Clearing the track of snow on the stages should be carried out, as a rule, by snow blowers, as well as by snow removal trains at the locations of passenger platforms.

Manual cleaning is carried out in those places where it is impossible to pass a snowplow or snow removal train in working condition (crossing decks and approaches to them, junction switches, sections of track on approaches to bridges, tunnels, between platforms and other obstacles), as well as in all cases when the passage of snow plows and snow removal vehicles is delayed.

The collection of workers involved in snow fighting, their passage to the place where the tracks are cleared of snow and back should be carried out in accordance with the requirements given in paragraphs 2.8.8 and 2.8.9 of the Labor Safety Rules for the maintenance and repair of railway tracks and structures.

In conditions of severe drifts, when passage away from the track and along the side of the road is impossible, passage along the track is allowed in compliance with the requirements given in paragraph 2.1.3 of the Labor Safety Rules for the maintenance and repair of railway tracks and structures.

Transportation of workers to and from the work site must be carried out in accordance with the requirements given in paragraphs 2.1.5 - 2.1.13 of the Labor Safety Rules for the maintenance and repair of railway tracks and structures.

In areas where workers are transported to and from the site of snow removal work by roads, the requirements given in paragraphs 1.11-1.17 of the Labor Safety Rules for the transportation of workers must be met, the placement of residential, household and service cars on the tracks in mobile formations of railway transport.

Snowplows and snow removal vehicles are sent to the work site by the head of the track or his deputy.

The person on duty in the direction of the transportation control dispatch center (if there is no person on duty in the direction of the transportation control center, the traffic control dispatcher (control area), having received a request from the head of the track, takes measures to immediately dispatch a snowplow or snow removal train to the site.

Organization and technology of operation of snow plows

The work of clearing the track on the stretch with a snow plow or snow removal train is supervised by a representative of the track distance with a position not lower than a road foreman, who has been trained and certified to work with snow removal equipment.

All-metal snow plows of the SDP and SDP-M types can operate according to the snowplow - electric locomotive or snowplow - diesel locomotive scheme without cover.

The tracks are also cleared of snow at intermediate stations by snow blowers and plows.

The operating speed of a snowplow when working at a station should be up to 40 km/h, a plow - from 10 to 15 km/h, a snow removal train - depending on the amount of snow - from 5 to 10 km/h (set out in the Technical Description and Operating Instructions double-track plow snow plow SDP, SDP-M).

A method of clearing snow from a track on a single-track section with two snowplows with a locomotive between them (shuttle) is allowed. This method of work eliminates the loss of time for moving the locomotive at intermediate stations and sidings.

It is advisable to clear tracks on three-track sections with normal inter-track distances (the first 4.1 m and the next 5.0 m) with two double-track snow blowers. When passing in one direction, both snowplows must be in working order: one in front along the middle path, throwing snow towards the extreme path, and the other behind it at a distance of at least 1.0 km along the extreme path, dumping snow down the slope. In the opposite direction, snowplows return in the same way: one along the middle path, the other along the extreme path, completely clearing all paths of snow.

It is advisable to clear tracks of snow on four-track sections with normal inter-tracks using two double-track snow blowers. During the first pass, the snowplows go in working order one after another and clear the path by transferring snow from one path to another. When returning, the snowplows clear two tracks on the other side (set out in the Technical Description and operating instructions for the double-track plow snowplow SDP, SDP-M).

When snow drifts form on a stretch in a half-cut located on a slope, in a straight or curved section of the track, they must be cleared in the following order:

on a single-track section - with a double-track snowplow, directing it from the side of the stretch from which snow can be thrown down the slope of the slope (in the direction from the excavation to the embankment slope);

on a double-track section - two double-track snowplows moving along both tracks sequentially one after the other, the distance between them must be at least 1.0 km.

Snowplows are directed from that side of the stretch from which the snow can be thrown in one run from one path to another, and then down the slope of the slope.

When snow plows operate in electrified areas, the voltage from the contact wire is not removed.

Sections of the track where there are oversized contact network supports, traffic lights, floor devices of DISK, KTSM, UKPSS equipment and diagnostic complexes and other obstacles (pedestrian and crossing decks, counter rails or security devices for bridges and tunnels) must be indicated in the list of dangerous places of the section assigned behind the snowplow, and fenced off. If the work manager does not have reliable information about the presence of oversized signaling, centralization and blocking devices and overhead contact network supports on the stretch that are not fenced in the established order, clearing the track from snow should only be carried out with the participation of responsible employees of the signaling, centralization and blocking distances, and power supply.

If the distance from the track axis to the inner edge of the overhead contact line supports is less than 3.1 m, then special care must be taken. If such supports are present, work with open wings prohibited, since at the moment of opening or closing the wings they can touch the supports. In these cases, the wings must be closed and secured with transport locks.

In addition, working with an open corner wing is permitted only in those areas where the distance from the inner edge of the supports to the track axis on the side of the corner wing is at least 3.3 m.

If on sections of the track served by a snowplow there are supports located at a distance of less than 3.3 m from the track axis, then in order to be able to operate with the corner wing of the SDP and SDP-M snowplows, it is necessary to trim the lifting fender liners and visors on these snowplows according to the drawings attached to Technical description and operating instructions for the double-track plow snow blower SDP and SDP-M.

When a carriage-type snow plow or plow is operating on a double- or multi-track section with closed wings on the inter-track side, it is necessary to issue a warning with the following content: “On the stretch..... along the... track, a track plow (snow plow) is operating. When following the stretch, be especially vigilant; Give warning signals in front of places with poor visibility.” These warnings are issued to station duty officers at the request of the work manager along the route. If it is necessary to operate a snowplow or plow with an open wing on the side of the intertrack, the adjacent track is closed for train traffic.

When installing furnaces on snow plows and snow removal trains, the requirements given in paragraph 3.5 of the Labor Safety Rules for the transportation of workers and the placement of residential, household and service cars on the tracks and in mobile formations of railway transport must be met.

The stove doors must close tightly and have a device that prevents fuel from getting from the stove firebox onto the floor, and the stove must be equipped with a poker and a scoop and must have an additional metal fence on three sides that is not in contact with the stove. Before the firebox, a metal sheet with an asbestos gasket must be laid on the floor, and a spark arrester must be installed on the chimney pipe.

When operating heating stoves, firewood must be in a specially designated place, and coal must be in a special box, while prohibited:

use firewood whose length exceeds the size of the firebox;

heat the stove with the door open;

transport gasoline, kerosene and other flammable liquids in the cabin, as well as light the stove with these liquids;

leave the stove with burning fuel unattended;

throw away ash and slag while the vehicle is moving;

dry clothes and shoes on fences;

leave the fire in the stove when crew members leave the vehicle.

The room where the stove is located must be equipped with fire extinguishers, a box of sand and other fire-fighting equipment.

In case of fire, burning wires, electrical equipment, fuel and lubricants must be extinguished only with carbon dioxide and powder fire extinguishers. Use foam fire extinguishers and water for these purposes. prohibited.

The most important measure to prevent snow drifts at stations, along with the necessary snow protection, is the timely clearing of snow from station tracks and its removal.

Tracks are cleared of snow at stations by snow blowers and track plows, and cleaning is done by snow removal and snow loading machines and, in extreme cases, snow trains. The integrated use of snow blowers, track plows and snow removal machines is highly advisable. In this case, the tracks are cleared with snow blowers or plows and the snow is transferred to a certain track, then the snow is removed by snow removal or snow loading machines or the snow is transferred to a certain inter-track, from which the snow is loaded onto snow trains. The snow bank created for loading by machines is usually given a width of 2.7 - 3 m and height 0.4 - 0.6 m.

The main technological processes for the integrated use of snow removal equipment at stations are:

a) when the snow layer thickness is less than 10 cm above the rail head - snow transfer with a snow blower or snow plow (Fig. 141) and removal with a snow blower or snow loader;

b) when the snow layer thickness is more than 10 cm- cleaning it with a snowplow or snow-loading machine without pre-handling the snow;

c) snow removal using a TsUMZ system machine with transverse loading of snow onto conventional or self-unloading rolling stock with preliminary transfer of snow using a snow blower, plow or the machine itself;

d) transferring snow with a snowplow or plow towards the extreme path and then down the slope; in some cases, in particular, when the station is located in a recess, rotary snow blowers can be used to remove snow from the outer tracks.

If there is a shortage of machines, snow is manually loaded using conventional or self-unloading rolling stock with preliminary transfer of snow by plow to a certain inter-track.

Plows and snow blowers are also used to remove ice and compacted snow from tracks. To do this, instead of knives, special combs with steel teeth are attached to the bow. Chipped ice and snow are thrown off the tracks.

With great efficiency, snow plows, especially plows, are used to level and dump unloaded snow further from the path, so that a drifted snow recess does not form at the unloading points and at the extreme paths.

Gavrichenko snowplows and more advanced TsUMZ snowplows with gondola cars of improved design operate on the roads. The permissible height of snow loading on the machine conveyor is 1.8 m, which gives the volume of compacted snow in one gondola car about 60 m 3, and in total there are about 350 - 400 in the snow blower m 3. With a layer of loose snow on the way up to 30 cm the machine gearbox is switched to low speed, and the snow blower is set to 15 km/h passes 800 m path to full loading. With a snow layer thickness of up to 90 cm the gearbox is switched to high speed, and the snow blower at speed 8 km/h runs until full load 300 m.

For simultaneous cleaning of tracks and turnouts (switch necks), SM-2 brush snow removal machines designed by PKB TsP and designed by the Central Research Institute of the Ministry of Railways are used. The SM-2 machine is located at the head of the snow removal train, then one or two intermediate gondola cars with a capacity of 140 m 3 and an end gondola car with an ejection device with a capacity of 95 m 3. The machine ensures complete cleaning of tracks and turnouts to the level of the upper bed of sleepers, allows you to use the useful volume of gondola cars when removing snow of varying thickness and unloading it at a small front in the parking lot or when the train is moving.

Maximum productivity of the SM-2 machine with a snow density of 0.4 t/ m 3 equals 1,200 m 3; maximum height of the cleared snow layer 0.8 m; wing width 5.1 m.

When developing an operational plan, the number of snow removal train trips per shift can be determined by the formula

Where T- shift duration in min;

Σ t- duration of one revolution of the snow blower in min;

t 1 - time required to load the train, in min;

t 2 - time to travel to the place of unloading and back to min;

t 3 - train unloading time in minutes;

t 4 - downtime waiting for the route to be ready and the path to be cleared for work in min.

The time for loading and unloading depends on the productivity of the machine and the capacity of intermediate cars; The time it takes to wait for the track to clear the trains and to wait for the route to follow depends mainly on the degree of coordination of the work of the trackmen and station workers.

To reduce the time spent traveling to the unloading site and back, special dead ends or overpasses are installed at large stations, located so that the snow blower does not have to cross the main tracks and necks when traveling to unloading and back.

When working properly, the machine can make up to 26 or more trips per day, as this is ensured by advanced mechanics and a series of stations.

The time required to clear snow from that part of the station tracks on which snow blowers are scheduled to work is determined by the formula

Where T 0 - station cleaning time in days;

ω - station area to be cleaned in m 2 ;

h- thickness of the snow layer in m;

n- number of flights per shift;

V- volume of snow loaded into a snow removal train, in m 3 \

α - snow compaction coefficient;

m- number of shifts per day.

One of the ways to remove snow from station tracks, especially in places where mechanical cleaning and removal is difficult, is melting with snow melters. There are stationary snow melters that operate on waste heat from depots and other sources, as well as mobile ones.

Arutyunov's mobile snow melter collects snow from the path into the shaft with wings and a scraper conveyor with a capacity of 540 m 3/h supplies it to a hot water pool with a capacity of 6.5 m 3. Centrifugal pump with capacity 144 m 3/h pumps water into tanks, in which the water is transported to the drainage point. Machine speed 0.5 - 8 km/h. Snow melter performance at maximum steam extraction 60 m 3/hour of dense snow. The use of snow melters is especially beneficial in places where there are no nearby places for dumping snow, such as, for example, at large passenger stations.

For timely and quick cleaning of turnouts from snow, various stationary pneumatic, electric and gas heating devices are used. The most widespread are remote-controlled pneumatic blowers developed by the Giprotranssignalsvyaz Institute. These devices (Fig. 142) are designed to clean the space between the frame rail and the pressed tip, including the sliding pads and thrust bolts. Air for cleaning is supplied from the nearest compressor unit.

Electric heating of the hands is carried out using heating elements, which are seamless steel tubes, inside of which a filament coil and a mass of electrical insulator (magnesium oxide) are placed.

The design bureau of the Main Track Directorate has developed two versions of heating elements: with curved tubes that simultaneously heat switch pads, points and partially frame rails, and with straight heating tubes installed in the cavity between the points and frame rails.

The electric heating installation (Fig. 143) is designed for alternating three-phase current 220 V, the heating temperature of the tube surface reaches 350°C.

Electric heating of switches is economically feasible in areas where sufficient electricity is available.

In areas where there is a sufficient amount of natural gas, gas heating turns out to be an economically feasible measure.

A gas heating installation arrow consists mainly of two parts: a gas heating apparatus and a gas supply network.

A radiant gas burner is used as a gas heating apparatus, consisting of a suction and mixing chamber, a radiating head with ceramic tiles on the surface of which gas combustion occurs, a windproof chamber and an adapter tube connecting the burner to the gas distribution network.

Radiant-type heaters transfer heat to the metal elements of the switch and the surrounding air, ensuring the melting and evaporation of snow within the working area of ​​the switch. The number of such heaters is determined by calculation and depends on the type of switch, brand of cross, power of heating elements and climatic conditions. On average, 10 - 12 heaters are installed on a turnout switch.

Self-test questions

1. Under what conditions do snow deposits form and how are the deposited places along the route divided into categories of drift?

2. Which organizations provide hydrometeorological services to railway transport?

3. Tell us the main content of the operational plan for snow fighting at a distance?

4. What types of snow protection are used on railways and what are the technical and economic characteristics of the main types of protection?

5. How is mechanized clearing of snow from tracks at stages and stations organized?

LLC "Trudovoy Desant" carries out work on clearing snow on railway tracks, turnouts and railway crossings.

Snow fighting is a purely railroad term that you won't encounter in any other industry. It includes a set of measures to prevent snow drifts, protect the track from snow, as well as snow removal itself - cleaning railway tracks and turnouts from snow.

The operation of railway transport, which is reasonably considered to be all-weather, is not affected by many adverse weather conditions. Despite this, snow drifts and drifts are a serious threat to railway transport. Heavy snowfalls and the snow drifts they create pose a problem for the movement of rolling stock. Snow falling on a railway track creates additional resistance to movement, increases energy consumption, and helps reduce travel speeds.

Thus, at the dawn of the development of railway transport, when snow removal techniques had not yet been developed, the snow element could paralyze the work of individual sections of the railway for a long time.

History of snow fighting on railways

Snow removal from railway tracks was a problematic issue long before the widespread use of the railway network. For Russia, it was especially relevant; it was discussed not only by engineers, as documents show, but also by the public. Snow removal of railway tracks in Russia was a duty, villages were subject to “snow horse and human” duty, often this work was performed by military units. This fact is confirmed by a clipping from an English newspaper of the late 19th century, containing engravings telling about snow removal on the railway in the vicinity of Orenburg.

Snow control on the railway was also carried out by fencing the tracks with snow shields, as well as by passengers who manually rescued the stuck train with shovels.

Currently, the arsenal of methods for dealing with snow has expanded significantly: this includes protection from snow drifts with the help of long-term forest plantations and special prefabricated lattice panels and fences, electric heating and pneumatic blowing of turnouts, treatment of metal parts of the upper structure of the track with anti-icing and de-icing chemicals. Various modern self-propelled snow clearing machines are being developed and put into use, both on combined road vehicles and on railways.

Snow fighting instructions

Snow fighting on the railways of the Russian Federation is regulated by the following regulations:

• (instead of the previously existing instructions on the procedure for preparing for work in winter and organizing snow control on the railways of JSC Russian Railways, approved by the order of JSC Russian Railways No. 1338r dated June 30, 2006);
• Instructions for snow fighting on the railways of the Russian Federation No. TsP-751 dated April 25, 2000;
• Typical technically sound time standards for snow removal work.

Snow fighting on railway tracks

The maintenance of non-public railway tracks is provided at the expense of the owner of the tracks, including the clearing of snow from non-public railway tracks. Trudovoy Desant LLC carries out this work on non-public railway tracks both manually and using specialized small-scale mechanization equipment - Honda tracked snow removal machines. If there is a significant amount of snow, the tracks are cleared using self-propelled special equipment using a combined speed. In the event of heavy snowfall, we bring in heavy self-propelled railway-powered equipment from Russian Railways.

From the moment of the onset of snowfall, the employees of our organization take measures according to the plan to clear and remove snow from non-public tracks and turnouts to ensure uninterrupted movement of rolling stock, if necessary, establish round-the-clock duty of company employees, organize the work of snow removal machines, and carry out high-quality clearing of snow from the tracks after passage of special equipment.

It should be noted that the criterion for good track clearing of snow is quite measurable and is enshrined in the instructions for snow removal on the railways of the Russian Federation - when manually clearing the track, the snow inside the track must be cleared at least 50 mm below the level of the top of the rail head, and outside the track - at level with the top of the rail head.

Clearing snow from turnouts

Particular attention should be paid to issues related to snow protection of turnouts. For normal operation of the switch in winter, a necessary condition is the absence of ice and snow compaction in the operating areas of the moving parts of the switch: between the point and the frame rail, in the sleeper boxes under the operating rods of the drives and external contactors, on the crosspieces with a movable core.

When performing work to chip ice on turnouts and in areas of obstacles, it is necessary to take precautions to prevent the possibility of blocking signals. On turnouts, manual, pneumatic or electric impact tools can be used to chip ice.

In the pre-winter period, for the effective functioning of stationary devices for clearing snow from switches, it is necessary to cut out the ballast in the sleeper boxes so that the clearance between the base of the frame rail and the ballast is at least 10 cm. Cleaning of switches from snow and ice is carried out by stationary devices for electric heating and pneumatic cleaning, hose pneumatic cleaning and manually using tools using signaling equipment and communication with the station duty officer.

Currently, it is possible to equip turnouts with electric heating or pneumatic blowing. Our company, upon the customer’s instructions, can perform installation work on the above technical devices.

Clearing snow from railway crossings

In accordance with the Conditions of operation of railway crossings, approved by order of the Ministry of Transport of Russia No. 237 dated July 31, 2015, the owner of non-public railway tracks, when maintaining motor roads within the boundaries of a railway crossing, ensures with his own efforts that the roads are cleared of snow and ice, combats winter slipperiness, and cleaning snow banks from the sides of the road, organizing the loading and removal of snow, and also taking measures to regularly clear crossing elements of snow and ice.

Trudovoy Desant LLC will help organize the entire range of work to maintain the condition of the road surface and crossing deck in accordance with regulatory documents.

The uninterrupted operation of railway transport in winter conditions largely depends on the reliable protection of the tracks from snow, as well as their timely clearing of snow during snowfalls and blizzards.

Trudovoy Desant LLC performs the full range of work: organizing snow removal on railway transport, snow removal of railway tracks, clearing snow from turnouts, railway crossings and technological driveways.

Our company organizes work in such a way as not to disrupt train schedules, ensure timely delivery/removal of rolling stock to loading or unloading points, not disturb passengers and station staff, and also eliminate the adverse consequences of snow disasters as soon as possible.

The most vulnerable elements of the track during snowfalls and blizzards are turnouts and, first of all, switches in the area of ​​junction of points and frame rails, as well as sleeper boxes with transfer rods.

In the pre-winter period, for the effective functioning of stationary devices for clearing snow from switches, it is necessary to cut out the ballast in the sleeper boxes so that the clearance between the base of the frame rail and the ballast is at least 10 cm. Cleaning of switches from snow and ice during snowfalls and blizzards should be carried out by stationary electric heating devices and pneumatic cleaning, as well as pneumatic hose cleaning and manually using tools. On turnouts, a pneumatic or electric impact tool can be used to chip ice. Technical characteristics of stationary devices for clearing snow and ice from switches are given in Appendix 7 to this Instruction.

For stations equipped with centralized turnouts, local instructions for organizing work and ensuring safety precautions when clearing turnouts of snow and ice must be approved in accordance with the established procedure. In accordance with the specific features of the station, local instructions must provide for: operational management of the station duty apparatus for workers involved in clearing turnouts of snow and ice; the procedure for recording the work manager about the place and time of snow removal at stations in the inspection log of tracks, turnouts, signaling devices, communications and contact networks; the procedure for notifying workers about upcoming shunting movements, the arrival and departure of trains; the procedure for the road foreman to allocate track linemen in the event of heavy snowfalls and blizzards without a track foreman at the disposal of the station manager to assist the duty switch posts; procedure for clearing centralized turnouts from snow during snowfalls and blizzards.

Cleaning turnouts from snow using stationary pneumatic cleaning devices.

Clearing of snow from centralized turnouts equipped with stationary automatic devices for pneumatic cleaning of switches is carried out when snow deposits begin; To do this, the station duty officer must give an order to the compressor room to turn on the compressors and press the “Start” button of the cyclic or block control system for pneumatic cleaning devices arrows.

The cyclic control system for switch pneumatic cleaning devices at the station provides a sequential supply of compressed air from the compressor room through pipelines through electro-pneumatic valves (EPV) and pneumatic fittings mounted on the switch. In this case, the pneumatic cleaning cycle continues for 4 s with an interval of every 6 minutes.

The block control system for pneumatic cleaning devices for switches at the station provides three cleaning modes: cyclic - for all switches, as with step control; group - for the most active shooters, separated into separate technological groups; individual - for any arrow before its translation or in case of snow pressing.

The pneumatic fittings mounted on the switch direct compressed air into the space between the point and the frame rail using bends, at the end of which Laval pneumatic nozzles with a nozzle hole diameter of 6 mm must be stamped or welded. The nozzle closest to the tip of the pen should have a hole diameter of 8 mm.

Stationary automatic pneumatic cleaning of switches must be supplemented with a hose cleaning to ensure more thorough cleaning of the entire switch. The hose must be equipped with a metal tip with a Laval pneumatic nozzle welded to it with a flow area of ​​no more than 8 mm in diameter.

For the pointer pneumatic cleaning system to operate effectively, the pressure in front of the electro-pneumatic valve (hereinafter referred to as EPV) on the pointer must be at least 0.35 - 0.4 MPa.

Nozzles having a diameter of flow sections larger than specified in paragraphs 8.5.4 and 8.5.5 of this Instruction cause increased compressed air consumption and a pressure drop in the pneumatic network to 0.2-0.25 MPa and below. This sharply reduces the efficiency of pneumatic cleaning of the points. In this regard, the use of pneumatic fittings and hand hoses with pneumatic nozzles with flow sections of more than 6-8 mm is prohibited.

Maintenance and repair of stationary switch pneumatic cleaning devices is carried out by a group of two people consisting of a senior group - an adjuster of track machines and mechanisms of the fifth category and an adjuster of track machines and mechanisms of the fourth category. Servicing of pneumatic cleaning devices is carried out during the day shift. Standards for servicing stationary devices for pneumatic cleaning of switches during their installation, adjustment and repair are given in Table 5.

Electric heating of arrows from snow.

Electric heating of the switches must be activated during the entire period of snowfall or blizzard.

Electric heating is usually turned on by the station duty officer from the beginning of snow deposition, and turned off 1 hour after its completion, which ensures the evaporation of moisture from the heated surfaces of the switch. The surface of the switch pads must be constantly lubricated with kerosene with the addition of 20-30% waste oil.

If the electrical heating of a group of switches fails during a snowfall and blizzard, the station duty officer is obliged to immediately notify the road foreman or track foreman, who in turn must urgently assign workers to clear the snow from the indicated switches and call adjusters to repair the electrical heating system of the switches and bring it back into operation. into working condition.

When the electrical heating devices of the points are switched on, it is allowed to carry out preventive manual cleaning of them with a non-metallic tool and pneumatic blowing of the points with a hose. Carrying out any other work on the switch while the electric heaters are on is prohibited. On switches with electrical heating, after the end of snow deposition, in order to prevent icing, snow must be removed from the sleeper boxes. When cleaning switches, including using snow removal equipment, special care should be taken to avoid damaging the tubular electric heaters located on the base of the frame rail, the supply cable and other electrical heating devices. Personnel engaged in these works must be specifically instructed about this by the work supervisor. To ensure the functionality of the electric heating system for switches from snow, the minimum supply of tubular electric heaters must be at least 10% of the total number of switch heaters installed on the switches along the route.

Table. Standards for maintenance during installation, adjustment and repair of stationary devices for pneumatic cleaning and electrical heating of switches Operating conditions Number of switches with stationary devices, serviced by a group of 2 people.

Terms of Use	Number of switches with stationary devices, serviced by a group of 2 people
	Pneumatic cleaning devices	Devices electric heating
		at intermediate and small stations.	at large stations
Arrows located on sections of the extracurricular, 1st and 2nd grade routes, with cargo intensity 25 50 million tons gross
Arrows located at other stations

The standards for maintenance and repair of the systems themselves of stationary electrical heating devices of switches by a group of two people (the senior group is an adjuster of track machines and mechanisms of the fifth category and an adjuster of track machines and mechanisms of the fourth category) at various stations are given in the table.

Manual cleaning of turnouts from snow and ice.

During snowfalls and blizzards, cleaning of turnouts that are not equipped with stationary pneumatic blowing and electric heating devices is carried out in accordance with the Standard technically justified time standards for snow removal work.

When cleaning turnouts from snow, first of all, clean the space between the frame rails and the switch points, the electric drive rods, the movable cores of the crosses, the counter-rail and cross chutes, i.e. the switch itself.

When performing work to chip ice on turnouts and in areas of obstacles, it is necessary to take precautions to prevent the possibility of blocking signals. On turnouts, manual, pneumatic or electric impact tools can be used to chip ice.

On points equipped with stationary pneumatic cleaning devices, less manual labor is required during preventive cleaning of points than on points not equipped with these devices. Labor consumption standards for hose pneumatic blowing of switches equipped with stationary pneumatic cleaning devices for two track fitters of the 4th and 2nd categories are given in Table 6. It should be taken into account that when using stationary pneumatic cleaning devices for switches from snow, additional hose pneumatic cleaning of switches is carried out around the clock. At low-activity stations, the labor consumption for manual pneumatic blowing of the switches is less, since the switches are moved less frequently to prepare routes.

When the switches are electrically heated during the snow-free period and with light snow deposits (up to 10 cm), preventive cleaning of the switches is not performed. When snow deposits exceed 10 cm, cleaning of electrically heated switches is carried out only during the day shift according to the standards for manual sweeping and cleaning of switches in accordance with the Standard technically justified time standards for snow removal work.

Table. Labor consumption standards for hose preventive pneumatic blowing of snow switches equipped with stationary pneumatic cleaning devices.

Terms of Use	Amount of snow deposition per day in winter, cm	Number of required turnout cleanings per shift, pcs.	Number of turnouts cleaned per eight-hour shift by a team of two people, pcs.
Extra-curricular stations, 1st and 2nd classes in areas with cargo intensity 25-50 million tons gross	Snowless period
	To 10
	Up to 20
3rd class stations on sections with cargo intensity 10-25 million tons gross	Snowless period
	To 10
	Up to 20
Stations on sections with cargo intensity less than 10 million tons gross per year	Snowless period
	To 10
	Up to 20

When working on turnouts equipped with electric heating devices: turning on and off the heating of the corresponding group of turnouts can be carried out remotely by the station duty officer or directly on site from the control cabinet by track workers or other workers in accordance with the Technical Instructions for servicing electric heating devices for cleaning turnouts from snow;
in case of malfunction of electric heating devices, the station duty officer must call a representative of the power supply distance to eliminate the malfunction and inform the road foreman or track foreman;
It is prohibited to carry out any work on the turnout when the electric heating is turned on, except for manual cleaning using a non-metallic tool or a hose blower, without touching the metal parts of the turnout with the tip.

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ORDER OF JSC Russian Railways dated 12-12-2008 2671r ON APPROVAL OF OCCUPATIONAL SAFETY INSTRUCTIONS FOR TRACK FITTER IN JSC Russian Railways (2019) Relevant in 2018

3.8. Occupational safety requirements when clearing snow from railway tracks and turnouts

3.8.1. Work to clear snow from centralized turnouts should be carried out only during breaks between the movement of trains and shunting units. Work on turnouts located on hump and marshalling tracks must be carried out only during breaks in shunting work and disbanding of trains or when the track is closed and with mandatory compliance with the requirements of paragraph 3.1.1 of these Instructions.

Work on clearing and removing snow from hump and sub-hill tracks must be carried out during periods when these tracks are closed.

3.8.2. The work of cleaning turnouts must be carried out by a team consisting of no less than two and no more than six track fitters, one of whom must monitor the movement of trains and not participate in the work.

At separate points where there is no constant shunting work, it is allowed to manually clear the turnouts of snow by one track fitter with qualifications of at least 3rd category. The list of such separate points, the procedure for notifying track linemen about the approach of trains and additional security measures are established by the head of the railway department (chief engineer of the railway) or the head of the station to whom these separate points are assigned, in agreement with the technical labor inspector of the trade union.

3.8.3. Track fitters working for the first winter are not allowed to independently clean centralized turnouts. They must be trained in the specifics of working in winter conditions, work only as part of a team, and are assigned by order of the enterprise to experienced team workers. The track fitter and the brigade worker to whom he is assigned must be familiarized with the above-mentioned order against signature.

3.8.4. Before starting to clear snow at centralized turnouts, the track fitter who is the senior member of the group, or the track fitter working as one person, must fence off the work area:

during the day - a red signal;

at night and during the daytime in fog, snowstorms and other unfavorable conditions that impair visibility - with a hand-held flashlight with red lights.

3.8.5. Before the start of snow clearing work, a wooden liner must be placed on the centralized switch against the electric drive rods between the retracted point and the frame rail, and on crosses with a movable core - between the core and the guard rail.

3.8.6. When working as one person, the track fitter must:

monitor notifications about the receipt, departure, passage of trains and upcoming shunting movements;

position yourself facing the direction of the expected shunting train or train in the correct direction of travel, without weakening your attention to the movement of trains in the opposite direction.

3.8.7. Cleaning of snow from turnouts with compressed air must be carried out by two track fitters of at least 3rd category, one of whom directly clears the turnout of snow, and the other (an observer, who is also a signalman) must be located at the point where the air hose is connected to the shut-off valve of the air supply network, monitor announcements via loudspeaker communication or the issuance of a special sound signal about the upcoming passage of a train, the disbanding of cars, the passage of a locomotive or shunting train through the work area and be ready at any time to stop the supply of compressed air and give a command to the track fitter working with a hose to stop work and leaving the turnout.

When blowing off a switch, track installers must use safety glasses and gloves to protect their eyes and skin on their hands.

3.8.8. The air hose should be transported assembled into rings to the work site and storage areas.

3.8.9. When cleaning (blowing) turnouts with compressed air, the following requirements must be observed:

if it is necessary to cross a railway track, the hose from the air supply network should be laid under the rails in sleeper boxes cleared of snow and ballast;

do not use a hose that does not have a standard connection head or a shut-off valve on a metal tip, as well as a hose that leaks air or has an unreliably fastened connection head;

when connecting the hose to the shut-off valve of the air supply network, the shut-off valve at the tip of the hose must be closed;

after connecting the hose to the air supply network, check the reliability of the connection between the connecting heads of the hose and the shut-off valve of the air supply network, then open the tap at the tip of the hose, and then gradually open the shut-off valve of the air supply network;

direct the air stream at the switch at an angle that eliminates the possibility of snow getting into your face;

when moving from one turnout to another, close the shut-off valve of the air network and release compressed air from the hose;

After cleaning the turnout, the shut-off valve of the air supply network must be closed, the compressed air must be completely released from the hose, then disconnect the connecting heads of the hose and the shut-off valve of the air supply network and close the valve on the metal tip of the hose.

It is forbidden to open the air supply shut-off valve unless the hose is completely straightened and the tip is in the hands of the operator.

3.8.10. It is prohibited to carry out any work on the switch when the electric heating is turned on, except for manual cleaning using a non-metallic tool and hose cleaning.

3.8.11. Clearing the track of snow and manually removing it at stages and stations must be carried out in compliance with the following requirements.

When clearing the track with trenches or cutting snow slopes after clearing it with snow blowers, niches should be made in the slopes in a checkerboard pattern at a distance of 20 - 25 m from one another to provide shelter for workers when passing trains.

The dimensions of the niche must be determined in each individual case, taking into account the number of workers hiding in it and their location no closer than 2 m from the outer rail, but its depth must be at least 0.75 m and its width at least 2 m.

When clearing the path of snow in the excavations, measures necessary to prevent snow avalanches should be taken.

When cleaning station tracks and switches, it is necessary to pile snow in shafts in which gaps must be made (1 m wide, at least every 9 m), or in piles with the same gaps for ease of work and passage of workers.

3.8.12. Loading and unloading of snow onto the snow train platforms must be done after the train has completely stopped. Loading and unloading snow while the train is moving is prohibited.

When a snow train moves in the snow loading or unloading area, track fitters on the platforms must sit down and hold on to the sides of the platforms.

3.8.13. When removing snow by train, track workers must be located in a passenger or freight boxcar equipped for transporting workers.