What categories are railway routes classified into? On the railways of JSC Russian Railways. II. freight train formation plan

Passenger transport routes can be classified according to various criteria. According to the accepted classification of passenger

transportation (see topic 3) can be distinguished: urban, suburban, intercity, international routes, which serve the corresponding types of passenger transportation carried out on the basis of route technology. Urban passenger routes are also classified according to several

criteria.

By duration: A) permanent routes operate throughout the year; b) temporary routes operate during certain periods of time (seasonal, weekdays, weekends, etc.).

By purpose: A) basic routes; b) delivering to routes of other modes of transport.

By the nature of the route: A) pendulum routes have the route of rolling stock in forward and reverse directions along the same route; b) ring routes in which the route is a closed loop, and the starting and ending points coincide.

By the nature of the location within the city: a) diametrical; b) radial; c) tangential; d) ring; e) departure; e) peripheral

1 – diametrical;

2 – radial;

3 – tangential;

4 – ring;

5 – departure;

6 – peripheral

According to the terms of use of stopping points: A) ordinary routes on which stops are made at all

intermediate points are mandatory; b) shortened routes are organized only on a certain part of the regular route, where there is the most intense passenger traffic. Shortened routes can be permanent or temporary (during rush hour); V) express the routes involve direct bus service without intermediate stops along the way. They can be permanent or temporary; G) high-speed (semi-express) routes require a stop vehicle only at some intermediate stopping points. The presented list of types of routes is not exhaustive, since the emergence of new requests from passengers and the development of technologies for organizing the transportation process leads to the development of new types of routes.

Forms of labor organization for drivers and conductors. Breaking work shifts and conditions for their use on city routes. Reservation of rolling stock. Drawing up work orders for drivers.

The peculiarities of the distribution of passenger flows by hour of the day make it necessary to have buses on routes with different durations of stay on the line, which is achieved by using various forms organization of work of bus crews.

The choice of the form of organization of work for bus crews is determined by the characteristics of the routes served and should ensure: better service for passengers and regularity of traffic during all operating hours of the buses; release of rolling stock onto the line in quantity and time according to the schedule; safe transportation of passengers; compliance with the length of the working day, breaks during work for rest; full use of the established balance of crew working time per month; high labor productivity.

In the practice of the PATP, several basic forms of organizing the work of driver teams are used. Let's consider approximate work schedules calculated for a month (30 calendar days), with a monthly balance of working hours with a six-day working week 178 hours.

Built form of labor organization

With this system, three teams are assigned to one bus, working according to the following schedule.

The average duration of a work shift for teams will be 178: 20 = 8.9 hours (including 0.3 hours of preparatory and final time, 20 is the number of working days per month).

With a lunch break of 0.5 hours for teams, the time the bus spends on the route = (8.9 hours - 0.3 hours + 0.5 hours) * 2 = 18.2 hours.

With a break duration of 1 hour, the time the bus spends on the route = (8.9 - 0.3 + 1) * 2 = 19.2 hours.

This form of labor organization is advisable to use for buses that begin and close traffic on routes.

Two-half form of labor organization

This form of labor organization involves assigning five teams (including one replacement) to two buses, whose work is based on the following schedule.

The average duration of a crew's work shift is 7.4 hours.

The duration of a bus’s stay on the line, depending on the length of the crew’s lunch breaks, can range from 15.2 to 16.2 hours.

The two-half form of labor organization is used for buses that have an early start and late finish of work on the route. It is advisable to use it on routes with pronounced peak hours with a shortened first and extended second shift, with daily bus layovers during off-peak times.

The duration of work shifts can be: morning - about 5 hours, evening - about 10 hours.

During the morning shift, crews may not have a break for lunch, providing them with a short 10-15 minute rest if necessary.

Dual form of labor organization

This form of labor organization involves assigning each bus to two drivers.

To replace crews on rest days, it is necessary to have one replacement driver for every three buses.

The work of the teams is organized according to the given schedule.

The duration of the work shift will be 7 hours. Operating time on line is 15-16 hours.

If there are not enough drivers, the work of teams with the indicated modes can be organized according to the following schedule, which is a variation of the dual form.

Teams are given days off on Saturday and Sunday, respectively. These days the bus operates in one shift during the daytime hours with the largest passenger traffic.

Twin form of labor organization

This form provides for the assignment of one bus to two teams working every other day.

The duration of the work shift will be 178; 15 = 11.8 hours.

The bus can be on the line for 12-12.5 hours.

One-and-a-half form of labor organization

This form provides for the assignment of two buses to three teams working according to the following schedule

The duration of the crew's shift will be 8.9 hours. The time spent on the line will be 9.1 - 9.6 hours.

Single form of labor organization

This system involves assigning one team to each bus.

The duration of the teams' work shift is 7 hours. The bus operating time on the line, depending on the length of the lunch break, is 7.3 - 7.8 hours.

One-and-a-half, paired and single forms of labor organization are most appropriate to use for buses that have a scheduled intra-shift layover during the daytime decline in passenger traffic, which allows them to be used for transporting passengers during morning and evening peak hours.

Transfer to this mode can only be done with the consent of the employee.

The use of the above forms of labor organization makes it possible to operate buses lasting from 7 to 19 hours. and ensure their rational operation.

Passenger transport routes can be classified according to various criteria. According to the accepted classification of passenger

transportation (see topic 3), we can distinguish urban, suburban, intercity, international routes that serve the corresponding types of passenger transportation carried out on the basis of route technology. Urban passenger routes are also classified according to several

criteria.

By duration: A) permanent routes operate throughout the year; b) temporary routes operate during certain periods of time (seasonal, weekdays, weekends, etc.).

By purpose: A) basic routes; b) delivering to routes of other modes of transport.

By the nature of the route: A) pendulum routes have the route of rolling stock in forward and reverse directions along the same route; b) ring routes in which the route is a closed loop, and the starting and ending points coincide.

By the nature of the location within the city: a) diametrical; b) radial; c) tangential; d) ring; e) departure; e) peripheral

1 – diametrical;

2 – radial;

3 – tangential;

4 – ring;

5 – departure;

6 – peripheral

According to the terms of use of stopping points: A) ordinary routes on which stops are made at all

intermediate points are mandatory; b) shortened routes are organized only on a certain part of the regular route, where there is the most intense passenger traffic. Shortened routes can be permanent or temporary (during rush hour); V) express the routes involve direct bus service without intermediate stops along the way. They can be permanent or temporary; G) high-speed (semi-express) routes involve stopping the vehicle only at some intermediate stopping points. The presented list of types of routes is not exhaustive, since the emergence of new requests from passengers and the development of technologies for organizing the transportation process leads to the development of new types of routes.

1. General provisions and requirements.

1.1. Classification (categorization) of tourist routes (CTM) defines the basic principles, requirements and technology for classifying sports routes and determining obstacles (factors) for all types of tourism in the “route” group of disciplines. Each discipline from the group of disciplines “route” corresponds to a type of tourism in the table:

1.2. Depending on the difficulty of the obstacles to be overcome, the geographical area, autonomy, novelty, length and a number of other factors, according to increasing complexity, the routes are divided into:

Weekend routes;

Routes from I to III degree of difficulty;

1.3. Structurally, the CTM consists of the following sections:

1. Principles and technology for classifying routes by type of route.

(*) List of classified and reference tourist sports routes.

(**) High mountain passes. List of classified passes, 2001; List of classified mid-mountain passes, 1985; List of classified caves, 1988; Classification of routes to mountain peaks, 2001.

Classification of tourist routes is carried out in accordance with the unified technology and requirements given in this regulatory document(KTM).

In ST, three methods of categorization by types of ST are used:

1).Use of CTM and methods of categorization by types of ST;

2). Use of KTM and the List of routes by types of ST.

3). Combination of methods 1). and 2).

The set of obstacles and factors of the classified route must be no lower than the similar parameters of the reference route from the List of Routes.

1.4. Classification of routes by degree of difficulty is used in children's and youth tourism. Table 1 shows the requirements for hikes of 1-3 degrees of difficulty.

Taking into account the specifics of children's and youth tourism, there is no classification of routes by degree of difficulty for sailing, auto, motorcycle, caving and mountain tourism.

Table 1.

1.5. The main indicators that determine the category of route complexity are local obstacles (LP) (passes, peaks, rapids, etc.), extended obstacles (EL) (traverses, caves, cascades of rapids, canyons) and other factors characteristic of individual species tourism group of disciplines “route” (region, total elevation difference, autonomy, etc.)

Each type of tourism has its own typical obstacles and factors that reflect its specificity.

Routes of a higher difficulty category contain more difficult obstacles or large quantity(level of) factors (higher level of factors).

Determining obstacles (OD) or factors (DF) of a route are the obstacles (factors) that have the most significant impact on the category of its complexity. Predetermining obstacles (POP) or factors (POF) are obstacles (factors) that have one category/semi-category of difficulty (level) below the OP, and affect the overall intensity and complexity of the route.

Local obstacles (LO) are obstacles of short length of the corresponding category of difficulty, which require an appropriate level of technical skill and, as a rule, the use of special equipment to overcome it. When categorizing mountain, water and speleo routes, first of all, LPs are taken into account - passes, ridge traverses, peaks, caves, rapids, etc., which give tourists the technical experience necessary to pass routes of higher categories of difficulty.

Extended obstacles (LO) are obstacles that are characterized by considerable length and require significant physical strength from tourists to overcome them. PPs are widely represented in hiking, skiing, water, caving and sailing routes, and routes using vehicles.

Category of difficulty (k.t.) obstacle determines what level of qualification, technical skill and physical fitness, as well as what set of technical equipment is required to pass it safely .

Reference route is a route that has a minimum set of OP and OP required to classify it as one or another category of complexity and parameters corresponding to Table 2. Route parameters are divided into basic (normative) and recommended. The main parameter is the standard length of the route. For the recommended parameter – duration (recommended time for completing the route by a group that has an average time limit for the route of a given route).

A combined route is a route that includes obstacles and other factors characteristic of other types of tourism. The number of OP (OP), the category of their difficulty and the length of the combined route of the corresponding category of difficulty must proportionally correspond to the length, number and category of difficulty of obstacles of other types of tourism from which the route is composed. The minimum travel time for a combined route of the corresponding category of difficulty should ensure its safe passage with a greater degree of reliability than a specific route.

1.8. The standard duration of the hike, given in Table 2, is taken as the recommended time required for a group with an average level of training to complete the route. This duration can be longer with an increase in the length of the route, the number and difficulty of obstacles, as well as due to the time for its reconnaissance, as well as the reserve of time in case of bad weather. When passing by a group with high level The standard duration of preparation may be reduced, but not at the expense of reducing safety measures.

1.9. The standard length of a hike is taken as the minimum, approximate length of the route for a given category of difficulty. In some cases, in agreement with the issuing ICC, the length can be reduced (but, as a rule, by no more than 25% compared to that indicated in Table 2 with an increase in the number of OPs or OPs on the route. The length of the route in rugged terrain is measured on the map scale 1:100000, and the resulting result is multiplied by a factor of 1.2.

Table 2.

1.10. The main part of the route must be linear or circular (one ring) with a length of at least 75% of the difficulty of the hike established for this category and contain the most difficult obstacles of the route (for mountain hikes - at least two of the most difficult passes).

A radial exit on a hike is considered to be a small section of the route relative to the entire route with a return to the same point. Distances and natural obstacles covered in circular radial exits (with a return along a different path) are counted in full, and those covered in linear radial exits (with a return along the same path) are counted in one direction.

1.11. Routes should, as a rule, be continuous, without breaks caused by unnecessarily staying in a populated area.

In cases of connecting sections of the route (rivers, caves, mountain ranges, etc.) or road routes, the use of transport within a given tourist area is allowed, if this is justified by the logic of the trip, does not violate its integrity and contributes to greater development of the region by the group.

1.12. If the route contains a smaller number of OP (OP) specified in the specific requirements 2.1-2.9. and length than in Table 2, then it is classified as short (KM).

2. Classification requirements for routes by discipline (types of tourism).

Route parameters must meet the requirements of Table 2.

2.1 Walking route. The category of complexity of pedestrian routes is determined on the basis of the “List of…” (*), or according to the “Methodology for categorizing pedestrian routes” (Appendix 1). Categorization of short walking routes is carried out according to the methodology (see Appendix 2). It is recommended to use methodological recommendations"Classification of pedestrian routes" (TsRIB "Tourist", Moscow, 1990).

2.3.Mountain routes

The category of difficulty of mountain tourist routes is determined by three indicators: the category of difficulty of LP (passes, peaks) and PP (traverses), their number and the length of the route. The concept of “pass” in mountain tourism refers to the place where a ridge or its spur crosses from one valley to another. When assessing the difficulty category of a hike, additional requirements for route planning are taken into account: the main part of the route must be a linear length of at least 75% of the hike difficulty established for this category and contain at least two defining obstacles. For routes 4-6 k.s. Rings with a length of at least 1/3 of the standard established for this category or extended traverses/radial exits with a travel duration of more than 1/3 of the standard established for this category can be counted in the linear part.

In mountain tourism, there are 7 semi-categories of LP difficulty from 1A to 3B* (4 grades). LP is simpler than 1A k.t. are called non-categorical (n.k). All routes more difficult than 3B are designated in tourism as 3B*(4) (passes 3B*, peaks and traverses 4A-6B of the Alps). The classification of passes is given in the book “High Mountain Passes. List of classified passes. Moscow, publishing house "Prest", 2001, 401 pages. Classification of routes to the peaks and when passing traverses is carried out taking into account the classification adopted in mountaineering. The classification of peaks and traverses is given in the book “Classification of routes to mountain peaks”, 2001.

The difficulty category of individual passes, depending on the passing conditions (time of year, snow conditions, etc.) can become more difficult by half a category. Such passes are marked in the List with a * (except for passes 3B*). To overcome these passes, the participants/leader must have the experience necessary to overcome passes of a semi-category higher. The * sign at passes of difficulty 3B means that in order to overcome it, the group members (leader) must have experience in passing (leading) at least two passes of category 3B. When qualifying a route, such passes must be classified unambiguously (for example, pass 2A * after passing 2A or 2B, but not 2A *).

Consecutive passage of two or more passes, if a significant part of the descent from one and the ascent to the next pass is missing, is considered as a pass combination and is counted as one pass.

If the route contains factors that complicate its passage (off-season, little-known area, presence of first ascents, extremely bad weather conditions, etc.), then in agreement with the issuing ICC

The length of the route can be reduced, but not more than 25%,

The number of passes that do not determine the class level may be reduced. route.

Table 3.

The minimum set of passes that determine the complexity of the mountain route VI class: 3A – 3 pcs., 3B – 1 pc.; or 3A – 1 pc., 3B – 2 pcs.; or 3A – 2 pcs., 3B* – 1 pc. In all cases, a drug k.t. is also necessary. 2B (or higher).

Mountain routes may include ascents to peaks and traverses of ridges. The category of difficulty of an ascent or traverse that is not an element of passing a pass must be assessed by the ICC on the basis of the list of classified peaks and the “Table for assessing the difficulty of obstacles” set out in “High Mountain Passes. List of classified passes. 2001" (see Appendix 4).

Only one radial ascent to a peak/pass can be counted as a defining or predetermining pass from Table 1. Moreover, for hikes of the VI class. at least one end-to-end passage of the defining LP 3B (or 3B*) is required.

When conducting sports hikes in the highlands (over 5000 m), it is recommended not to exceed your existing high-altitude experience by more than 1200 m.

When determining the category of difficulty of passes climbed for the first time, it is recommended to use the “Table for assessing the difficulty of obstacles” (“High mountain passes. List of classified passes. 2001”) (Appendix 4)

Participants of Basic level mountain schools who have completed the entire training cycle, with the approval of the ICC, can undertake 2nd grade training trips.

The release of groups on routes to mid-mountain areas is carried out by the ICC on the basis of the List of Classified Mid-Mountain Passes. At the same time, the experience of mountain trekking in mid-mountain areas is counted for the participants and the leader in accordance with the current rules for conducting mountain sports treks. In addition, a consistent increase in high-altitude experience is required.

2.4. Water routes

2.4.1. The category of difficulty of the water route depends on the number and category of difficulty of OP and POP, as well as other OPs that affect the intensity of the rafting (autonomy, the presence of calm sections between obstacles, rafting in high water, the possibility and complexity of belaying, etc.).

The number of OPs and POPs varies depending on the geographic region of the specific route selected (river or river link). Difficulty categories of the most common water routes for medium water levels, as well as difficulty categories of OP for various regions for medium and high water levels are given in the "List..." (*).

The "List..." also contains some reference routes that determine the minimum required number of obstacles for each region. When determining the difficulty category of a new route in this region, including river links, its complexity is compared with the standard (if it is missing, with the complexity of the known categorized routes of the region) from the “List...”, and the number of OP and POP must be no less than that of the standard.

Categorization of new routes (obstacles) is carried out by the Central Control Committee of the FTS TSSR upon submission of the authorized MCC on the basis of reports on routes and obstacle passports .

Table 4.

*- the number of obstacles depends on the HE region.

2.4.2. The category of difficulty (difficulty) of a water obstacle is determined by the level of qualifications and technical skill required to pass it safely, as well as the level of health hazard and risk to life to which a crew member who gets into the water is exposed.

The difficulty category of obstacles may vary depending on the water level. When determining the category of difficulty of the LP, it is recommended to be guided by the classification of obstacles given in the table of Appendix 5. “Table for assessing the difficulty of water obstacles.” LPs have 1-6, 6* difficulty categories.

2.4.3. When releasing on a route, group members may be subject to additional requirements for having experience in rafting on specific vessels, experience in passing in the presence of various factors (for example, autonomy, rafting in deep water, etc.) that may be encountered on the planned route.

2.4.4. The final (credit) assessment of the difficulty category of the water route for the participants/leader is carried out based on the actual passage (completeness of the OP, etc.) taking into account the presence of real factors of the route (water level in the river, complications of obstacles, etc.) based on the report and photos submitted to the IWC /video materials.

2.4.5. MKK reserves the right to lower the difficulty category of the route traveled if the water level, vessel size and other factors do not correspond.

Routes from loading points are classified according to the following criteria:

1. by method of organization

· Shipper - loaded and formed at one station or one railway station by one or more shippers

· Stepped - loaded by several shippers at the railway station with the merging of groups of cars at the junction station or loaded at several stations of a node or section with merging at the reference station

· Ring - permanent trains trains circulating between one loading station and one unloading station according to the shuttle principle

2. As intended

· Direct – composed of cars to one destination station

· Direct district police officers - at the station of one section

· Sprayed - composed of cars at several destination stations and subject to disbandment at the technical (sorting) station closest to the unloading area

2. By range

· Network – following within several roads

· Intraroad – within the same road

Route planning.

The sender submits an application for the transportation of goods via routes in required quantity copies. The application states:

· Shipping Name;

· departure station;

· shipper;

· dates of delivery of wagons;

· route destination road;

· unloading or spraying station;

· number of routes and wagons by loading days.

Technical and economic efficiency
routing of cargo transportation.

The efficiency of routing cargo transportation from loading points is determined by the acceleration of routes, i.e. reducing the delivery time of cargo by reducing the time spent by cars at passing technical stations in comparison with the method of delivering goods by carload shipments in through trains (3-4 times)

In general, the time savings for cargo delivery by routes will be:

1. Acceleration of the movement of cars in the loading area from the loading station to the nearest technical station.

2. Reducing the downtime of cars at passing technical stations

3. Acceleration of the movement of cars in the unloading area from the last technical station (spraying) to the unloading station

t uv eq = t 2 sat – t 2 m hour/vag

The total time savings on routes will be

T total eq = t up eq + T tech eq + t uv eq vag/hour

However, it is necessary to take into account the additional time spent when organizing (accumulating) routes to the loading station t loading additional and when unloading t loading additional to the destination station.

These costs are caused by the fact that the length of the route significantly exceeds the size of the loading and unloading fronts.

The feasibility of organizing routes from loading points is determined by compliance with the condition

T total eq ≥ t load additional + t gain additional hour/vag

Actual savings in time for cargo delivery routes

T fact = T total eq – (t add add + t add add) hour/vag

Economic efficiency implementation of routing in a certain direction can be determined by the formula:

E mar = T total eq m N mar e hr rub

T total eq – time saving

m – route composition

N mar – number of routes for the period under consideration

E v-hour – cost of 1 v-hour (expense rate)

The Unified All-Russian Sports Classification of Routes (EVSKM) defines the basic principles, requirements and technology for classifying active hikes.

Depending on the difficulty of the obstacles to be overcome, the area of ​​the hike, autonomy, novelty, length of the route and a number of other indicators characteristic of a particular type of active tourism, hikes are divided into weekend hikes, non-category and category hikes. In addition, trips are divided by type of tourism: walking, water, mountain, skiing, cycling, automobile, motorcycle, caving and sailing, and can also be a combination of them.

Active hikes are divided in increasing difficulty into three degrees of difficulty - from I to III, and six categories of difficulty - from I to IV.

Categories of difficulty of hikes can be determined both in accordance with the “List of classified tourist active routes” and associated lists of local obstacles - passes, peaks, caves, and in accordance with this ESKM. When compared with the “List...”, the technical complexity, variety and nature of obstacles in the hike should be no lower than those of classified routes of the same difficulty category in the given area.

The classification of hikes by degree of difficulty is used in children's and youth tourism. Taking into account the specifics of children's and youth tourism, there is no classification of hikes by degree of difficulty for sailing, automoto, caving and mountain tourism.

The main indicators that determine the category of difficulty of a hike are the type, number, variety and category of difficulty of obstacles overcome along the route. The difficulty category of an obstacle is determined by the level of qualifications and technical skill required to pass it safely. Each type of tourism has its own typical obstacles, reflecting its specifics. Routes of a higher difficulty category contain more difficult obstacles. When categorizing routes, the first consideration is given to obstacles that provide tourists with the technical experience necessary to safely navigate subsequent routes.

A combined hike is considered to be a hike whose components represent full-fledged sports routes. different types tourism, while the complexity of each part must be at least II category of complexity. The overall difficulty category of a combined hike can be one unit higher than the maximum difficulty of its component parts.

When including in the route individual sections (obstacles) from other types of tourism or obstacles of higher categories of difficulty of a given type of tourism, the route may have the status of a route “with elements” of hikes of higher categories of difficulty or characteristic of other types of tourism.

For some types of tourism (hiking, skiing, sailing), the category of difficulty of the hike largely depends on the geographic area of ​​the hike, its autonomy, and the total elevation difference gained by the group along the route.

The standard duration of a hike is understood as the minimum time required for a prepared group to complete the route. This duration can be longer with an increase in the length of the route, the number and difficulty of obstacles, as well as due to the time for reconnaissance and its reserve in case of bad weather. The number of days should not exceed 20% of the total duration of the trip.

The standard length of a hike is understood as the shortest permissible length of a route of a given difficulty category. The length can be reduced (but, as a rule, by no more than 25%) with a significant increase in the number of obstacles along the route that determine the category of difficulty of the hike. The length of the route in rugged terrain is measured using a map at a scale of 1:100000, and the result obtained is multiplied by a factor of 1.2.

The main part of the route must be linear or circular (one ring) with a length of at least 75% of the difficulty of the hike established for this category and contain the most difficult obstacles of the route (for mountain hikes - at least two of the most difficult passes).

A radial exit on a hike is considered to be a small section of the route with a return to the same point. Distance and natural obstacles covered in circular radial exits (returning along a different path) are counted in full, while those covered in linear radial exits (returning along the same path) are counted in one direction.

Hiking routes must be continuous. A break in the route is considered to be a non-necessary stay in a populated area for more than two days, as well as the use of transport within the route.

In some cases, to connect rivers and caves, it is allowed to use transport within a given tourist area, if this is justified by the logic of the trip and does not violate its integrity.

If the organizers releasing a group on a hike have doubts about the assessment of the complexity of the route, then the route documents may indicate the range of assessment (for example, III-IV category of difficulty) with a note that the final categorization of the hike will be made after reviewing the report.

Each type of active tourism has certain specific requirements.

Walking tourism. The route difficulty category is assessed using the “Methodology for Categorizing a Pedestrian Route”.

The concept of “pass” in mountain tourism refers to the place where a ridge or its spur crosses from one valley to another. The pass point may not coincide with the lowest point of the watershed. In sports tourism, six semi-categories of difficulty of passes are accepted - from 1A to 3B. Passes simpler than 1A category of difficulty are called non-categorical (n/c).

The classification of passes is given in the “List of classified passes in high mountain areas” and its supplements. The category of difficulty of the passes, depending on the conditions (time and year, snow and ice conditions) can change to a semi-category.

Such passes are marked in the list with a *. When qualifying a hike, these passes must be classified unambiguously (for example, 2A or 2B, but not 2A*). The * sign at pass 3B means that in order to overcome it, the group members (its leader) must have experience in passing (leading the passage) of passes 3B.

Consecutive passage of two or more passes, if a significant part of the descent into the valley from one and the ascent from the valley to the next pass falls out, is considered as a pass connection and is counted as one pass.

Mountain hikes may include ascents to peaks and traverses of ridges, which should logically fit into the thread of the route. Due to differences in approaches to assessing mountain terrain in active tourism and mountaineering, the category of difficulty of an ascent or traverse that is not an element of passing a pass should be assessed by the IWC based on the list of classified peaks or the expert assessment methodology set out in it. The category of difficulty of an ascent or traverse should not exceed the difficulty of the pass that determines the category of difficulty of the hike.

Ski tourism. The assessment of the complexity category of a route is carried out by comparing it with the “List...” or using a special technique.

Water tourism. Water obstacles, depending on the water level, may have different category difficulties.

The category of complexity of trips with the simultaneous use of several classes of vessels is counted: for participants - according to the class of vessel on which they are making this trip; for the leader - according to the highest category of complexity for the vessels participating in the voyage, if the minimum number of these vessels and the minimum number of their crew members meets the relevant requirements of the “Rules for holding competitions of tourist sports voyages”.

Sailing tourism. Active sailing tourism classifies routes taken on collapsible sailing ships along reservoirs, lakes, large rivers, and in the coastal zone of seas and oceans.

1) wind-wave conditions of the reservoir (the strength and direction of the prevailing winds and the nature of the waves during the hike, the width and depth of the reservoir in the route area);

2) geographical and other features of the area (average long-term water and air temperatures during the hike, the nature of the shores, tidal and other currents, the availability of fresh water);

3) tourist development of the area, intensity of shipping, complexity of navigation conditions; presence of settlements.

The difficulty category of the hike actually completed by the group is determined based on the results of reviewing the report, but cannot be higher than stated when starting the route. When developing classification and evaluation of proposed routes, the following indicative indicators of their complexity are accepted:

A hike is considered to correspond to the declared category of difficulty if the group spent at least three walking days in conditions of the highest wind force allowed for this category of hike. When planning transitions, it is necessary to keep in mind that sailing under the maximum permissible wind and wave conditions for a trip should not coincide with the maximum permissible distance from the shore.

When moving along rivers, the length is adjusted in accordance with the speed of the river flow (at a speed of more than 3 km/h, the length increases by 20%).

Taking into account the cruising speed of sailing tourist ships, the length of the voyage is adjusted by the power-to-weight ratio depending on the area of ​​the main sail area and the number of crew members. For inflatable vessels, the coefficients are reduced by 0.2, and for vessels with a rigid hull they are increased by 0.05.

Speleotourism. When categorizing caving trips, the categories of difficulty of the caves and their number are taken into account. The entire set of caves must be completed during one trip. As an exception, it is allowed to count “combined” hikes for those areas where there is not a sufficient number of caves located at an acceptable distance from each other. If a cave of the first or second category of difficulty is of a large extent, the passage of several caves can be replaced by the passage of several routes in the same cave.

Automoto tourism. The categories of route complexity are assessed according to the “Methodology for categorizing automotor trips”.

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