineraries of railway of DG by railway and by car and eventual wake of military's part.
The exist regulatory structure railing of DG by railway pass on distinct location, about classification of DG, their identification, package, coding, receiving and receiving etc. Herewith, despite sufficient world experience of applying the methodology acceptable level of risk for hazardous effects [5], thanks to which man-made risks in the developed world in 10...15 years was reduced by two orders of magnitude, in the regulatory framework at DG carriage Railways of Ukraine, its recommendations didn't take into account.

Purpose
The purpose of this article is particularization of factors that impact on the work stations during the transport of dangerous goods, and the development of proposals for improving the operation of the stations of the railway network with the purpose of improving transportation safety.

Methodology
The importance of developing measures to improve the security of transportation DG is due to an increase in their share in the total volume of transportation of goods by Railways system. In particular, according to the statistics of the Directorate D of rail transportation regional branch P of UZ with a total size of departure DG (about 14 % in 2015, it was compared to 2014) growth scope in shipment of flammable gases (LNRclass 2 division 2.1) exports amounted to 36 %, the arrival in the internal notification of flammable liquids (class 3) rose by 18 %, the general sending on of toxic substances (class 6.1) increased by 20 %, and arrival of imported corrosive substances (class 8) increased by 38 %. A significant increase in departure and arrival is typical for other DG (class 9): although total shipment increased slightly, the total arrival increased by 22 %, increase in arrival in the internal message amounted to 24 %, sending exports up by 10 % and arrival in imports amounted to 12 %. The structure of the DG traffic volume by hazard class for the Directorate in 2015 slightly changed compared to 2014 and is shown in fig 1. Thus, the nomenclature of the DG come and go, is quite varied (a list of the main LC are given in table 1) and depends on the specialization of the enterprises serviced by the stations of Directorate D. Rulemaking of transport conditions of DG and, accordingly, the regulatory framework that applies in this case depends on the type of the traffic. Conditions of carriage of DG in domestic traffic by rail of Ukraine are defined by Rules of transportations of dangerous goods [9], which determine the peculiarities of cargo transportation, which are assigned to one of the classes of danger. Specific conditions of carriage of the individual DG determine the need for application of the relevant transport regulations. In particular, DG the carriage in bulk is regulated except for [9] Rules of transportations of liquid loads [10].
In the case of DG transportation in interstate transportation (CIS countries and Georgia) the Rules of transportation of dangerous goods for Railways [11], and in the case of carriage in bulk also govern the transport of liquid cargo [12].
International carriage of DG in the countries participating in the agreement on international goods transport by rail (SMGS) is regulated by Annex 2 to SMGS [13], and between countriesparticipants of the Convention concerning international carriage by rail (COTIF) used rules for international railway transport of dangerous goods (RID) [14]. The basis for all international rules and regulations recommendations of the UN Committee of experts [15].
In the case of an emergency on the railway transport of Ukraine, the liquidation procedure is determined by the current edition of the rules of safety and order of liquidation of consequences of emergency situations (ES) [16]. In addition, in [16], emergency card (ЕK) for each DG, which should be performed on rail transport.

Originality and practical value
The main factors that affect the conditions of work stations during the transport of dangerous goods are as follows:  the size of the arrival, departure and transit of DG;  main and additional dangers DG;  conditions of carriage DG (packages, bulk etc.);  view and ownership of rolling stock;  kind of message, which is DG transportation etc.
To the peculiarities of operation of railway stations when transportation DG include of:  need comply standards of ensure cover wagon with a separate DG in the cases of locomotives and coaches with passengers in the train or shunting part of train [9, 11, 13, 17, 18]. Marks of standards of ensure cover wagon with a separate DG were made in column 60 is put in the electronic invoice internal traffic at DG [19] and transferred under the wagon sheet;  need comply standards of the requirements regarding the limitation or prohibition of the dissolution of the wagons with a separate DG in the cases with hump yards or denying execution of the corresponding shunting, shocks [9,11,13,17,18]. Marks of standards of the provisions limitations dissolution with slides is put in the column 62 of the electronic consignment note internal messages at DG [19]and transferred under the wagon sheet. During the simulation work station with slide possible to use block simulation of the presence in the composition of the wagons which is forbidden to dissolution the hump yards, with the purpose of more accurate regulation of the length of the corresponding shunting work [20];  complying with the requirements for maintenance of DG conductors senders (recipients) or security specialists of the sender [9, 11, 13, 21].

Marks of conveying by conductors of the sender (recipient) is placed in column 7 of the «Declarations of sender» sender invoice internal communications at DG [19];
 compliance with the requirements for protection by means of the militarized guard of railways for DG , which are included in the nomenclature list of goods [9,11,22]. Marked on the conservation of DG by militarized guard railway in the electronic consignment note internal traffic affixed stamp «Guard of railway»;  compliance with the requirements [ 9-14] regarding the admission to transportation of cars in technical and commercial regard. In particular, in the electronic consignment note internal messaging is required a mark in the 7 «Declarations of sender» on the compliance of own (rented) rolling stock to render requirements indicating the number of the certificate on the technical condition [9,19]. Is required under the labeling on containers and packaging of the DG and on the rolling stock, which is transported DG [9, 11, 13-15];  the need for full compliance with the requirements of [9] concerning correctness of filling of the column 20 «Name of goods», in particular the presence of a mark on the insurance the sender of his liability in case of occurrence negative consequences during transportation DG [9, 19], etc.
Requirements [17,18] should be taken into account during the formation of trains, which include wagons from DG. In particular, these wagon never put passenger and postal-luggage trains, in the human trains (including the empty tanks from-under liquefied gases), in cargo or passenger trains (with the exception, as an exception, except DG class 1 on moderately loaded areas, with the approval and in the manner determined by the head of the regional branch. In addition, in the technologic process of each station must be defined way for passing, receiving and sending, as well as lay-over (if necessary) outside of train cars DG class 1 and tank-wagons with marked gases [17]. Requirements [17] also identified the need for sorting and precinct stations local instructions for the implementation of shunting and formation of trains with wagons loaded DG class 1.
For marshalling yards by requirements [13] provides for the drawing up of internal plans to ensure safety in the event of an emergency during transport of DG to prevent or reduce harmful effects on human health and the environment.
Thus, peculiarities of functioning of railway stations are significant in terms of transportation DG, and their implementation is mandatory for the railway employees to prevent the occurrence of alternating current.

Findings
Statistics proves that in the case of preventive measures, warnings as with DG [23] the costs associated with this (i.e., with a warning of risk), much less expenses on liquidation of consequences of ES [24].
Analysis accepted for accounting purposes as at the regional branch of P UZ showed that from 2009 to 2014, the number was reduced from 12 to 2. The main reasons as the following:  The vast majority is the moisture creep age of DG, class 3 (petroleum products) and 8 (acid);  Of spontaneous combustion during transport of sulphur (class 4.1 of DG) under the protective cover in open wagons under special conditions.
To prevent the occurrence of as with DG during rail transport [23] the necessary condition is fully taken into account peculiarities of operation of railway stations and the implementation of the requirements of the current normative database [9...14]. The true definition of hazardous properties of HB and the choice of transport conditions, the right choice of packaging, containers and rolling stock, compliance of the technical condition of rolling stock, forming of trains and shunting of trains performing shunting with wagons with DG, accompanied by guides or security, fill in transportation documents in accordance with the requirements the insurance entities of transport DG of its responsibility in case of occurrence of negative effects and other defined normative documents requirements will certainly enhance the level of security of the DG in the whole of the transport chain.
The measures proposed to be implemented at railway stations in terms of transportation DG include:  Compliance with the requirements of traffic safety, in particular the basic principles of the current railway transport management system traffic safety (consistency, pre-emption, prevention, prevention, rapid response, investigation, etc.);  Qualification and special training of the personnel associated with the transport of DG;  Compliance with the normal working conditions of the staff of the railway station;  The right conditions, traffic, rolling stock, containers and packaging subject to the hazardous properties of the extreme situation their classification and identification;  Ensure proper technical state of rolling stock for transportation of DG, including the preparation of wagons and containers in the cases provided for in relation to fire;  Ensuring the selection of wagons and containers for carriage in DG commercially;  Compliance by the originator of the true requirements for informing the carrier of the dangerous properties of the DG, including the level of the invoice regarding the terms and conditions of the cover, with the dissolution of hump yards, maintenance, or protection insurance the recipient of its responsibility and correct the entry in the column « Name of goods»;  Compliance with the requirements for the marking of packaging's, containers and rolling stock from DG;  Rational interaction of the railway station with the adjoining access roads in compliance with the regulatory framework and to prevent the emergence of the ЕS;  Compliance in the formation of trains and shunting work with the cars from DG;  Adherence to the principles of environmental risk management of the occurrence as during transport DG [24], in particular the detection and forecasting of hazardous processes, their intensity and recurrence, the prediction of secondary hazards in the case of the crash situation the establishment of acceptable risk etc.;  Compliance with the requirements for safe oncoming passenger trains and trains, which include cars with DG (especially classes 1...3), especially in potentially dangerous places (e.g. near gas) [25];  Improving the organization and management of transportation DG on the network by means of intelligent support for planning at the tactical level, which provides a reduction of possible risks [26], etc.