17.
ACTIONS OF THE ENGINEER WHEN DELIVERY OF THE TRAIN TO THE STATION AFTER THE BREAK
17.1 . When a freight train is broken on the haul and delivered to the station, be guided by clause 16.48 of the PTE and the Instructions for the movement of trains and shunting work.
Upon delivery of the ruptured train from the haul, replace the damaged connecting brake hoses with spare ones or removed from the tail car and locomotive.
17.2. When a burst train is taken out of the haul, the absence of compressed air in the TM of the last cars can be allowed only if it is impossible to restore the integrity of the TM and, for this reason, it is necessary to close the end valves. At the same time, the driver of the train on the rise must declare the need to provide an auxiliary locomotive at the tail of the train (or take the train out in parts) to move to the nearest station. Where the fault must be repaired or the faulty wagon uncoupled.
The procedure for the withdrawal of such trains from the stage, the speed of their movement, taking into account the provision of brake pressure and track profile, is established by order of the head of the road and indicated in local instructions.
Before the train leaves the haul, perform a short test of the autobrakes of the serviceable part of the train.
18. FEATURES OF SERVICING AND CONTROL OF BRAKES IN WINTER CONDITIONS
For the normal and uninterrupted operation of the car brake equipment on locomotives, MVPS and wagons in winter conditions, it is necessary to prepare it in a timely and thorough manner for operation in these conditions and ensure proper care for it during operation.
18.1. Measures to ensure proper operation of the brake equipment of locomotives and multiple unit trains in winter conditions
18.1.1. To ensure proper operation of the braking equipment in winter conditions, the locomotive crew must:
- on locomotives that are in the sludge, at an air temperature below -30 0 C, do not allow compressors to start without preheating the oil in the crankcases;
- during the start-up of the steam-air pump, open the steam valve constantly, turn on the pump at a slow speed, with the outlet cocks of the steam and air cylinders open. Only after the condensate has been removed from the cylinders and the pump has warmed up sufficiently, close the outlet cocks, and then increase the opening of the steam valve;
- during long stops of the train, the compressors (steam-air pump on a steam locomotive) should not be turned off.
18.1.2. After the arrival of the locomotive or MVPS from the voyage to the depot, the locomotive crew is obliged to drain the condensate from the main tanks and collectors, blow out the brake line at the I position of the driver's valve handle by successively opening the end valves on both sides, perform other work according to local instructions.
18.1.3. The locomotive crew is obliged during the operation of the locomotive and the MVPS to prevent freezing of brake parts. Ice that appears on the brake parts and linkage of the locomotive and MVPS, the locomotive crew must remove as soon as possible (when parking at the station, at the turnaround point).
18.1.4. At sub-zero ambient temperatures, the locomotive crew that receives the locomotive without uncoupling it from the train is obliged to disconnect the TM sleeves. Blow out the brake lines of the locomotive and train, reconnect them and open the end valves.
18.2. Measures to ensure proper operation of the brake equipment of wagons
18.2.1. The circulating stock of VR intended for replacement of faulty ones on railcars shall be kept on closed racks at ambient temperature, but not more than 6 months.
18.2.2. In winter, when preparing the brakes in the composition, pay attention to the tightness of the flange connections of the brake devices and the cuffs of the brake cylinders.
18.2.3. Wagon inspectors and rolling stock repairmen are required to do the following:
- before connecting the TM hoses, blow it out with compressed air, clean the heads of the connecting hoses from dirt, ice and snow, clean the surfaces of the electrical contacts of the heads of the hoses No. 369A, and also check the condition of the sealing rings. Replace bad rings. It is forbidden to apply oil to the rings;
- when purging the TM in the process of connecting the hoses and charging the brakes, make sure that the air passes freely;
- open the frozen brake cylinder, remove the piston, clean the working surface of the cylinder, wipe it with a dry technical cloth and lubricate. Change bad cuff. After assembly, check the cylinder for tightness;
- before testing the automatic brakes as part of a stationary compressor unit at a temperature of –40 0 C and below, after fully charging the brake network, perform full braking and release at least 2 times;
- before testing the automatic brakes and detecting VR that did not work for braking and release, as well as those that had a slow release, fix the flanges, inspect and clean the dust-catching mesh and filter, and then repeat the test of the brakes; in case of an unsatisfactory test result, replace the BP;
- in case of poor mobility of the linkage parts, lubricate their hinged joints with axle oil with the addition of kerosene, remove the formed ice.
On passenger cars at the points of formation and turnover of the train, the conductors are obliged to clear the ice from the brake linkage. It is not allowed to send to the train wagons with brake pads that do not move away from the wheels due to freezing of the leverage;
- while the train is moving through the station, it is imperative to monitor the condition of the entire train. In case of detection of wagons with wheels that are skidding, have potholes (creepers) or other malfunctions that threaten traffic safety, and take measures to stop the train.
18.3. The procedure for warming frozen places of brake equipment
18.3.1. It is allowed to heat the main tanks, injection, feed pipes and the main air duct with an open fire (torch) on steam locomotives that run on solid fuel, electric locomotives and electric trains, subject to fire safety rules that exclude the possibility of fire structural elements locomotives and electric trains.
18.3.2. On diesel locomotives, diesel trains, railcars and steam locomotives running on liquid fuel, the use of a torch is allowed only for warming up those frozen places in the brake system that are at least 2 meters away from the fuel tanks, and oil supply fittings, oil and fuel lines.
18.3.3. It is forbidden to use an open fire to warm up the braking equipment on locomotives and MVPS in their parking areas in the presence of flammable and combustible liquids spilled on the tracks at the points of equipping locomotives with liquid fuel, in the vicinity of loading and unloading devices, parks with tanks for petroleum products, warehouses of flammable materials and other fire hazardous places, as well as in the presence of wagons with discharge, flammable and liquid cargoes on adjacent tracks.
18.3.4. In case of freezing of the main air duct, first of all, tap it with light blows of a hammer - a dull sound indicates the presence of a water plug. Such a place in the air duct must be warmed up, and then the line must be blown through the end valves until the ice plug is completely removed.
18.3.5. It is possible to heat the main reservoirs, pressure, feed and bypass pipes with fire only after the compressed air has been released from them and with the inlet valves closed. It is allowed to open the taps only after the fire has been removed.
18.3.6. On steam locomotives, when the tube of the stroke regulator of the steam-air pump freezes, the pressure rises above the set value. In this case, it is necessary to turn off the pump, reduce the pressure to normal, and then warm the frozen place.
18.3.7. Frozen connecting hoses of the air ducts should be removed, warmed up and reinstalled or replaced with spare ones.
18.3.8. When the BP freezes, turn it off and release air from the working volumes with the exhaust valve until the TC rod completely leaves, after arriving at the BP depot, replace it.
18.3.9. It is forbidden to thaw frozen brake devices and their components with an open fire.
18.3.10. If one of the brake cylinders freezes, it is necessary to leave the VR switched on and continue working with the rest of the TC. After arriving at the depot, eliminate the malfunction of the brake cylinder.
In this case, turn off the VR on MVPS cars, and after arriving at the depot, open the brake cylinder, remove the piston, clear the cylinder and piston of ice, and lubricate their working surfaces. After assembling the shopping center, check its density.
Other malfunctions of brake equipment that are associated with their freezing and methods for their temporary operation are indicated in local instructions.
18.3.11. In all cases of malfunction of the brakes on locomotives and wagons of the MVPS and if it is impossible to eliminate it, the driver is personally obliged to turn off the brake, completely release the air with the exhaust valve and check the waste brake pads from wheels.
The malfunction of the brake equipment must be eliminated at the nearest station where the depot or PTO is located.
18.4. Features of brake control in winter
18.4.1. At zero and sub-zero ambient temperatures, braking when checking the operation of automatic brakes is carried out by reducing the pressure in the surge tank:
- in freight loaded trains by 0.8-0.9 kgf/cm 2 ;
- in empty freight trains by 0.5-0.6 kgf / cm 2;
- in passenger trains and MVPS by 0.5-0.6 kgf / cm 2. (To check the EPT, the pressure in the TC should be 1.5-2.0 kgf / cm 2);
- in passenger trains and MVPS with composite brake pads or disc brakes by 0.6-0.7 kgf / cm 2 (for EPT, the pressure in the TC should be 2.0-2.5 kgf / cm 2).
In case of snowfalls, snowdrifts, blizzards, before checking the operation of the brakes of a train with composite pads or disc brakes, perform service braking to remove snow and ice from the friction surface of the pads or linings. If such braking (before checking the brakes) is impossible, then counting the distance traveled by the train in the process of reducing the speed by 10 km/h should be done first by reducing the speed, but not later than the train passes a distance of 200-250 meters after the start of braking. In this case, the locomotive crew is guided not by the signal signs "End of braking", but by the distance indicated in tables 10.1., 10.2. this instruction. Depending on local conditions, local regulations may set two brakes: initial (to clear the pads from snow and ice) and to check the operation of the brakes.
18.4.2. For all types of testing of automatic brakes, the first stage of braking should be performed by reducing the pressure in the UR in accordance with paragraphs 9.2.3., 9.2.4. of this Instruction, and at temperatures below - 30 0 C - by 0.8-0.9 kgf / cm 2 in freight trains and by 0.5-0.6 kgf / cm 2 in passenger trains of normal length.
18.4.3. At air temperatures below -40 0 C, as well as at higher temperatures in conditions of snowfalls, snow drifts, snowstorms, the first stage of braking should be performed by reducing the pressure in empty freight trains by 0.6-0.7 kgf / cm 2, and in the rest cases according to clause 18.4.1. Strengthen braking in a freight train to produce a step of 0.5-1.0 kgf/cm 2 .
18.4.4. On steep long descents during snowfalls, snowdrifts and blizzards, the first stage of braking at the beginning of the descent on freight trains is performed by reducing the pressure of the brake line by 1.0-1.2 kgf / cm 2, and if necessary, the discharge is increased to full service braking.
18.4.5. The time from the moment the driver's crane handle is moved to the vacation position until the train (except for MVPS) is set in motion after it stops increases by 1.5 times in comparison with the values \u200b\u200bspecified in clause 10.3.13. this instruction.
18.4.6. Taking into account the experience of operating the brakes, it is allowed to turn on the air distributors on long descents with snow drifts, or when the snow level covers the rail heads. freight wagons equipped with composite brake pads for loaded mode with a net load of more than 10 tf per axle within the road. This procedure is introduced by the instruction (order) of the head of the railway. After passing a section with steep long descents, before the transfer of cars to another railway, the VR braking modes must be switched in accordance with clause 7.1.12. this instruction.
Taking into account the experience of operating brakes on steep long descents, the heads of railways are allowed by their order to establish a procedure in which, in the event of snow drifts, snowfall, blizzard or snow level exceeding the level of rail heads, temporarily close such sections to traffic until the tracks and rails are cleared of snow .
18.4.7. Frequently check the operation of the automatic brakes on the way, performing a braking stage to clear the blocks from snow and ice. Subject to the same check and EPT when driving passenger trains and multiple unit trains.
The time after which the brake test must be carried out is specified in the local instructions. It also indicates additional places to use the brakes before following the slopes.
During snowfall, blizzard, snowdrift and freshly fallen snow, the level of which exceeds the level of the rail heads, before braking before entering the station where the train will stop, or before following the descent, brake to check the brakes, if the train travel time without braking before exceeds 20 min.
18.4.8. When the degree of braking is more than 1.0 kgf / cm 2 (more than 2.5 kgf / cm 2 in the shopping center), sand is first supplied to the rails 50-100 meters before the start of braking until the end of braking (except for the single following locomotive - see clause 10.1.25.).
18.4.9. If, when approaching the stations, with a prohibition signal and a signal to reduce speed, when following the descent after the first stage of braking, the initial braking effect is not obtained within 20-30 seconds or the necessary braking effect in the train is absent during further movement, perform emergency braking; in case of an unsuccessful attempt to stop the train, act in accordance with clause 10.1.14. this instruction.
98 When a freight train breaks down on the haul and delivers it to the station, be guided by the procedure for the actions of employees when forced stop trains on the haul according to the Rules technical operation and the Rules for the movement of trains and shunting work or other normative documents operating on the territory of the member countries of the Commonwealth, Georgia, the Republic of Latvia, the Republic of Lithuania and the Republic of Estonia.
Upon delivery of the ruptured train from the haul, replace the damaged connecting brake hoses with spare ones or removed from the tail car and locomotive.
99 In the process of pulling out a burst train, the absence of compressed air in the brake network of the last cars can be allowed only if it is impossible to restore the integrity of the brake line and it is necessary to close the end valves for this reason. At the same time, in a train that is on the rise, the driver must declare the need to put an auxiliary locomotive at the tail of the train to go to the nearest station, where the malfunction must be eliminated or the faulty car uncoupled. The procedure for the withdrawal of such trains from the stage, the speed of their movement, taking into account the availability of brake pressure, are established by the head of the subdivision of the infrastructure owner, and if there are no railway departments in the railway, by the deputy head of the subdivision of the infrastructure owner and are indicated in the technical and administrative documents of the infrastructure owner.
100 Before the train leaves the haul, perform an abbreviated test of the autobrakes.
Appendix 4
REGULATIONS
MAINTENANCE OF BRAKING EQUIPMENT AND BRAKES CONTROL OF MOTOR-CAR ROLLING STOCK
I REQUIREMENTS FOR THE PERFORMANCE OF MAINTENANCE OF BRAKING EQUIPMENT OF MOTOR-CAR ROLLING STOCK
1 When accepting and handing over rolling stock from sludge to a depot without a locomotive crew, TO-1, TO-2, it is necessary:
Check the oil level in the crankcases of the compressors (if any), which should not go beyond the control lines of the oil indicator;
Check the correct position of the handles of the uncoupling valves of the air ducts;
Check the presence of seals: on the blocks of security systems, on safety valves, on the open position lock of the brake line release valve to the electro-pneumatic autostop valves (hereinafter referred to as EPC), on the release valves on the supply air line and on the air line from the air distributor to the auxiliary brake valve, on the release valve air line from the brake line or brake cylinder to the speedometer, to pressure sensors (if any), on pressure gauges, visual inspection of which is possible without additional work;
Check the presence of seals on stop valves;
Check the presence of a seal on the disconnecting valve to the stall valve, which must be in the open position;
Check the condition of the brake linkage, its safety devices, the outlets of the brake cylinder rods, the thickness of the brake pads (linings) and their location on the rolling surface of the wheels (discs), the operation of the parking brakes;
Check the air permeability through the end valves of the brake and supply lines by opening them for at least three times for a long time while the control element of the driver’s crane is in the train position;
Check the switching mode of the passenger type air distributor. With a train length of up to 20 cars, the air distributor with stepless release must be switched on for the short train mode, for more than 20 cars - for the long train mode. The inclusion of air distributors with stepped release must be carried out in accordance with the operating manual for a specific model of rolling stock;
Remove condensate from the main and auxiliary tanks, oil and moisture separators.
locomotive brigade, having previously secured the rolling stock from leaving, from both control cabins, when installed for each type of rolling stock (except for checking the tightness of the brake and power supply networks and checking the absence of an unacceptable decrease in pressure in the brake cylinders, which are carried out from one control cabin), must check:
Limits for maintaining pressure in the main tanks during automatic resumption of compressor operation and their shutdown by the regulator in accordance with the operating manual for traction rolling stock. Deviation from the standard value of pressure limits is allowed ± 0.02 MPa (± 0.2 kgf / cm 2);
The density of the brake network. The pressure drop measured along the brake line should be no more than 0.05 MPa (0.5 kgf / cm 2) for 150 seconds (2.5 minutes);
Nutrient density. The decrease in pressure measured along the supply line should be no more than 0.05 MPa (0.5 kgf / cm) in 450 seconds (7.5 minutes).
For the RA-1 rail bus, the pressure drop measured along the supply line should be no more than 0.05 MPa (0.5 kgf / cm 2) in 600 seconds (10 minutes).
Checking the density of the brake and power networks is carried out from one control cabin.
The density of the surge tank of the driver's crane. The density of the surge tank when the control element of the driver's crane is in a position that ensures that the specified pressure in the brake line is maintained after braking should be no more than 0.01 MPa (0.1 kgf / cm 2) for 180 seconds (3 minutes). Overpressure in the surge tank is not allowed;
The operation of the auxiliary brake (if any) to the maximum pressure in the brake cylinders during full braking, which must be within the limits established in the operating manual for a particular type of rolling stock, agreed with the owner of the infrastructure;
Charging pressure in the brake line, which must comply with the limits specified in table V.1 of this Regulation;
The work of air distributors for braking and vacation.
The check must be carried out by reducing the pressure in the surge tank from the charging pressure by 0.05-0.06 MPa (0.5-0.6 kgf / cm 2). In this case, the air distributors must work and not give spontaneous release for 300 seconds (5 minutes). After braking, make sure that the pressure in the brake cylinders of the multiple unit rolling stock is at least 0.1 MPa (1.0 kgf / cm 2) and the piston rods are out of the brake cylinders, and the brake shoes (linings) are pressed against the wheels ( disks). After completing the test, it is necessary to put the control element of the driver's crane in the train position, at which the brake must be released, and the pads (linings) must move away from the wheels (discs).
The pressure in the brake cylinders of the RA-1 rail bus should be 0.11-0.13 MPa (1.1-1.3 kgf / cm 2);
The operation of the tail car brake control circuit. After the train brake system is fully charged, it is necessary to reduce the pressure in the brake
line by 0.05-0.07 MPa (0.5-0.7 kgf / cm 2). In this case, the automatic brakes should come into action, and light signals should be given on the driver’s console to control the operation of the brakes on the train cars and on the tail car. Then release the train brake. Turning off the light signal that controls the inhibition of this tail car on the driver's console will show the serviceability of this system;
Checking the operation of the anti-skid device (if equipped). To check it is necessary to perform a full service braking. After reaching the brake cylinders maximum pressure it is necessary to run the verification program, which should not give an error of the system operation at its end;
The voltage of the electro-pneumatic brake power supply, which must be:
a) not lower than 45 V with the train position of the control element of the driver’s crane and powered by batteries when the pantographs are released or the diesel engine is turned off;
b) not lower than 45 V when the control element of the driver's crane is in the position of service braking with an electro-pneumatic brake;
The effect of an electro-pneumatic brake on the possibility of stepwise braking until the brake cylinders are completely filled and subsequent stepwise release until the air is completely bled from the brake cylinders. On multi-unit rolling stock equipped with a push-button control of the electro-pneumatic brake, its operation should be checked with the train position of the control element of the driver's crane;
Work of light indication of work of an electropneumatic brake.
When the control element of the driver's crane is in a position that ensures an increase in pressure in the brake line above the charging pressure and in the train position, the green electro-pneumatic brake circuit integrity indicator should light.
In positions that ensure or do not maintain the specified pressure in the brake line after braking - green electro-pneumatic brake circuit integrity indicator, yellow brake cylinder pressure indicator and red braking indicator.
In the positions of service braking with discharge of the brake line, or service braking with an electro-pneumatic brake without discharge of the brake line, or emergency braking - the indicator of the continuity of the electro-pneumatic brake circuit is green and the braking indicator is red.
On motor-car rolling stock equipped with a push-button control of the electro-pneumatic brake, check its operation with the train position of the driver's crane control body;
The values of the outputs of the rods of the brake cylinders during full service braking. The amount of protrusion of the brake cylinder rod must be within the limits specified in Table I.1 of this Regulation.
Table I.1- Exit of the brake cylinder rod on motor-carriage rolling stock and rail buses during full service braking
| Type of rolling stock | Exit of a rod of the brake cylinder, mm | |
| Norms of the lower and upper limits | Maximum allowable in operation | |
| Electric train cars ER2, ER9, ER9P, EM2, EM2K: - motor cars - head and trailer cars (including ER22) - motor cars ER22 | 50-75 75-100 40-50 | |
| Rail buses RA-1, RA-2 | 25-30 | |
| Head, trailer and motor cars of electric trains ER2T, ER2R, ER29, ET2 of all indices, ED2T, ED9 of all indices, ED4 of all indices, EM2, EM4, ES2, AYa4D | 50-75 | |
| Cars of electric trains of other series: - motor - head and trailer | 75-100 100-125 | |
| Motor and trailer cars of diesel trains: - with disc brakes - with drum brakes - DDB trailer cars | 5-8 125-140 55-65 | 25* |
| Diesel train АЧ2 - motor car - trailer car | 30-50 95-105 |
* In winter 12 mm;
Notes. 1 The output of the rods of the brake cylinders of electric trains at the braking stage should be less than the specified one by 30% when the brake cylinders are located on the car body and by 20% when the brake cylinders are located on the bogie.
2 If there are standards for rod outputs established by the operation manual agreed with the owner of the infrastructure, be guided by these standards. Set the maximum stem output allowed in operation to be 25% higher than the upper limit.
3 When releasing motor-car rolling stock after repair and Maintenance(except TO-1) the leverage must be adjusted to ensure the minimum allowable rod output rate.
The condition and thickness of the brake pads (linings). The minimum thickness of the brake pads at which they must be replaced: cast iron
brake pads - 12 mm, composite - 14 mm, for rail buses - 10 mm (pads with a mesh-wire frame are determined by
eye filled with friction mass).
Exit of brake pads beyond the outer edge of the tread surface of the tire (wheel rim) is not allowed in operation.
Replace the pads when the limit thickness is reached, there are cracks across the entire width of the pad extending to the steel frame, with wedge-shaped wear, if the smallest allowable thickness is from the thin end of the pad at a distance of 50 mm or more.
Ceramic-metal overlays with a thickness of 13 mm or less and composite overlays with a thickness of 5 mm or less along the outer radius of the overlays must be replaced.
The lining thickness should be checked at the top and bottom of the lining in the lining holder. Allowed difference in thickness between the upper and lower parts of the lining in the holder of the lining is not more than 3 mm;
Parking (hand) brake action.
On multiple unit rolling stock equipped with an electric or hydrodynamic brake, additionally check the operation of this brake.
When equipping a multi-unit rolling stock with a system for checking the condition of the electro-pneumatic brake circuits, additionally check the condition of this system.
2 When releasing motor-car rolling stock and rail buses from the depot after repair and maintenance, it is additionally necessary to check the performance of its compressors over time
filling the main tanks from 0.68 to 0.78 MPa (from 7.0 to 8.0 kgf / cm 2), the power supply of automatic doors must be turned off.
3 Carry out work to eliminate the identified malfunctions and adjust equipment components: changing brake pads, adjusting the brake linkage, changing the cotter pins of the mechanical part of the brake, fixing loose threaded connections in accessible places.
18.1 When a freight train breaks on a stretch and delivers it to the station, be guided by the procedure for the actions of employees in the event of a forced stop of a train on a stretch of the Rules for the technical operation of railways Russian Federation and Instructions on the movement of trains and shunting work on railways Russian Federation.
Upon delivery of the ruptured train from the haul, replace the damaged connecting brake hoses with spare ones or removed from the tail car and locomotive.
18.2 During the withdrawal of a burst train, the absence of compressed air in the brake network of the last cars can be allowed only if it is impossible to restore the integrity of the brake line and it is necessary to close the end valves for this reason. At the same time, in a train that is on the rise, the driver must declare the need to put an auxiliary locomotive at the tail of the train to go to the nearest station, where the malfunction must be eliminated or the faulty car uncoupled. The procedure for the withdrawal of such trains from the haul, their speed, taking into account the availability of brake pressure, are established by the owner of the infrastructure or the owner of the non-public tracks and are indicated in the local instructions of the owner of the infrastructure or the owner of the non-public tracks.
Before the train leaves the haul, perform an abbreviated test of the autobrakes.
19 FEATURES OF THE BRAKES MAINTENANCE AND MANAGEMENT IN WINTER CONDITIONS
For normal and uninterrupted operation of auto-brake equipment on locomotives, multiple unit rolling stock and wagons in winter conditions, it is necessary to prepare it in advance and carefully for operation in these conditions and ensure proper care for it during operation.
19.1 Measures to ensure proper operation of the braking equipment of locomotives and multiple unit trains in winter conditions
19.1.1 To ensure the serviceability of the braking equipment in winter conditions, the locomotive crew must:
On locomotives that are in the sludge, at an air temperature below minus 30 ° C, do not allow the start-up of compressors without preheating the oil in the crankcases;
During the start-up of the steam-air pump, open the steam valve gradually, turning on the pump at low speed, with the outlet cocks of the steam and air cylinders open. Only after the condensate has been removed from the cylinders and the pump has warmed up sufficiently, close the outlet cocks, and then gradually increase the opening of the steam valve;
When the train is parked for a long time, the compressors (the steam-air pump on the locomotive) should not be turned off.
19.1.2 Upon the arrival of a locomotive or multi-unit train from a voyage, the locomotive crew must drain condensate from the main tanks and collectors, purge the brake line by successively opening end valves on both sides, the pressure line with disconnection of intersection connections, open the outlet valves of the main tanks and collectors, turn off compressors (on a steam locomotive a steam-air pump).
19.1.3 The locomotive crew must remove ice formed on the parts of the brake and brake linkage of the locomotive and multiple unit rolling stock as soon as possible (when parking at the station, at the return point, etc.).
19.1.4 When performing maintenance and current repairs of locomotives and multiple unit rolling stock, heat the main tanks until the moisture is completely drained from them. At the end of the heating process of the main tanks, blow out the pipelines with compressed air and drain the condensate from the moisture collectors.
The frequency of these operations is established by the head of the subdivision of the owner of the infrastructure or the owner of the roads of non-public use according to local conditions based on operating experience in order to ensure the stable operation of the braking equipment and maintain its performance in the winter.
19.1.5 The locomotive crew before leaving the depot is obliged to check the operation of the electric heating devices for the purge valves of the main tanks. In winter, it is prohibited to leave the depot for locomotives with faulty electric heating devices for the main tank purge valves.
19.1.6 At negative temperatures during the acceptance of the locomotive, with blocked blocking devices, the assistant driver must close the end valves between the sections of the locomotive, disconnect the brake line hoses and check for ice in the connecting heads. If there is ice, remove it and make an entry in the log form TU-152.
19.2 Measures to ensure proper operation of the brake equipment of wagons
19.2.1 The circulating supply of air distributors intended for replacement of defective ones on railcars shall be stored on closed racks at ambient temperature.
19.2.2 In winter, when preparing the brakes in the composition, pay attention to the tightness of the flange connections of the brake devices and the cuffs of the brake cylinders.
19.2.3 At the points of formation and turnover of passenger trains at ambient temperatures of minus 25 ° C and below, cars with brake equipment of the Western European and KE type are included in the head part of the train, excluding their placement as the tail or second from the tail when operating at low temperatures .
19.2.4 Wagon inspectors and rolling stock repairmen must do the following:
Before connecting the hoses of the brake line, blow it with compressed air, clean the heads of the connecting sleeves from dirt, ice and snow, check the condition of the sealing rings, if necessary, clean the surfaces of the electrical contacts of the heads of the sleeves No. 369A with sandpaper. Replace bad rings. Do not apply lubricant to the rings;
When purging the brake line in the process of connecting the hoses and charging the brakes, make sure that the air passes freely;
Open the frozen brake cylinder, remove the piston, clean the working surface of the cylinder, wipe it with a dry technical cloth and lubricate. Replace defective cuff. After assembly, the cylinder is tested for tightness;
Before testing autobrakes as part of a stationary compressor unit with automatic registration of parameters at a temperature of minus 30 ° C and below, it is allowed to perform full braking and release after the brake network is fully charged;
When testing autobrakes and detecting air distributors that are insensitive to braking and release, as well as with the presence of a delayed release, fix the flanges, inspect and clean the dust screen and filter, and then repeat the check of the brake operation; in case of an unsatisfactory test result, replace the air distributor;
In case of poor mobility of parts of the brake linkage, lubricate their pivot joints with axle oil with the addition of kerosene, remove the formed ice.
On passenger cars at the points of formation and turnover of the train, as well as when the train is parked for more than 10 minutes. conductors are obliged to remove ice from the brake linkage and its safety devices. It is not allowed to send wagons with brake shoes that do not move away from the wheels due to freezing of the brake linkage and its safety devices as part of the train;
During the train to the station, it is imperative to monitor the condition of the brakes of the entire train. In case of detection of wagons with wheels that are skidding, have potholes or other malfunctions that threaten traffic safety, take measures to stop the train.
19.3 Procedure for thawing frozen parts of braking equipment
19.3.1 It is allowed to heat the main tanks, pressure, feed, bypass pipes and the main air pipeline with an open fire (torch) on solid fuel steam locomotives, electric locomotives and electric trains, subject to fire safety rules that exclude the possibility of ignition of structural elements of locomotives and electric trains.
19.3.2 On diesel locomotives, diesel trains, railcars, rail buses and steam locomotives running on liquid fuel, the use of open fire (torch) is allowed only for warming up in brake system those frozen places that are at least 2 m away from fuel tanks, fuel and oil supply fittings, oil and fuel lines.
19.3.3 It is prohibited to use an open fire to warm up the brake equipment on locomotives and multiple unit rolling stock in their parking areas in the presence of flammable and combustible liquids spilled on the tracks, at points where locomotives are equipped with liquid fuel, near filling and unloading devices, parks with tanks for petroleum products, warehouses of combustible materials and other fire hazardous places, as well as if there are wagons with discharge, flammable and liquid cargoes on adjacent tracks.
19.3.4 In case of freezing of the main air pipeline, first of all, knock it with light blows of a hammer - a hollow sound indicates the presence of an ice plug. Such a place in the air duct must be warmed up, and then the line must be blown through the end valves until the ice plug is completely removed.
19.3.5 It is possible to heat the main tanks, the pressure, feed and bypass pipes with fire only after the compressed air has been released from them and with the outlet cocks closed. It is allowed to open the taps only after the fire has been removed.
19.3.6 On steam locomotives, when the tube of the stroke regulator of the steam-air pump freezes, the pressure rises above the set value. In this case, it is necessary to turn off the pump, reduce the pressure to normal, and then warm the frozen place.
19.3.7 Frozen connecting sleeves of air ducts should be removed, warmed up and reinstalled or replaced with spare ones.
19.3.8 If the air distributor freezes, turn it off and bleed air from the working volumes with the exhaust valve until the brake cylinder rod completely leaves; upon arrival at the nearest PHE, replace the air distributor.
19.3.10 If one of the brake cylinders on the locomotive freezes, it is necessary to leave the air distributor switched on and continue to work with the remaining brake cylinders. Upon arrival at the depot, eliminate the malfunction of the brake cylinder.
In multi-unit rolling stock cars in such cases, turn off the air distributor, and upon arrival at the depot, open the brake cylinder, remove the piston, clean the cylinder and piston from ice, and lubricate their working surfaces. After assembling the brake cylinder, check its tightness.
19.3.11 In all cases of detecting a malfunction of the brake on a locomotive or wagon of a multi-unit rolling stock and if it is impossible to eliminate it, the driver must personally turn off the brake, completely bleed the air with the exhaust valves and check the brake pads from the wheels.
The malfunction of the braking equipment must be eliminated at the nearest station, where there is a depot or PTO.
Answer:9. When disconnecting (breaking) a train on a stretch, the driver must:
1) immediately report the incident by radio to the drivers of the trains following the haul, and the chipboard stations that limit the haul, who immediately report this to the DSC. In the absence or malfunction of radio communication, the message is transmitted via other types of communication, in accordance with paragraph 103 of Appendix No. 6 to the Rules;
2) through the assistant driver, check the condition of the train and coupling devices of the disconnected cars and, if they are in good condition, couple the train train. The detached parts of the coupling train should be set down with extreme caution so that in the event of a collision of wagons, the speed does not exceed 3 km / h;
3) replace damaged brake hoses with spare ones or removed from the tail car and at the front beam of the locomotive.
In all cases when operations to connect the disconnected parts of the train cannot be completed within 20 minutes, the driver must take measures to ensure that the part of the train left without a locomotive is secured with brake shoes and hand brakes.
After coupling the disconnected parts, the assistant driver, by the number of the tail car and the presence of a train signal on it, must verify the integrity of the train. Before the resumption of movement, hand brakes must be released, a reduced testing of auto brakes should be carried out, and brake shoes should be removed from under the cars.
10. It is not allowed to connect parts of the train on the haul:
1) during fog, blizzard and under other adverse conditions, when the signals are difficult to distinguish;
2) if the unhooked part is on a slope steeper than 0.0025 and can move away from the push when connecting in the direction opposite to the direction of train movement.
In exceptional cases, a locomotive behind the moving train may be used to connect with the unhooked part of the train in the manner prescribed in paragraph 22 of this Appendix.
11. If it is impossible to connect the train, the driver must request an auxiliary locomotive or recovery train in the manner provided for in paragraph 2 of this Appendix, additionally indicating in the application the approximate distance between the disconnected parts of the train.
In the exceptional cases provided for in paragraph 2 of this annex, a train locomotive (with or without wagons) may be used to deliver a written request for assistance to a railway station. The tail of such a locomotive must be marked in the manner provided for in paragraph 90 of Appendix No. 7 to the Rules.
It is not allowed to leave on the haul unguarded trains in which there are wagons with people and dangerous goods class 1 (VM).
3. Fencing of places of obstacles and work at the station with stop signals on public and non-public tracks. ISI p .42
Answer: 42. Any obstacle to traffic on the station railway tracks and turnouts must be fenced with stop signals, regardless of whether a train (shunting stock) is expected or not.
When fencing an obstacle or work performance on a station railway track with stop signals, all arrows leading to this place are set in such a position that railway rolling stock cannot enter it, and are locked or sewn up with crutches. A portable red signal is installed at the site of an obstacle or work on the axis of the railway track (Fig. 98).
If any of these arrows are directed by wits towards the place of obstruction or work and do not make it possible to isolate the railway track, such a place is fenced off on both sides with portable red signals installed on public railway tracks at a distance of 50 m, and on non-public railway tracks use - 15 m from the boundaries of the place of obstruction or work (Fig. 99). In the case when the points of points on public railway tracks are located closer than 50 m, and on non-public railway lines - closer than 15 m from the place of the obstacle or work, a portable red signal is installed between the points of each such switch (Fig. one hundred).
When fencing with portable red signals the place of an obstacle or the performance of work on a turnout, the signals are installed: from the side of the cross - against the limit column on the axis of each of the converging railway tracks; on the opposite side on public railway tracks - 50 m, and on non-public railway tracks - 15 m from the point of the arrow (Fig. 101).
If another switch is located close to the turnout to be fenced, which can be put in such a position that the railway rolling stock cannot leave the turnout where there is an obstacle, then the switch in this position is locked or sewn up. In this case, a portable red signal is not placed from the side of such an insulating arrow (Fig. 102).
When the arrow cannot be put in the indicated position, then on public railway tracks at a distance of 50 m, and on non-public railway tracks - 15 m from the place of the obstacle or work in the direction of this arrow, a portable red signal is installed (Fig. 101).
If the place of an obstacle or work is located on the entrance arrow, then from the side of the stage it is fenced off with a closed input signal, and from the side of the railway station - with portable red signals installed on the axis of each of the converging railway tracks against the limit column (Fig. 103).
When the place of an obstacle or work is located between the input arrow and the input signal, then from the side of the stage it is protected by a closed input signal, and from the side of the railway station - by a portable red signal installed between the wits of the input arrow (Fig. 104).
The turnout duty officer who discovered an obstacle at the turnout must immediately install one portable red signal at the place of the obstacle (before the start of repair work) and report this to the railway station duty officer.
Ticket 8
1. Duties of the driver when driving the train (the driver must). What is prohibited for the driver on the route (not entitled). PTE appendix 6 p. 99.100
Answer: 99. When driving a train, the driver must:
have braking devices always ready for action, check them along the way, prevent pressure drops in the main tank and in the line below the established norms;
in case of prohibiting indications of constant signals, indications of speed reduction signals and other signals requiring speed reduction, applying service braking, stop the train without passing the stop signal, and proceed with the speed reduction signal at a speed not exceeding that set for this signal;
follow the signal sign enclosing the neutral insert (in order to avoid stopping the locomotive on it), at a speed of at least 20 km/h;
in the event of a sudden signal to stop or a sudden appearance of an obstacle, immediately apply emergency braking means to stop the train.
100. On the way, the driver is not entitled to:
exceed the speeds established by these Rules, by the order of the owner of the infrastructure, the carrier, the owner of non-public railway tracks, as well as issued warnings and signal instructions;
be distracted from driving a locomotive, multiple unit train, special self-propelled rolling stock, its maintenance and monitoring of signals and the state of the railway track;
disable properly functioning security devices or interfere with their operation;
go on a haul in case of a failure on a locomotive, a special self-propelled rolling stock of traction equipment that ensures the driving of a train, and it is impossible to eliminate the cause of the failure.
2. Departure of a delayed train after blocking the output signal of a traffic light in semi-automatic blocking. IDP app.3 p.6
Answer: 6. If, for some reason, the train is not sent after the opening of the exit traffic light, the DSP of the station is obliged to close the exit traffic light, make an entry about this in the train traffic log and report the delay of the train to the neighboring separate point and DNC. Departure of a delayed or other train of the same direction is carried out at a closed exit traffic light by permission on the form DU-52 with filling in point I. The neighboring separate point of the time of the actual departure of the train is notified by phone. With electromechanical blocking without executive posts, after the actual departure of a delayed or other train in the same direction, a blocking signal is sent to a neighboring separate point. The following trains depart on blocking in the usual way. A permit on the form DU-52 with the completion of paragraph I is issued to the driver of the leading locomotive also in cases of spontaneous closing of the exit traffic light (due to false employment of the isolated section, burnout of the traffic light or erroneous closing of the exit traffic light) when the blocking is working properly.
At railway stations where train radio communication devices are equipped with a system for automatic recording of conversations, instead of issuing permission on the form DU-52, the train driver can be transmitted by radio the order to send, recorded on the recorder of conversations, in accordance with paragraph 17.1 of Table No. 2 of Appendix No. 20 to this Instructions. At railway stations that have devices that, with a free run, allow the exit traffic light to be reopened, the train departs at the newly opened exit traffic light. The DSP station can use devices for reopening the exit traffic light only with the consent of the DSC.
3. Pointer "Lower pantograph", purpose. Installation of a pointer and permanent signs to it. ISI p.66,69
Answer: . On electrified DC sections in front of air gaps, where in the event of a sudden loss of voltage in one of the sections of the contact network, the passage of an electric rolling stock with raised pantographs is not allowed, signal light indicators “Lower the pantograph” are used, placed on the supports of the contact network or individual masts (Fig. 140).
When a flashing luminous band of a transparent white color appears on the signal indicator, the driver is obliged to immediately take measures to follow the enclosed air gap with the pantographs lowered. Normally, the signal strips of the indicators do not light up and in this position the indicators have no signal value. In the case of the use of signal indicators “Lower the pantograph”, a permanent signal sign with reflectors “Attention! Current section "(Fig. 147). A permanent signal sign "Raise the pantograph" with reflectors on it is installed behind the air gap in the direction of movement (Fig. 148).
Schemes for installing signal indicators "Lower the pantograph" and permanent signal signs "Raise the pantograph" and "Attention! Current division” are shown in fig. 149, 150. Their placement should not impair the visibility and perception of constant signals.
When circulating 12-car electric trains, the distance from the air gap to the permanent sign "Raise the pantograph" must be at least 250 m.
Ticket 9
1. Way and signal signs, their purpose and place of installation. PTE appendix 1 item 30
Answer: The owner of the infrastructure, the owner of the non-public railway track shall establish:
at the main railway tracks signal and way signs;
at turnouts and in other places of connection of railway tracks, limit posts.
If necessary, to mark the boundaries of the railway right of way of railway tracks for general and non-public use, as well as to mark hidden structures of the subgrade on the surface of the earth, special waymarks are installed.
Signal signs are installed, respectively, by the owner of the infrastructure, the owner of the non-public railway track with right side in the direction of travel, and the tracks - on the right side according to the number of kilometers at a distance of at least 3100 mm from the axis of the outermost railway track.
In recesses (except for rocky ones) and at their exits, track and signal signs are installed, respectively, by the owner of the infrastructure, the owner of the non-public railway track outside the ditches and trays on the field side. In heavily drifted recesses and at their exits (up to 100 m), these signs are installed at a distance of at least 5700 mm from the axis of the outermost railway track. The list of such excavations is established, respectively, by the owner of the infrastructure, the owner of non-public railway tracks. In electrified sections, signal and way signs can be installed on contact network supports, except for those supports on which traffic light heads, complete transformer substations, disconnectors and arresters of the contact network are installed.
Limit posts are installed in the middle between the tracks in the place where the distance between the axes of converging railway tracks is 4100 mm. On the existing station railway tracks, on which the railway rolling stock built according to the T gauge does not circulate, it is allowed to maintain a distance of 3810 mm. On reloading railway tracks with a narrowed inter-track, limit posts are installed in the place where the width of the inter-track reaches 3600 mm.
On curved sections of the railway, these distances must be increased in accordance with the rules and regulations.
Signal, track and special way signs must comply with the rules and regulations.
2. The procedure for receiving trains at the station with a prohibitory indication of the input traffic light by order of the station attendant. IDP annex 9 p.32
Answer: The acceptance of a train at a prohibitory indication of the input traffic light is carried out according to the registered order of the station's chipboard, transmitted to the train driver via radio communication in accordance with clause 4.1 of Table No. 2 of Appendix No. 20 to this Instruction.
When the train follows the wrong railway track and there is no input signal along this railway track, the train is accepted according to the registered order of the station chipboard, transmitted to the train driver via radio communication in accordance with clause 4.2 of Table No. 2 of Appendix No. 20 to this Instruction
Having repeated the order and having received confirmation from the chipboard station that the order was understood correctly, the driver introduces the train to the railway station.
A similar order from the chipboard station is transmitted to the driver about the train going to the railway station at a prohibitory indication of the input traffic light, if this permission is transmitted by a special telephone installed at the input traffic light (Station Border sign). Only locomotive crews can use this phone.
As a rule, the order is transmitted by radio to the driver in advance, when the train approaches the railway station. The order is transmitted to the driver by a special phone after the train stops in front of the entrance traffic light (signal sign "Station Border").
3. Designation of the head and tail of a freight train when the wagons move forward along the right and wrong track. ISI p.87,88
Answer: . The head of a freight train, when moving wagons forward on single-track and along the correct railway track on double-track sections, is not indicated by signals during the day, at night it is indicated by a transparent white light of a lantern at the buffer beam (Fig. 190).
When wagons move forward along the wrong railway track, the head of the freight train is indicated: in the daytime - by an unfurled red flag, shown on the left side by an employee accompanying the train, located on the front transition platform; at night - with a transparent white light of a lantern near the buffer beam and a red light of a hand lantern shown on the left side by an employee accompanying the train (Fig. 191).
88. The tail of the train when driving on single-track and on the right and wrong railway track on double-track sections is indicated:
The tail of the train when moving on single-track and along the correct and incorrect railway track on double-track sections is indicated:
1) train head:
in the daytime - the locomotive is not indicated by signals, and the car is indicated by a red disc near the buffer beam of the car on the right side (Fig. 195);
at night - two transparent white lights of lanterns at the buffer bar of the locomotive (Fig. 188) or one transparent white light at the buffer bar of the car on the right side, while the head car is supplemented by an audible signaling device;
2) train tail:
in the afternoon - a red disk at the buffer beam of the car on the right side
(Fig. 196), the locomotive at the tail of the train is not indicated by signals;
at night - with one transparent white light of a lantern on the buffer beam of the car on the right side (Fig. 197) or two red lights on the buffer beam of the locomotive (Fig. 198)
Ticket 10
1. The duties of the driver after hitching the locomotive to the composition. PTEpril.6 p.97
Answer: 97. After hitching a locomotive to a train set (special self-propelled rolling stock to an utility train set), the driver must:
make sure that the locomotive, special self-propelled rolling stock is correctly coupled to the first car of the train and the connection of air hoses and electrical wires, as well as in the opening of the end valves between them;
charge the brake line with compressed air, make sure that the pressure drop does not exceed the established norms, and test the auto brakes;
obtain a certificate on the provision of the train with brakes, compare the number of the tail car indicated in it with the full-scale sheet and make sure that the brake pressure in the train complies with the established standards;
familiarize yourself with the composition of the cargo and freight- passenger train- the presence of wagons occupied by people, goods of certain categories specified in the rules for the carriage of goods by rail, as well as open railway rolling stock;
get acquainted with the full-scale list with the composition of the passenger and mail-luggage train - the presence of wagons occupied by cargo luggage and luggage;
if the locomotive is equipped with an individual call radio, set the assigned train number on the radio control panel.
After hitching the locomotive to the composition of the passenger train with the electric heating of the cars, the driver is obliged to lower the current collectors for the electrician to connect the high-voltage inter-car electrical connectors.
In areas equipped with automatic locomotive signaling, the driver of the lead locomotive, multiple unit train, special self-propelled rolling stock is obliged to turn on these devices before leaving the railway station, and in areas equipped with radio communication, make sure that the radio station is turned on, and by calling check the radio connection with head (mechanic-foreman) of a passenger train and, accordingly, with the head of work in an economic train.
2. In what cases is the acceptance and procedure for receiving trains to the station with a prohibitory indication of the input traffic light by written permission. IDP app.9 p.34
Answer: 34. In exceptional cases, when other types of permits provided for in paragraph 30 of this Appendix cannot be used to receive a train at a railway station at a prohibitive indication of the entrance traffic light, the train is accepted upon written permission from the station's chipboard with the following content:
“The driver of train No. ... is allowed to follow the ... station track. The receiving route is ready. Chipboard (signature)."
The permit is certified by the stamp of the railway station and the signature of the station's chipboard indicating the day, month and time of filling out the permit (hours, minutes).
In order to transfer written permission to the driver of the arriving train, turnout posts on duty, signalmen, operators on duty and operators of centralization posts, employees of the drafting teams and other employees in the manner prescribed in the TPA of the station or instructions on the procedure for servicing and organizing traffic on non-public railway tracks may be involved.
3. How and in what cases the warning signal is given. ISI p.97
Answer: 97. Warning signal - one long whistle, and when driving on the wrong railway track - one long, short and long whistle of a locomotive, motor-carriage train, special self-propelled railway rolling stock is given:
1) when a train approaches railway stations, waypoints, passenger stopping points, portable and manual signals requiring a reduction in speed, signal signs "C", recesses, curved sections of the railway track, tunnels, railway crossings, removable railcars, removable repair towers, traveling cars and other removable mobile units, and on non-public railway tracks, in addition, when approaching car dumpers, bunkers, overpasses, wagon scales, devices for restoring cargo flowability, cargo defrosting garages, as well as other objects located on non-public railway tracks ;
2) when the train approaches the place of work, starting from the kilometer preceding the one indicated in the warning, regardless of the presence of portable signals;
3) upon perception of the manual signal "Lower the pantograph" given by the signalman;
4) when approaching people on the railway track and in other cases established by the owner of the infrastructure, the owner of non-public railway tracks.
When following during fog, blizzard and other adverse conditions that reduce visibility, the warning signal is repeated several times.
Compilers of trains who stopped maneuvers due to the reception of a train, signalmen and turnouts on duty at the warning signal are obliged to check and make sure that the safety of the movement of the received train is ensured at their section.
Ticket 11
1. Visibility of traffic signal lights on the main and side tracks of the station. PTZ pr.3p.4
Answer: 4. Red, yellow and green signal lights of traffic lights for entrance, warning, passage, barrier and cover on straight sections of the public railway track must be clearly visible day and night from the control cabin of the mobile unit at a distance of at least 1000 m. On curved sections of the railway track the indications of these traffic lights, as well as signal strips at traffic lights, must be clearly distinguishable at a distance of at least 400 m. In rugged terrain (mountains, deep dredging), a reduction in visibility distance is allowed, but not less than 200 m.
On non-public railway tracks, the signal lights of traffic lights for entrance, warning, passage, barrier and cover on straight sections of the railway track must be clearly visible day and night from the control cabin of the rolling unit at a distance of at least stopping distance defined for this place with full service braking and the set speed, and the entrance and technological signaling - at least 50 m.
The indications of the output and route traffic lights of the main railway tracks must be clearly distinguishable at a distance of at least 400 m, the output and route traffic lights of the side railway tracks, invitation signals and shunting traffic lights - at a distance of at least 200 m, and the indications of route indicators - at a distance of at least 100 m.
2. The action of the driver after stopping the train in front of a traffic light with a red light, as well as with an incomprehensible indication or extinguished during auto-blocking. IDP app.1 p.2
Answer: 2. In case of automatic blocking, the permission for the train to occupy the block section is the permissive indication of the exit or through traffic light.
As an exception, at the traffic lights (except for those located in front of the entrance traffic lights) located on long slopes, it is allowed in each individual case with the permission of the owner of the infrastructure or the owner of the non-public railway tracks to install a conditional permissive signal given by a sign in the form of the letter "T", applied on the traffic light pole. The presence of this signal serves as a permission for a freight train to follow a red traffic light without stopping. At the same time, the train must follow a traffic light with a red light on public railway tracks at a speed of no more than 20 km/h, and on non-public railway tracks - no more than 15 km/h.
After the train stops in front of a traffic light with a red light, as well as with an incomprehensible indication or an extinguished light, if the driver sees or knows that the block ahead is occupied by the train or there is another obstacle to movement, it is forbidden to continue moving until the block area will not be released. If the driver does not know that he is on the block section of the train in front (another obstacle), he must, after stopping, release the auto brakes and, if during this time there is no clear light at the traffic light, drive the train to the next traffic light on public railway tracks at a speed not exceeding more than 20 km/h, and on non-public railway tracks - no more than 15 km/h.
In the case when the next traffic light is in the same position, the movement of the train after the stop continues in the same order.
In the event that after passing in the order established by this Instruction a traffic light with a prohibitory indication, with an incomprehensible indication or an extinguished fire and further following the block section, a yellow or green light appears at the locomotive traffic light, the train driver may increase the speed to 40 km/h and follow with extreme vigilance until the next traffic light.
In the event of an unstable indication of lights at a locomotive traffic light while moving along a block section, the driver must drive the train to the next traffic light on public railway tracks at a speed of no more than 20 km/h, and on non-public railway tracks - no more than 15 km/h.
When the train is moving along the section, the train driver and his assistant are obliged to monitor the indications of traffic lights and strictly comply with their requirements, and if there is an automatic locomotive signaling (hereinafter referred to as ALSN), follow the indications of both track and locomotive traffic lights.
When the signal of the track light is not visible (due to the long distance, the presence of a curve, fog, and in other cases), the train driver and his assistant must be guided by the indications of the locomotive traffic light before approaching the track light within a visibility distance.
3. Signals given by exit traffic lights during semi-automatic blocking.
ISI p.14,16,17
Answer: 14. The exit traffic lights in the sections equipped with semi-automatic blocking signal:
1) one green light - the train is allowed to leave the railway station and proceed at the set speed; the haul to the next railway station (track post) is free (Fig. 28);
2) one red light - stop! It is forbidden to pass the signal (Fig. 29);
3) two yellow lights - the train is allowed to leave the railway station at a reduced speed; the train follows with a deviation along the turnout; the haul to the next railway station (track post) is free (Fig. 30);
4) two yellow lights, of which the upper one is flashing - the train is allowed to leave the railway station at a reduced speed; the train follows with a deviation along the turnout; the haul to the next railway station (way post) is free; the entrance traffic light of the next railway station is open (Fig. 30a).
16. If there is a branch equipped with track blocking, as well as to indicate the railway track to which the train departs on multi-track sections equipped with track blocking, and on double-track sections equipped with two-way automatic blocking, exit traffic lights, if necessary, established by the owner of the infrastructure or the owner railway tracks of non-public use, are supplemented by the corresponding indication of the route indicator.
In the absence of a route indicator, it is allowed to use the signal until the reconstruction of signaling devices: two green lights at the exit traffic light - when the train leaves for a branch or railway track of a multi-track section, or along the wrong railway track with two-way automatic blocking, which indicates the freeness of at least two block sections with automatic blocking, for the freedom of the haul to the next railway station (way post) - with semi-automatic blocking (Fig. 33).
On double-track sections, where movement along the correct railway track is carried out according to auto-blocking signals, and along the wrong railway track - according to the indications of locomotive traffic lights, as well as on double-track sections equipped with automatic locomotive signaling used as an independent means of signaling and communication, exit traffic lights when departing from At the railway station, it is allowed to give a signal to the wrong railway track: one yellow flashing and one moon-white lights - the train is allowed to leave the railway station and then follow the wrong railway track according to the indications of the locomotive traffic light (Fig. 34).
When temporary devices for organizing traffic on the wrong railway track of double-track and multi-track hauls are turned on according to the signals of locomotive traffic lights for the period of repair, construction and restoration work, it is allowed to send trains to the wrong railway track according to the signals established for the correct railway track.
The speed of movement when leaving for the wrong railway track on double-track (multi-track) sections equipped with a permanent two-way automatic blocking for movement along the wrong railway track according to the indications of a locomotive traffic light is set by the owner of the infrastructure or the owner of non-public railway tracks.
17. At railway stations with exit traffic lights, if there is a branch that is not equipped with track blocking, the readiness of the departure route to the branch is indicated by one moon-white light of the exit traffic light; trains are sent to a branch with the issuance of a wand key or a form DU-50 (hereinafter referred to as the Travel Note) to the driver with a moon-white light and the red light of the exit traffic light is extinguished (Fig. 35).
At railway stations on non-public railway tracks that have exit traffic lights, if there is a branch that is not equipped with a track block to indicate the readiness of the departure route to the branch, the exit traffic lights may be supplemented with appropriate indications, the values of which are set by the owner of the non-public railway tracks.
If there is a shunting signal at the railway stations, when the route of departure for a branch is ready, the signal of one moon-white light is supplemented by the indication of the route indicator.
At railway stations where trains depart from railway tracks that do not have sufficient length, when the head of the train is behind the exit (route) traffic light, on its reverse side a repeater head is installed, signaling with a green light when the output (route) traffic light is open and two or more block sections are free ahead (Fig. 36).
Ticket 12
1. Requirements for automatic and semi-automatic blocking. PTE appendix 3 p.19-23
Answer: 19. The hauls must be equipped with track blocking, and in some sections - with automatic locomotive signaling used as an independent means of signaling and communication, in which the movement of trains on the haul in both directions is carried out according to the signals of locomotive traffic lights.
20. Devices for automatic and semi-automatic blocking, as well as automatic locomotive signaling, used as an independent means of signaling and communication, should not allow the opening of the output or, respectively, the checkpoint or locomotive traffic light until the rolling stock of the block section enclosed by them or the inter-station (inter-post) haul is released by the rolling stock, as well as spontaneous closing of the traffic light as a result of the transition from the main to the backup technological power supply or vice versa.
21. On single-track hauls equipped with automatic or semi-automatic blocking, after the opening of an exit traffic light at a railway station, the possibility of opening exit and passing traffic lights by a neighboring railway station for the departure of trains to the same haul in the opposite direction should be excluded.
It is allowed to have devices on the railway tracks that allow, when trains depart for a stage, the length of which is less than the length of the train or less than the braking distance for a given section and if the boundaries of the railway stations coincide, the opening of the exit traffic light only when the entrance traffic light of the neighboring railway station is open.
The same interdependence of signals should be on double-track and multi-track sections equipped with automatic or semi-automatic blocking for two-way traffic on each railway track.
On single-track sections equipped with automatic blocking with double-track inserts, as well as on double-track and multi-track hauls of freight-loaded lines, where traffic according to traffic lights
defined by clauses 7.9. – 7.. IDP.
If it is impossible to connect the train, the driver must request
auxiliary locomotive at the tail of the train. When withdrawing part of the train from the haul, it is necessary to protect the tail car of the withdrawn part of the train with an unfurled yellow flag at the buffer beam on the right side, and at night with a yellow light of a lantern and write down the numbers of the tail cars.
carriages of the rest of the train and the output.
In the event of a break in the automatic couplers of wagons, the driver is obliged to declare
control check brakes.
2.9. Procedure for detecting derailment of rolling stock.
If a rolling stock derailment is detected, the assistant driver must
immediately fix the tail section of the train, in accordance with the regulations
fastenings, fencing of the place of descent, in accordance with the norms of the fencing and report
train driver.
The train driver, having received information about the derailment of the rolling stock,
Turn on the red lights of the buffer lights;
Ensure that the train is fenced in accordance with the established procedure;
Report to the DSC (chipboard limiting the stage);
after a personal inspection of the gathering place, transfer the DSC (DSP,
restricting the run) the following information:
whether there are casualties, the presence of a gauge on the adjacent track, indicate exactly at what kilometer and picket the derailment occurred, the nature of the terrain, whether there are entrances to the railway track, how many units of rolling stock derailed (is there a derailment
locomotive), data on the state of the contact network and supports of the contact network;
In the future, be guided by the instructions of the DNC.
2.10. The procedure for detecting a breakdown of the stop valve in the passenger
train. If, upon inspection of a passenger train, it turns out that the pressure drop
in the brake line occurred due to the breakdown of the stop valve, then
no further examination is carried out. The locomotive driver acts on
based on the decision on further movement made by the head of the train.
The locomotive driver must receive an act of the established form, which
is made by the head of the train on the fact and on the reasons for the breakdown of the stop crane.
3. Procedure in case of detection of malfunction "Jog"
On my way.
3.1. Upon detection of a lateral, vertical “push” along the route, the train driver must:
Apply service braking and closely monitor the condition
rolling stock to the train stop;
If a track malfunction is detected while traveling with a train,
directly creating a threat to traffic safety (rail break,
path erosion, landslide, snow drift, path ejection, etc.) apply an emergency
braking, taking all possible measures to stop the train to a dangerous
Immediately inform the drivers via train radio communication after
oncoming or oncoming trains (when a threat to traffic safety is created
along the adjacent track), chipboard, limiting the stage, or DNC in the form:
"Attention, attention! Listen to everyone! I, the driver (surname) of train N .... on
km picket detected a "push" (lateral, vertical or knock, etc.) when
speed km/h. I have no information about the presence of the gauge on the adjacent track
(or available).
When traveling with a passenger train, transmit information about
the reason for the stop to the head of the train.
Get confirmation that the information about the "push" is perceived
drivers following oncoming and oncoming trains, as well as chipboard,
limiting run.
3.2. Chipboard, having received a message from the driver about the presence of a "jolt" on the way
is obliged to stop the departure of passing trains on the haul at the specified
way, report a "shock" on the way to the drivers of trains sent from
station earlier and the road foreman (track foreman).
3.3. After the passenger train stops, it is inspected
driver together with the head of the train. Inspection of other trains
train driver.
3.4. If, during the inspection of the train, malfunctions of the locomotive, wagons and track
under the composition were not identified, after the report of the chipboard on the results of the inspection
driving at a speed of no more than 20 km / h is allowed. After proceeding
dangerous place with the whole composition to follow at a fixed speed.
3.5. If the cause of the push was: a broken rail, washing out the path,
collapse, ejection of the track and other track malfunctions that threaten safety
train traffic, further train movement in a dangerous place
is allowed only after inspection of this place by a track worker (position
not lower than the foreman) and obligatory entry by him in the form DU-61 about the possibility
follow a dangerous place with an indication of the speed of movement.
If the train is stopped at a broken rail, along which, according to the conclusion
foreman of the track (entry in the warning form for the train DU-61), possibly
skip a train, then only one first train is allowed to pass through it. By
a broken rail within a bridge or tunnel allowing trains to pass in all cases
prohibited.
In the event of an obstacle (washout of the path, landslide, snow drift,
loose cargo, etc.) on the adjacent track, the driver must give a signal
general alarm (one long and three short ones) and organize his alarm
in accordance with the requirements of clause 3.16 of the Instructions for signaling on railways
Russian Federation dated May 26, 2000 No. TsRB-757.
3.6. The train driver who discovered a track malfunction
radio communication malfunction is obliged to take all possible measures to transmit
relevant information DSP or DNC. In exceptional cases
cell phone is allowed.
3.7. Drivers of following trains, having received information about the "shock"
Stop the train near the indicated place of the obstacle, make sure that
the possibility of further movement and follow this place with the whole composition
at a speed that ensures the safety of train traffic, but not more than 20
Report malfunctions detected at the site of the obstacle by
radio communications to drivers following trains and chipboard, and upon detection
malfunction that threatens traffic safety, stop the train and