Operating instructions for brake equipment. Procedure for alarm indications of means of automatic monitoring of the technical condition of rolling stock while the train is in motion
In order to establish a unified procedure for the actions of employees associated with the movement of trains, with employees of locomotive crews in the event of emergency and non-standard situations on the public tracks of the infrastructure of JSC "Russian Railways", in order to unconditionally ensure traffic safety requirements:
1. To approve the attached interaction of employees associated with the movement of trains with employees of locomotive crews in the event of emergencies and non-standard situations on public tracks of the infrastructure of JSC "Russian Railways" (hereinafter - the Regulation).
2. Deputy General Director - Head of the Central Directorate of Infrastructure GV Verkhovykh, Deputy General Director - Head of the Traction Directorate Valinsky OS, Deputy General Director - Head of the Central Directorate of Traffic Management Ivanov PA, Director of Russian Railways for passenger transportation Pegov D.V., heads of branches, structural units and subsidiaries of JSC "Russian Railways" to ensure familiarization, study of this by the employees involved and to make appropriate changes to the internal documents of the divisions.
3. To recognize as invalid the Regulations for the interaction of locomotive crews with employees of Russian Railways, whose activities are directly related to the movement of trains, in the event of emergencies and non-standard situations on the infrastructure of Russian Railways, approved by the order of Russian Railways dated December 30, 2010 No. N 2817r.
Regulations
interaction of employees associated with the movement of trains with employees of locomotive crews in the event of emergencies and non-standard situations on the public tracks of the infrastructure of JSC "Russian Railways"
1. Foreword
1.1. Developed by the Traction Directorate.
1.2. Introduced by the Traction Directorate.
1.3. Approved and put into effect by order of the First Vice President of Russian Railways.
1.4. Introduced to replace the Regulations for the interaction of workers of locomotive crews with employees of Russian Railways, whose activities are directly related to the movement of trains, in the event of emergencies and non-standard situations on the public tracks of the infrastructure of Russian Railways, approved by the order of Russian Railways dated December 30, 2010 city \u200b\u200bN 2817r.
1.5. The revision and amendments to the Regulations are carried out - upon the introduction of new regulatory documents of JSC "Russian Railways" and the Ministry of Transport of Russia, defining the organization of work of structural divisions on the infrastructure of JSC "Russian Railways" in the field of ensuring train traffic safety.
1.6. A control copy of the document in electronic form can be retrieved from Unified system document circulation (EASD).
2. Terms and definitions
ALSN - automatic locomotive signaling of continuous operation.
BLOCK safe locomotive integrated complex.
BHV - tail car block.
DCUP is a traffic control center.
Chipboard - on duty railway station.
DNTs - train dispatcher.
IDP - Appendix N 8 to PTE - instructions for the movement of trains and shunting work on railway transport Russian Federation, approved by the Order of the Ministry of Transport of Russia dated June 4, 2012 N 162, registered with the Ministry of Justice of the Russian Federation on June 28, 2012.
ISI - Appendix N 7 to PTE - Instruction on signaling on the railway transport of the Russian Federation, approved by Order of the Ministry of Transport of Russia dated June 4, 2012 N 162, registered with the Ministry of Justice of the Russian Federation on June 28, 2012.
CLUB is an integrated locomotive safety device.
CLUB-U is a unified integrated locomotive safety device.
KTSM (KTSM-01, KTSM-01D, KTSM-02, KTSM-K, etc.) - complexes technical means multifunctional.
CT is a signal sign of the end of braking.
Locomotive brigade - employees who manage and maintain locomotives, as well as motor-car trains.
Locomotive is a railway rolling stock designed to ensure the movement of trains or individual wagons on railway tracks.
Driver - an employee who manages the locomotive, MVPS, SSPS and ensures traffic safety when driving a train and performing shunting work.
MVPS (motor-car rolling stock) - motor and non-motor cars, from which electric trains, diesel trains, railcars, diesel-electric trains, electric railcars are formed, intended for the carriage of passengers and (or) baggage.
Local instruction is a regulatory document that determines the procedure for performing operational work in a structural unit (depot), based on local conditions.
НТ - signal sign of the beginning of braking.
PE is a mobile unit of equipment, both self-propelled and non-self-propelled, intended for movement on public railways (locomotive, carriage, motor-carriage section, etc.).
Train crew - a group of railway workers assigned to escort and service a passenger train, which includes the train manager, conductors and train electrician.
Rules N 151 - Rules maintenance braking equipment and brake control of railway rolling stock, approved by the Council for Rail Transport of the Commonwealth Member States (Minutes of May 6-7, 2014 N 60).
PTE - Rules of technical operation railways Of the Russian Federation, approved by the Order of the Ministry of Transport of Russia dated December 21, 2010 N 286, registered with the Ministry of Justice of the Russian Federation on January 28, 2011.
PTO is a maintenance point (for cars).
PCh - path distance.
ПЧД - track distance dispatcher.
SSPS is a special self-propelled rolling stock.
SKNB - axlebox heating control system.
SKNR - reducer heating control system.
Emergency braking - braking applied in cases requiring an immediate stop of the train by applying the maximum braking force.
TRA - technical and administrative act of the railway station.
CPC is the central control point of the STK centralization system.
EPS - traction electric rolling stock (electric locomotives of electric trains, electric trains).
ЭЧ - power supply distance.
ECHTs - energy dispatcher.
EMM - electronic route of the driver.
3. Purpose and scope
This Regulation on the interaction of employees associated with the movement of trains with employees of locomotive crews in the event of emergency and non-standard situations on the public tracks of the infrastructure of JSC "Russian Railways" (hereinafter - the Regulation) establishes:
Provisions and requirements for the organization and implementation of activities by employees of JSC "Russian Railways" related to the movement of trains and performing shunting work in the event of emergencies and non-standard situations on the infrastructure of JSC "Russian Railways";
The list of regulatory documents of JSC "Russian Railways", the Ministry of Transport of Russia and the Ministry of Transport of Russia, defining the main directions of the organization for the interaction of workers of related services in matters of ensuring the safety of train traffic;
Regulations for interaction between participants in the transportation process in the event of emergency and non-standard situations.
The scope of the Regulation is determined by the requirements of the regulatory documents of JSC "Russian Railways", the Ministry of Railways of Russia and the Ministry of Transport of the Russian Federation.
4. General provisions
4.1. These Regulations have been developed in order to establish a unified procedure for interaction between employees involved in the movement of trains with employees of locomotive crews on the public tracks of the infrastructure of Russian Railways.
4.2. This Regulation has been developed in accordance with the requirements for regulations JSC "Russian Railways", Ministry of Railways and the Ministry of Transport of Russia:
Rules for the technical operation of the railways of the Russian Federation, approved by order of the Ministry of Transport of Russia on December 21, 2010 N 286;
Regulations for the actions of locomotive crews in emergency and non-standard situations when working on adjacent sections of other railway administrations, approved at a meeting of the Council for Railway Transport of the Commonwealth Member States (Minutes of May 21-22, 2009 N 50);
Appendix N 8 to the PTE (Instructions on the movement of trains and shunting work on the railway transport of the Russian Federation, approved by order of the Ministry of Transport of Russia dated June 4, 2012 N 162);
Appendix No. 7 to the PTE (Instructions for Signaling in Railway Transport of the Russian Federation, approved of June 4, 2012 No. 162);
Rules for the maintenance of braking equipment and management of the brakes of railway rolling stock, approved by the Council for Railway Transport of the Member States of the Commonwealth (Minutes of May 5-6, 2014 N 60);
The order of actions of employees of JSC "Russian Railways" in the event of a forced stop of the train on the stretch with subsequent assistance to it by an auxiliary locomotive, approved by the order of JSC "Russian Railways" dated February 27, 2015 N 554r;
Instructions for installation, commissioning, maintenance and repair of derailing devices for railway rolling stock, approved by the Ministry of Railways of Russia on December 30, 2002 N TsV-TsSh-929;
Instruction on the placement, installation and operation of automatic control devices for the technical condition of rolling stock while the train is in motion, approved by the order of JSC "Russian Railways" dated March 18, 2016 N 469r;
Instruction of the conductor of the passenger carriage of JSC FPK, approved by the order of JSC FPK dated April 27, 2015 N 515r;
Instruction of the head of the passenger train of FPK JSC, approved by the order of FPK JSC dated July 20, 2015 N 916r;
Safety Rules and Procedure for Elimination of Emergency Situations with Dangerous Goods during their Transportation by Railways No. TsM-407 dated November 25, 1996;
Regulations for the actions of employees of structural divisions of Russian Railways upon receipt of information on injury to citizens not related to production by rolling stock, approved by order of Russian Railways dated May 29, 2015 N 290;
Order of JSC "Russian Railways" dated December 27, 2012 N 2707r "On approval of instructions for labor protection for locomotive crews of JSC" Russian Railways ";
By the order of JSC "Russian Railways" dated January 11, 2016 N 4p "On the introduction of a standard instruction for organizing train driving and the performance of shunting work by machinists without driver assistants (in one person)."
By order of JSC "Russian Railways" of April 17, 2017 N 734r "On approval of temporary instructions on the procedure for the movement of trains on sections of the Prokhorovka - Zhuravka - Chertkovo - Bataysk railway line, equipped with an interval control system for the movement of trains with moving block sections on the tracks.
5. Procedure for a forced train stop
5.1. When a train is forced to stop on the stretch, the driver (driver's assistant), having visually determined the coordinates of the place where the locomotive stops, is obliged to immediately report the EAF limiting the section, the DNTs and the drivers of trains of the passing and opposite directions on single-track, double-track and multi-track tracks about the stop and its reasons.
In case of a forced stop of the train on the stretch, the driver (driver's assistant), having specified the location (kilometer, picket), is obliged to start sending messages with the following text:
"Attention, everyone! I, the driver (surname) of train N ... stopped at ... a kilometer, ... a picket of an even (odd) track ... due to (indicate the reason). Be vigilant!" (the message is repeated several times if necessary).
In cases of a train stopping on the stretch at a traffic light prohibiting indications, the driver must inform the drivers of the following trains and particle board stations that limit the section, or the DNTs section during dispatch centralization, information about the stop, indicating the kilometer, picket and route of the section.
5.2. When the train stops due to a drop in pressure in the brake line, the driver must immediately send a message by radio:
"Attention, everyone! I, the driver (surname) of train N ..., stopped due to the pressure drop in the brake line at ... a kilometer of the even (odd) route ... I have no information about the violation of the gauge. Be careful!" ...
5.3. When the train stops due to the derailment of the railway rolling stock, the driver is obliged to immediately transmit a message by radio communication:
"Attention, everyone! I, the driver (surname) of train N .... At ... a kilometer ... the picket of the even (odd) track ... the clearance is violated due to the derailment of the rolling stock. Be vigilant!"
The message is repeated until the driver of the stopped train receives confirmation of the received information from the drivers of oncoming and following trains, DSP stations limiting the run, DNTs during dispatch centralization. In cases where there is no information on the confirmation of the received information from the drivers of the oncoming and following trains, including those following the adjacent track of double-track or multi-track spans, the train driver who stops on the stretch is obliged to inform the DSP (DNTs for dispatch centralization) about this, which take measures to informing the drivers of these trains about the need to take appropriate measures.
The information is transmitted in the following sequence: on the VHF range to train drivers traveling in the opposite direction or in the same direction, when servicing a passenger train to the head of the train, then on the HF range of the DSP limiting the run, DNTs.
In exceptional cases, if the train is forced to stop in the zone of no operation of the train radio station, the driver is allowed to use cellular communication and report to the officer on duty at the main depot or command and instructor staff about the coordinates and reasons for stopping, if it is impossible to proceed further to take measures to get the train out of the stretch as soon as possible. In this case, the driver's assistant heads towards the expected train to guard the stopped train.
The depot officer on duty or the command and instructor staff continue the algorithm for transmitting information received via cellular communication from the driver of a stopped train DSP (DSC) until confirmation of the acceptance of information from the involved workers is received.
The withdrawal of the train from the haul is carried out by the procedure established by the IDP
The drivers of all trains located in the area of \u200b\u200bradio communication, DNTs and DSP after the words "Attention, everyone!" are obliged to stop negotiations on radio communications, listen carefully to the message.
The drivers following the oncoming and oncoming trains must confirm the information received in the form: "I, the driver of train N ____, surname, understood, train N _____ stopped at ____ km _____ picket, _____ track, _____ haul", make a note in the form DU-61 about place obstacles and take measures to ensure the safety of train traffic.
5.4. The drivers of the oncoming and passing trains, as well as those following one of the tracks on a multi-track section, having heard information about the forced stop of the train in the absence of information about the availability of gauge, are obliged to:
Reduce the speed of the train by service braking and proceed along the stopped train at a speed of no more than 20 km / h, with special vigilance and readiness to stop if there is an obstacle for further movement;
Report to the driver of the stopped train and the EAF (DSP) of the stations limiting the run, about the size and any remarks identified after the locomotive passes the tail car.
If they are at a distance that does not provide a timely decrease in speed to 20 km / h to the oncoming locomotive or from the tail of a stopped train, having heard information about the forced stop of the train in the absence of information about the presence of the gauge, the drivers of the oncoming and passing trains on a multi-track section must:
Apply emergency braking;
Give an audible warning signal and by briefly switching on and off the searchlight to confirm that they have taken measures to stop the train;
Find out from the driver of the stopped train the reason for the stop, the need for assistance. Assistance is provided upon the permission of the DSC by the procedure established by the IDP and by order of JSC "Russian Railways" dated February 27, 2015 N 554r;
In the absence of a violation of the gauge, continue moving along the train at a speed of no more than 20 km / h with special vigilance and readiness to stop if an obstacle is encountered for further movement.
5.5. In all cases when the driver of a train stopped on the stretch has information about the violation of the gauge of the rolling stock or the absence of such information, or in other cases when it is necessary to stop the oncoming train, he must turn on the red lights of the buffer lamps. If the design does not provide for red buffer lights or their faults, use the signaling accessories on the locomotive to stop the train.
5.6. In the event of a locomotive malfunction and in all cases when the movement of the train cannot be resumed after 10 minutes, the driver must request an auxiliary locomotive from the DSC through the chipboard of the nearby station. If it is not possible to keep the train in place with automatic brakes, the locomotive brigade is obliged to immediately secure the train, in accordance with the requirement of Chapter 3 of Appendix 2 of Rules N 151, with the train fencing in accordance with the rules and regulations established by the Institute of Information Technologies, IDP and the order of JSC "Russian Railways" N 554r , followed by a report on the consolidation of the composition of the EAF stations limiting the railway line or DNTs during dispatch centralization.
When servicing a passenger train, the driver is obliged to inform the head of the train about the need to activate the hand brakes of the cars and lay brake shoes, to protect the train in accordance with the requirements of paragraphs 45, 46, 47, 48 of the ISI.
5.7. In the event of a train stopping due to a locomotive malfunction (MVPS), the locomotive crew is prohibited from making forced release of auto brakes as part of the train until the cause of a non-standard situation is identified or in the event of a malfunction of the auto brake equipment. The release should be made only after charging the brake line or securing the train against unauthorized movement.
5.8. In all cases of a forced stop of a train on the stretch, traffic can be resumed only by agreement with the DNTs or DSP of a nearby station.
6. Procedure for the appearance of signs of violation of the integrity of the brake line in the train
6.1. The reasons for the pressure drop in the brake line of the rolling stock are:
Disconnection of the brake hoses or other violation of the integrity of the brake line in the train;
Break (self-disengaging) of automatic couplers in rolling stock;
Departure of rolling stock with violation of the integrity of the brake line;
Opening the emergency stop valve (stop valve);
Auto-stop braking;
Activation of the emergency braking accelerator;
Violation of compressor performance;
Loss of communication with BHV.
6.2. The signs by which the pressure drop in the brake line of the train, MVPS is determined, are:
Decrease in speed that does not correspond to the track profile;
Frequent switching on of compressors;
Rapid decrease in pressure in the main tanks after turning off the compressors when sandboxes and typhons are not working;
Actuation of the sensor for monitoring the state of the brake line conv. N 418.
Control over the integrity of the train brake line is carried out by the driver using control devices (brake line pressure gauges and main reservoirs) located in the locomotive control cabin, MVPS.
6.3. The procedure for the driver when the pressure in the brake line of the rolling stock drops.
When the pressure in the brake line of a passenger, mail and luggage, cargo-passenger train, MVPS, the driver must apply emergency braking by moving the driver's crane control body to the emergency braking position, and the auxiliary brake handle to the extreme braking position until it stops completely. When using emergency braking, the sand supply system (if any) for wheelsets must be used without fail, which must be stopped at a rolling stock speed of 10 km / h.
6.4. The procedure for the driver when the pressure in the brake line of the freight train drops.
If, while a freight train is moving, there are signs of a possible violation of the integrity of the brake line (frequent switching on of compressors or a rapid decrease in pressure in the main tanks after switching off the compressors when the sand feeding devices and typhons are inoperative, a sharp slowdown in the train movement, which does not correspond to the influence of the track profile), turn off the traction, transfer to 5-7 seconds, the driver's crane control element to a position that does not ensure the maintenance of the specified pressure in the brake line after braking, and observe the brake line pressure:
In the case when there is no rapid and continuous decrease in the pressure in the brake line and a sharp deceleration of the train movement, perform service braking with the discharge of the brake line by the value of the first stage, then release the train's automatic brakes in the established order, while it is allowed to turn on the traction only after the train's automatic brakes have been completely released ;
If, while a freight train was moving, the sensor for monitoring the state of the brake line was triggered or there was a spontaneous decrease in the pressure in the brake line, the driver must perform service braking with the discharge of the brake line by the value of the first stage, and then move the control valve of the driver's crane to a position that does not maintain the specified pressure in brake line after braking and stop the train without applying the auxiliary brake of the locomotive.
After stopping, move the control element of the auxiliary brake valve to the extreme braking position. The driver's assistant must inspect the train, find out if it is in full train by the number of the last carriage and check for the presence of a train signal on this carriage, check the integrity and tightness of the brake line and perform an abbreviated brake test.
In the event of a recurrence of signs of a possible violation of the integrity of the brake line of the train (including the activation of the sensor for monitoring the state of the brake line in the train), it is necessary to set it to 5-7 seconds. the driver's crane control body to a position that does not ensure the maintenance of the specified pressure in the brake line after braking and observe the pressure of the brake line:
In the case when there is no rapid and continuous decrease in pressure in the brake line and a sharp deceleration of the train movement, perform service braking with the discharge of the brake line by the value of the first stage, then release the train's automatic brakes in the prescribed manner, it is allowed to turn on the traction only after the train's automatic brakes have been completely released;
In the case when there is a rapid and continuous decrease in the pressure in the brake line or a sharp deceleration of the train, which does not correspond to the influence of the track profile, perform service braking by the value of the first stage. Then, the driver's crane control element should be moved to a position that does not ensure the maintenance of the specified pressure in the brake line after braking, and the train should be stopped without applying the auxiliary brake of the locomotive. After stopping the train, move the control element of the auxiliary brake valve to the extreme braking position.
If the signs of a possible violation of the integrity of the brake line of the train repeat, the driver is obliged to notify the DSC through the chipboard of the nearby station a control check of the brakes in accordance with Chapter XIV of Rules N 151.
6.5. The procedure for transmitting information about a train stop due to a pressure drop in the brake line.
In the event of a forced stop of the train due to a drop in pressure in the brake line, information is transmitted by the locomotive crew in the manner specified in this Regulation.
6.6. The procedure for inspecting the train.
The driver must send an assistant driver to inspect the train, having previously instructed him on the procedure.
Before leaving to inspect the train, an assistant driver must:
Write out the number of the tail car from the certificate on the provision of the train with brakes and their serviceable operation;
Take with you signal accessories, a portable radio station, for operational communication with the driver, in the dark, a flashlight;
When a freight train stops on an unfavorable profile, take brake shoes to secure the cars, take measures to secure the train with the required number of brake shoes in accordance with the rules and regulations;
To determine the cause of the pressure drop in the brake line, inspect the entire train, paying special attention to the presence of constant blast of compressed air from the brake network of the train, inspect the wheelsets for derailment, as well as the condition of the automatic coupler equipment;
Having reached the last carriage, check its number with the number indicated in the certificate on providing the train with brakes of the VU-45 form, check for the presence on the carriage near the buffer bar on the right side of the train tail designation in the form of a red disc with a reflector, the position of the brake line sleeve of the car (must be in limbo).
In a passenger train, additionally make sure that there are 3 red signal lights on the tail carriage and check with the conductor of the last carriage that it is the tail carriage in the train. Inspection of a passenger train is carried out in cooperation with the head of the train or a train electrician.
When a locomotive is serviced by a driver in one person, a passenger train is inspected by a train crew; employees of locomotive crews of oncoming and passing trains, as well as SPSS, may be involved to inspect a freight train.
6.7. The procedure for disconnecting the brake hoses or other violation of the integrity of the brake line in the train.
When revealing the disconnection of the brake hoses, the locomotive crew must:
Inspect them, if a faulty sleeve is detected, if necessary, replace it with a serviceable one, which is on the locomotive in a technical first-aid kit, and if not, remove it from the tail car or the front beam of the locomotive;
Make sure that the number of the tail car corresponds to the number indicated in the certificate on the provision of the train with brakes and their correct operation;
Check the integrity of the brake line;
Carry out an abbreviated brake test.
If a violation of the integrity of the brake line of the train is detected due to a malfunction of the braking equipment and the impossibility of its elimination, the locomotive crew must:
Inform about the nature of the failure of the DNTs or DSP, request an auxiliary locomotive from the DSP through the DSP of a nearby station to remove the tail section from the stretch and then follow the instructions of the DNTs;
If it is necessary to shut off the end valve to the faulty car, it is necessary, taking into account the track profile and the malfunction that has occurred, to secure the tail section of the train from unauthorized departure in accordance with the rules and regulations established in accordance with the requirement of Section III.7 of Rules N 151.
6.8. Procedure for detecting disconnection (rupture) of a train.
The procedure for disconnecting (breaking) a train is determined by paragraphs 9-13 of Appendix No. 7 IDP.
When disconnecting (breaking) a train on the stretch, the driver must:
Immediately report the incident by radio communication to the drivers of trains following the haul, and the DSP stations that limit the haul, which immediately report this to the DSC;
Check the condition of the train and the coupling devices of the separated cars through the driver's assistant and, if they are working properly, couple the train. Separated parts of the train should be upset for coupling with extreme caution so that when the cars collide, the speed does not exceed 3 km / h;
Replace damaged brake hoses with spare ones or those removed from the tail car and at the front beam of the locomotive;
In all cases when the operations to connect the separated parts of the train cannot be performed 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 separated parts, the assistant driver must make sure that the train is intact according to the number of the tail car and the presence of a train signal on it. Before the resumption of movement, the hand brakes must be released, an abbreviated test of the auto brakes must be carried out, the brake shoes must be removed from under the cars.
It is not allowed to connect parts of the train on the stretch:
During fog, snowstorm and other unfavorable conditions, when the signals are difficult to distinguish;
If the uncoupled part is on a slope steeper than 0.0025 and from the jolt when joining it can go in the direction opposite to the direction of the train movement.
In exceptional cases, a locomotive behind the running train can be used to connect to the uncoupled part of the train in the manner provided for in paragraph 22 of Appendix No. 7 IDP.
If it is impossible to connect the train, the driver must request an auxiliary locomotive or recovery train in the manner prescribed in paragraph 2 of Appendix No. 7 of the IDP, indicating in addition in the application the approximate distance between the separated parts of the train.
In exceptional cases, in the absence of telephone and radio communication with the station's chipboard or DSC, a train locomotive (with or without wagons) can be used to deliver a written request to the railway station. It is allowed to uncouple the locomotive from the train only after securing the wagons from leaving by laying brake shoes under the wagon wheels and activating the hand brakes. Before uncoupling the locomotive from the train, the automatic brakes of the left wagons must also be activated (by fully opening the end crane).
The tail of such a locomotive should be marked during the day - with an unfurled yellow flag near the buffer bar on the right side, at night - with a yellow lantern light.
It is not permitted to use a passenger train locomotive to deliver a claim to a railway station.
In the event of a break in the auto-couplers of the cars, the driver, in accordance with the requirements of Section XIV of Rules N 151, is obliged to notify the DNTs through the EAF a control check of the brakes.
6.9. The procedure for detecting a rolling stock derailment.
When detecting a rolling stock derailment, the locomotive crew must:
Immediately proceed to securing the wagons standing on the rails after the derailed wagons, in accordance with the requirement of Section III.7 of Rules N 151;
Fencing the place of descent in accordance with the norms and rules of fencing and in accordance with the requirements of paragraphs 48-49 of the ISI report to the train driver.
The train driver, having received information about the departure of the rolling stock, must:
Report to the drivers of oncoming and following trains, DNTs (DSP, limiting the run);
Turn on the red lights of the buffer lights;
After a personal inspection of the place of descent, transfer the following information to the chipboards limiting the run (DNTs):
Are there any human casualties;
The presence of a dimension along the adjacent track;
Indicate exactly at which kilometer and picket the descent occurred, the nature of the terrain, whether there are approaches to the railway track;
How many units of the rolling stock went off the rails (is there a derailment of the locomotive),
The numbers of the cars that got off, the serial number of the first car that got off the head of the train, the gap between the cars (in meters);
Data on the state of the overhead and overhead supports;
Data on the state and integrity of infrastructure devices (paths, signaling devices);
In the future, be guided by the instructions of the DNTs.
In the event of emergencies with wagons occupied with dangerous goods (DG), the locomotive driver immediately informs about this via train radio communication or any other possible in the current situation types of communication of the DSC, DSP of the nearest stations, limiting the haul. The locomotive driver and his assistant have the right to open the package with transportation documents.
The message should include a description of the nature of the emergency, information about the presence of victims, the name of the cargo contained in the shipping documents, the number of the emergency card (UN number of the cargo, if any), the amount of dangerous cargo in the emergency zone, and on electrified sections - information about the need removal of voltage in the contact network.
In an emergency, the locomotive crew takes action, guided by the instructions contained in the emergency card for this dangerous cargo.
6.10. Procedure for detecting a failure of a stop valve in a passenger train.
If, when inspecting a passenger train, it turns out that the pressure drop in the brake line was due to a breakdown of the stop valve, due to the detection of extraneous noise, jerks, blows, triggering of the SKNB, SKNR, then further inspection is carried out by the driver together with the head of the train.
Based on the results of the inspection, the decision on the order of further movement is made by the head of the train together with the driver. The locomotive driver must receive an act of the established form, which is drawn up by the head of the train on the fact and on the reasons for the failure of the stop crane.
The driver reports the reason for the failure of the stop-crane to the DNTs.
6.11. On freight trains, in the event of a breakdown of the stop crane (in the wagons of refrigerated sections, passenger cars, etc.), act in accordance with the requirement of paragraph 179 of Rules No. 151. The decision on the order of further movement based on the results of the inspection is made by the person accompanying the car, together with the driver , with drawing up a handwritten act and handing it over to the driver.
7. Procedure for detecting a malfunction of the superstructure
7.1. When following the service area and the driver detects vertical or horizontal vibrations of the locomotive, MVPS (lateral, vertical push), the driver must apply service braking, until the rolling stock stops completely, while visually monitoring its condition, both from the driver's side and from the assistant's side driver through reverse mirrors.
In the event that the rolling stock goes beyond the dimensions and signs of derailment appear, immediately apply measures to stop the train by applying emergency braking.
7.2. After stopping, the driver, according to the procedure established by these Regulations, reports a sudden stop. It also transmits information about the place at which the shock occurred, indicating the kilometer, picket, route, and personally inspects the designated place, followed by the report of the results of the inspection of the chipboard and DNTs when organizing the movement of trains during dispatch centralization. When traveling with a passenger train, the driver transmits information about the reason for the stop to the head of the train.
7.3. If, according to the results of the inspection of the rolling stock and the track, no remarks were found that threaten the further safe passage of the train, then after the report of the DSP and the DSC on the results of the inspection, it is allowed to move at a speed of no more than 20 km / h. After passing the dangerous place, the whole train is allowed to continue following at a set speed.
After a passenger train stops, it is inspected by the driver together with the head of the train. Other trains are inspected by the train driver. When following a train under the control of a driver without an assistant driver, proceed in accordance with section 17 Typical instructions organizing train driving and performing shunting work by drivers without an assistant driver "in one person", approved by the order of JSC "Russian Railways" dated January 11, 2016 N 4p.
7.4. When inspecting the place of occurrence of the "shock" and the driver identifying the cause of its occurrence, associated with malfunctions of the superstructure of the track, which threaten the safety of train traffic (erosion of the track, collapse, track ejection, possible malfunctions paths, such as track subsidence, skew, ballast liquefaction and splashes, ballast prism violation, etc.), further movement of the rolling stock is allowed, only after inspection this place by an employee of the track distance at a position not lower than the foreman of the track.
Permission to follow a dangerous place with a rolling stock is a record of the representative of the track distance (position not lower than the foreman of the track), made on the back of the form DU-61 with the following content:
"I authorize the driver (indicate the surname) ______ of train N _____ to proceed along the _____ km ______ pc at a speed of _____ km / h due to a malfunction of the superstructure of the track (indicate the malfunction) __________
date ____________ 201____ Position ______________ Signature ____________ transcript of signature __________ ".
7.5. Chipboard station after receiving a message from the driver about the detection of a presumptive malfunction of the superstructure of the track, the "push" must:
Record it in the inspection log;
Exclude the departure of trains to the section where a malfunction is detected - a "push" on the way.
In the event that the trains were previously sent to the haul, he is obliged to inform the drivers of the dispatched trains about the malfunction - "push" along the way - kilometer, picket, track number and name of the haul.
The first train on the haul track, from which a malfunction message was received - a "push" on the way, can be sent accompanied by a road master, and in his absence - by the track foreman. The train driver is issued a warning indicating a stop within a kilometer preceding the one at which the malfunction was detected - a "push" on the way, and further following at the direction of the employee. The employee accompanying the train establishes the procedure for the passage of trains, if necessary, issues an application for a speed limit.
7.6. The drivers of the following trains, having received information about the "push on the way", must:
Stop the train near the indicated place of the obstacle;
Make sure that it is possible to continue following a personal inspection if violations in the maintenance of the superstructure of the track are not detected, follow the specified place with a train at a speed that ensures the safety of train traffic, but not more than 20 km / h;
If a malfunction is found that threatens traffic safety in the place of an obstacle, inform the drivers of the following trains and particle boards by radio. The resumption of movement is allowed only after elimination of the malfunction by the workers of the track distance.
7.7. When driving a train along the service area and visually identifying malfunctions of the track superstructure that pose a threat to the safety of train traffic, including rail breaks, track erosion, landslide, snow drifts, track ejections, landslide of rocks, mudflows, etc. the driver is obliged to apply emergency braking, taking all possible measures to stop the train to the arisen dangerous place.
The driver is prohibited from resuming movement until the inspection and the decision is made by the representative of the track distance. The further movement of the train shall be carried out in accordance with the procedure for the passage of a dangerous place by the rolling stock, guided by these Regulations.
In the event of a break in the rail or a rupture of the joint, the driver must report the chipboard, DNTs kilometer, picket, the haul path on which a malfunction was detected.
If the train is stopped at a broken rail, along which, according to the conclusion of the foreman of the track, and in his absence - the driver, it is possible to skip the train, then only one first train is allowed to pass along it at a speed of no more than 5 km / h.
In the case of a through transverse fracture of a rail string of a continuous track, if the gap formed is less than 25 mm, it is allowed to connect the ends of the string with straps compressed with clamps (of an approved type) before cutting the defective place. In this case, trains are passed along the defective lash within 3 hours at a speed of no more than 25 km / h. Such a joint should be under the continuous supervision of a dedicated employee.
On a broken rail within a bridge or tunnel, the passage of trains is prohibited in all cases.
7.8. In the event of an obstacle (rail break, track washout, landslide, snow drift, collapsed cargo, mudflow, etc.), when it is required to protect the place of obstacles to train traffic that has arisen on the adjacent railway track, the driver must give a general alarm ( one long and three short signals) and arrange its fencing in accordance with section III of paragraph 48 of Appendix N 7 of PTE.
7.9. In cases of an obstacle due to erosion or ejection of the railway track and its flooding, collapse, snow drift, collapse of cargo, etc. on the adjacent track of a double-track or multi-track haul, the driver must:
Inform about the occurrence of an obstacle to the movement of the drivers of oncoming trains, particle boards restricting the haul, DNTs when organizing train driving with centralized dispatching;
Sound a general alarm sound with a high-volume typhon (one long and three short);
Organize the fence of the place of the obstacle in accordance with the requirements of paragraphs. 45, 46, 47, 48, 49 ISI.
8. Procedure for unauthorized train stops at traffic lights with prohibitive indication
8.1. In cases of a train stopping at a traffic light with a prohibitory indication, as well as incomprehensible and extinguished indications and if there is information about the freedom of the block section in front, the driver, guided by paragraph 87 of Appendix No. 6 of the PTE, and paragraph 5 of Appendix No. 1 of the IDP, will follow it at a speed no more than 20 km / h, and on non-public railway tracks - no more than 15 km / h and should be with particular vigilance and readiness to stop if there is an obstacle to traffic ahead.
8.2. After a train stops in front of a traffic light with a red light, as well as with an incomprehensible indication or extinguished, if the driver sees or knows that the block section in front is occupied by a train or there is another obstacle to movement, it is prohibited to continue driving until the block section will not be released.
8.3. In accordance with the established procedure and in accordance with Appendix No. 20 of the IDP, the driver informs the DSP, the DNTs and the drivers following in the same direction about an unauthorized stop of the train at a traffic light with a prohibitive indication. The order established. and. of these Regulations will follow it, fulfilling the established rules of official negotiations, paying special attention to the state of the superstructure of the railway track. If a broken rail is found, act in accordance with the requirements of this Regulation.
8.4. In the absence of information about the freedom of the block section or other obstacle in front, the driver, after stopping the train, must release the automatic brakes and, if during this time a permitting light does not appear at the traffic light, he will follow it in the established order and follow until the next traffic light at a speed of no more than 20 km / h, and on non-public railway tracks - no more than 15 km / h.
8.5. In the case when the next traffic light is in the same position, the movement of the train after stopping continues in the same order.
If, after following in the established order a traffic light with a prohibitory indication, with an incomprehensible indication or extinguished when further following the block section, a yellow or green light appears at a locomotive traffic light, the driver can increase the speed, but not more than 40 km / h, and follow with special vigilance until the next traffic light.
In case of unstable indication of lights at the locomotive traffic light while following the block section, the driver follows until the next traffic light at a speed of no more than 20 km / h.
8.6. When a red light appears at a locomotive traffic light, block BIL CLUB-U, BLOCK red light, the locomotive brigade must follow at a speed of no more than 20 km / h with special vigilance and readiness to stop when the readings at the locomotive traffic light change to a more resolving indication. After changing the light at the locomotive traffic light, block BIL CLUB-U, BLOCK, the locomotive brigade must fix the place with the indication of the kilometer and the picket on the warning form of the DU-61 form and report this information to the DSP, DNTs.
8.7. Chipboard or DSC, having received information from the driver about the place of failure of the signaling devices and the restoration of their work, reports to the dispatchers of the distances of the signaling system and the tracks, which in turn send responsible workers, in positions not lower than the foreman, to inspect the specified place, informs the driver of the following train a possible fault in the track circuit.
8.8. If a malfunction of the track superstructure is identified that threatens the safety of train traffic, further movement should be carried out in accordance with the procedure for following a dangerous place by rolling stock, guided by these Regulations.
Actions of the driver of the following train
8.9. The driver of the following train, upon receiving information on the reason for stopping the train in front, in the manner established by JSC "Russian Railways", shall approach the traffic light with a prohibiting indication. After stopping and fulfilling the established regulations for service negotiations (Appendix No. 20 IDP), the driver informs the DSP that restricts the run, the DNTs and the machinists following in the same direction about stopping the train at a traffic light with a prohibiting indication.
8.10. Finds out the reason for stopping at a traffic light with a prohibiting indication in front of the next train from the DSP (DNTs) that limit the section.
8.11. In cases where the reason for the presence of a prohibitory light at a floor traffic light is established, which is not related to a malfunction of the superstructure of the track, the driver is allowed to follow it in the established order, informing at the same time the time of departure of the chipboard, DNTs.
8.12. The driver, upon receiving information about the place of a possible violation of the integrity of the rail track, is prohibited from continuing to follow until the malfunction has been eliminated.
9. Procedure in cases of unsatisfactory operation of the automatic brakes on the train
9.1. In case of revealing unsatisfactory operation of automatic brakes along the route, when, after the first stage of braking, the initial braking effect was not obtained with a passenger train, MVPS for 10 seconds, with an empty cargo train up to 400 axles long and a cargo-passenger train for 20 seconds, with the rest by freight trains within 30 seconds, the driver must apply emergency braking and take all possible measures to stop the train.
9.2. After stopping the train, the driver must activate the auxiliary brake valve of the locomotive by moving the control body to the extreme braking position with fixing it with a special device against spontaneous release, and activate the automatic parking brake (hereinafter - AST, if available).
Informs about a forced stop for drivers, particle boards restricting the haul, and when organizing the movement of trains with dispatch centralization. The rules of negotiations are carried out in accordance with the requirements of section V of Appendix N 20 of the IDP.
Upon receiving a response from the called subscriber, the driver informs the reason for the forced stop and the further actions taken to determine the reasons that influenced the unsatisfactory operation of the rolling stock brake equipment.
9.3. To find out the reason for the unsatisfactory operation of the automatic brakes, he sends an assistant driver to inspect the rolling stock and check their operation for each car.
If, according to the results of the inspection, the reason for the unsatisfactory operation of the automatic brakes has not been identified, then the driver, in accordance with Section XIV of Rules N 151, declares to the DNTs through one of the chipboards limiting the haul about the need for a control check of the brakes.
The driver and the DNTs jointly determine the station at which the control check of the brakes will be carried out, the order of the train to this station.
The control check of brakes is carried out jointly by representatives of the operational locomotive and carriage depot. When carrying out a control check in a passenger train, representatives of the owner of the rolling stock are involved.
9.4. When the train enters the station for the control check, the driver must:
With a green light of a locomotive traffic light, proceed at a speed of no more than 40 km / h;
Traffic lights with a yellow indication, proceed at a speed of no more than 20 km / h;
Follow the traffic light with a prohibiting indication at a speed of no more than 5 km / h.
9.5. When checking the action of auto brakes along the route for their effect, if the speed does not decrease by 10 km / h, and with empty freight cars by 4-6 km / h by the established calculated braking distance, the driver must apply emergency braking.
The braking distance must correspond to the distance shielded by the signs "NT" and "KT", established by the technical distribution order of the infrastructure owner.
The actions of the locomotive crew must comply with the requirements of this Regulation.
9.6. In case of failure of the brakes in the train after the transfer of the driver's crane control body to the emergency braking position and the absence of a braking effect, the driver must take all available measures to stop it.
In accordance with the requirement of paragraph 30 of Appendix No. 20 of the IDP, the driver or assistant driver is obliged to inform the DSC, DSP stations limiting the run, and the drivers of other trains on the run. The report form is shown below.
"Attention, everyone! The driver (surname) of train N ..., I am following the track ..., a kilometer ..., the brakes are out of order. Take action" (the call via the radio channel is valid for 12-15 seconds, after which it must be repeated until a response is received from DSP stations or DNTs).
9.7. To stop an uncontrolled train, the driver must do the following:
Move the double thrust valve to the emergency braking position;
Activate the stop valve, buttons for emergency discharge valves, emergency braking valves (on series of locomotives, where they are provided for by the design of the locomotive);
Induce forced auto-stop braking, for which:
Switch off the EPC when there is no pressure in the brake cylinders or impulse line of the locomotive equipped with the KOH device;
Turn off the EPK and turn it on without pressing the RB button;
Press and hold the RB button on a locomotive equipped with ALSN or KPD;
Turn off automatic switches ALSN or the "locomotive signaling" button when the EPK is on;
Provide a continuous supply of sand under the wheelsets of the locomotive;
Apply electric braking on those series of locomotives, where it is provided, while the locomotive brake must be released.
It is not allowed to simultaneously apply pneumatic and electric braking on electric locomotives and diesel locomotives in cases not provided for by the locomotive diagram;
9.8. When driving a passenger train, transmit by radio a request to the head of the train to activate the emergency stop cranes (stop cranes) and hand brakes of the cars.
If it is impossible to communicate by radio communication, give a high-volume signal with a typhon "three long" (the requirement for employees serving the train "Brake!").
9.9. After all attempts to stop the train, the locomotive brigade is obliged to give a general alarm signal and, via the train radio communication, additionally inform the EAF that restrict the haul or DSC (when organizing the movement of trains with dispatch centralization) about the failure of the brakes in the train and the inability to stop it under the conditions of the track profile.
9.10. In the event of an uncontrolled train stopping spontaneously along the track profile (ascent), the driver immediately fixes the train with brake shoes and hand brakes, in accordance with the requirement of Chapter 3 of Appendix No. 2 of Regulation No. 151 and proceeds to identify the cause of the brake failure.
9.11. In case of failure to identify the reason for the failure of auto brakes or the impossibility of eliminating the identified cause on its own, the locomotive crew is obliged to report to the DSC on the order of the train.
For sufficient provision with braking pressure and safe withdrawal of an uncontrolled train from the stretch, it can be withdrawn using several locomotives with their attachment to the train or in parts, with the provision of each part of the train removed from the section with a braking pressure, ensuring traffic safety.
9.12. Having received information about the movement of a train that has lost control of the brakes, the DNTs and DSP are obliged, based on the train situation, to take measures to minimize the severity of the consequences, excluding the departure for the haul of trains of the opposite and passing directions.
In the event that such trains were previously sent to the haul, he is obliged to inform the drivers of the dispatched trains the track number and the name of the haul along which the uncontrolled train follows, as well as its number. First of all, the messages are transmitted to the train drivers following the adjacent haul tracks, then to the train driver following the haul track, ahead of the uncontrolled train.
When an uncontrolled train moves to the station, it is organized to stop by all available means (installation of brake shoes, uses a locomotive, SSPS, dropping wit and arrows, wheel dropping shoes, stationary brake stops, etc.).
When an uncontrolled train is directed to a haul track occupied by a train. Locomotive crews of trains should be warned about the current situation.
Take all possible measures to stop the train that has lost control of the brakes.
9.13. A message about a train that has lost control of the brakes, depending on the current situation, the driver of the oncoming train takes measures to stop it or to reduce the speed by laying brake shoes, for which he directs the assistant driver forward to install the brake shoes on the rails along the adjacent track. Installation of brake shoes is carried out on both rail lines and soil is added to the contact zone of the wheel with the brake shoe toe in order to reduce the likelihood of knocking out the brake shoe when the wheel collides.
10. Procedure when receiving information about the oncoming train that has lost control of the brakes or unauthorized movement of cars
10.1. After receiving a message from the DSP or DNC (when organizing the driving of trains with dispatch centralization) about the following oncoming train that has lost control of the rolling stock brakes or unauthorized movement of wagons, the driver must:
Immediately stop the train by emergency braking, at the same time confirm the information received, clarify the time of departure of the train (cars) on the route;
By train radio communication, inform the DNTs, DSP, limiting the section, and the drivers of oncoming and passing trains on the section about the place of stopping;
Disconnect the locomotive from the braked train and drive away from it as far as possible, while sending an assistant driver to lay the brake shoes and activate the hand brakes to secure the train from leaving;
Depending on the situation, inform the DSC or DSP about the measures taken by radio communication;
After stopping, brake the locomotive with the auxiliary brake until the maximum air pressure in the brake cylinders is reached and, depending on the type of locomotive, lower the pantographs, turn off the diesel engine, turn off the battery cut-off switch, activate the hand brakes.
10.2. Depending on the current situation, after a train stops or a locomotive unhooked from the train, the driver, observing personal safety measures, is obliged to put the brake shoes on the rails at the greatest possible distance from the locomotive in order to detain unauthorized carriages (oncoming trains) and, observing personal safety measures, immediately move away to a safe distance.
10.3. Upon receipt of information about the unauthorized movement of oncoming cars along the route of a passenger train, the driver must stop the train with emergency braking. Call the head of the passenger train by VHF radio communication and give the command to activate the hand brakes of the cars and the immediate evacuation of passengers. The head of the passenger train, having received this information, provides the forces of the train crew with the evacuation of passengers and the activation of the hand brakes of the cars.
10.4. In the event of a malfunction or absence of train radio communication after the train stops, the driver sends a command through the conductor of the first carriage to immediately evacuate the passengers and secure the train with hand brakes, about which the conductor of the first car in the chain informs the head of the passenger train.
10.5. After the transfer of information, the locomotive crew is obliged to uncouple the locomotive from the train and drive away from the train as far as possible towards the moving cars. In their visibility zone, stop the locomotive, render it inoperative and leave the control cabin, move a safe distance from the rolling stock.
10.6. The driver of the MVPS, upon receiving information about the unauthorized movement of wagons on the way along the route, is obliged to stop the train with emergency braking, to announce to the passengers on the loudspeaker about immediate evacuation and their departure to a safe distance from the train. During the evacuation of passengers, the driver's assistant secures the rolling stock with brake shoes and provides assistance to passengers.
The driver is obliged to call the DSP in front of the railway station by train radio communication, report the situation and leave the control cabin, moving away to a safe distance.
11. Procedure for alarming indications of means of automatic monitoring of the technical condition of rolling stock while the train is in motion
11.1. The train driver, guided by the message of the speech informant "Attention! The driver of the odd (even) train to the station (station name) KTSM. Alarm-1, (Alarm-2). Warning", indicating the DSP or DNTs and (or) the indication of the signal light indicator or entrance (exit) traffic lights of the station must:
Upon receipt of information about the detection of a PE on the train with readings of the "Alarm-1" level, take measures to smoothly reduce the speed in order to follow the station entrance arrows at a speed of no more than 20 km / h and follow with special vigilance, observing the train, on the station receiving path with a train stop;
Upon receipt of information about the detection of a PE on the train with indications of the "Alarm-2" level, immediately take measures to stop the train by service braking, inform the train drivers on the stretch of the DSP (DNTs) about this. Inspect the PE, in which the KTSM recorded signs of malfunction and report to the EAF (DSC) about the possibility of following the train to the station or requesting the train workers of the carriage facilities (if they are at the station) or the need to obtain advice from the employees of the carriage facilities about the possibility of further travel on the train faulty PE.
In the event of a passenger train stopping, the driver is obliged to inform the head of the train and, together with him, inspect the PE, in which the KTSM recorded signs of malfunction. Depending on the state of the carriage units, the head of the train decides whether it is possible to follow the PE with the train or the need to request from the EAF to the train the employees of the wagon economy, which he informs the train driver to transfer the information to the EAF (DSC).
In case of receiving information about the detection of a PE in the multi-unit rolling stock with readings of the "Alarm-1", "Alarm-2" level, the driver takes measures to smoothly reduce the speed (if an emergency stop of the train is not required) and stop the train to inspect the PE, in which KTSM registered signs of malfunction. At the end of the inspection, the train driver is obliged to report the chipboard (DNTs) the inventory numbers of the cars, the presence of heating of the axle boxes, signs of malfunction and the order of the train's further movement.
All actions for inspecting the vehicle and making a decision on the order of further movement of the multi-unit rolling stock are carried out personally by the driver.
11.2. The employees of the carriage economy (in their absence - the locomotive crew), after stopping the train according to the indications of the KTSM at the station or the stretch, are obliged to inspect the displayed PE (if heated axle boxes are found) no later than 15 minutes after the train stops. Inspection of units and running gears of locomotives, electric train cars, special self-propelled rolling stock and wagons of multiple-unit trains is carried out by a locomotive crew.
If, as a result of the inspection, it is established that there are no faulty units in the cars shown by the KTSM (in case of "Alarm-1" or "Alarm-2"), two adjacent PUs should be inspected in both directions from the fixed one. If there is information about failures of the KTSM in the account of the PU for this train, all PUs are inspected from the side of the train indicated by the KTSM.
Inspection of cars at the station is carried out by employees of the carriage economy (in their absence - by the locomotive crew). If necessary, a notification is given to the EAF (DSC) about the uncoupling of faulty wagons.
In the event of a train stopping according to the readings of the KTSM on the haul and the inspection of the rolling stock by the locomotive crew, if it was established that it was impossible for the train to follow the station, the inspection and the decision to withdraw the faulty cars from the haul to the nearest station should be made by the employees of the carriage economy who arrived at the place where the train stopped.
It is forbidden to send trains when a heated axle box of cars is detected without a decision by a carriage specialist. The dispatch of such trains without the conclusion of a carriage specialist should be carried out only after uncoupling the faulty carriage.
After the completion of the inspection or repair of the PE, the employees of the carriage economy (locomotive brigade) notify the EAF (DNTs) or the person taking the readings of the recording devices about the readiness of the train for departure.
Inspection of units and undercarriages of special rolling stock, following with the escort brigade, is carried out by the locomotive brigade and the escort brigade.
11.3. If, upon inspection of the PE, in which the KTSM recorded signs of malfunction, it is found that their repair is not required and the train can be sent from the station for further travel, then information about this, as well as the serial number of the PE, the type of malfunction is transmitted through the operator of the central post (CPK) to the next station to increase the vigilance of the workers of the carriage economy, and when the train stops, to inspect such cars. Similar information is transmitted in the case when the axle boxes or pulleys of the generator drive with a pre-emergency heating level were not examined at this control point due to the absence of a train stop at the station according to the schedule.
11.4. In the case when, when inspecting trains at the station in front of which KTSM are installed, faulty rolling stock units are found that are not registered by these KTSM and require uncoupling of the car, based on the results of the inspection of such cars by the inspector-repairman (inspector) and the train driver, an act is drawn up in which information on the technical condition of the controlled unit of the car, train number, car number, control time, etc.
11.5. In the event of a brake on the wheel pairs, the locomotive crew is obliged to identify the cause (in passenger trains, together with the head of the train or his substitute) and, if possible, eliminate the malfunction (in passenger trains, assist the head of the train or his substitute), in the absence of defects, rejection parameters for the rolling surface of the wheelsets, continue at a set speed to the station where there is a depot or a car maintenance point.
11.6. Upon detection of obvious external signs of destruction of the axlebox unit, the driver must call an employee of the carriage economy through the chipboard (DSC) to determine the possibility of further movement of the registered car.
The decision on the departure of the train from the station upon confirmation of heating with readings exceeding the rejection level of heating for this type of unit is made by the employee of the carriage economy. The dispatch of such trains without the conclusion of an employee of the carriage economy should be carried out only after uncoupling the faulty car from the train.
To organize uncoupling of a faulty car at stations with centralized dispatching, the DNTs calls the station's EAF, which is obliged to organize shunting movements to uncouple the faulty car. When uncoupling a faulty car, the travel speed is not more than 5 km / h, while a station worker must follow the faulty wheelset, and readily give the locomotive driver a stop signal in case of a threat to the car derailment or destruction of the mechanical part of the car.
In the case when the train was stopped due to the information about dragging, and the driver did not reveal the reason when inspecting the registered carriage, and also if there is information about control failures in the account of the cars, he must inspect the condition of the entire train from both sides.
11.7. In all cases of stopping the train according to the indications of the KTSM (Alarm-1, Alarm-2), after the train stops, the driver must check with the DSP (DNTs) the information previously received:
The presence of faulty wagons on the train and their number;
The type of malfunction (heating of the axle box, braking of wheel pairs, violation of the lower dimension (dragging));
Serial number of the registered PE;
Side in the direction of travel and the serial number of the axis of the registered PE;
Heating level (temperature);
The presence of control failures in the wagon account.
When monitoring the condition of the axle box, the driver must check visually, with an infrared temperature measuring device such as "Kelvin" (if any) and by touch, the degree of heating of the axle boxes, wheel rims and inspect the rolling surface of the wheels in order to identify sliders, fatty substances, tarnishing colors. for the braking of wheelsets (in case of a malfunction of the autobraking equipment of cars), paying attention to:
The presence of a "fresh" release of lubricant on the disc, rim, wheel hub, parts of the brake linkage;
The condition of the axle box cover (presence of scale, tarnishing colors, swelling of paint, deformation and holes in the cover);
The presence of bolts for fastening the inspection and mounting covers, their possible turning out or loosening;
Fresh drips of grease in the lower part of the axle box housing, the presence of a smell of heated grease;
Displacement (shift) of the axle box body;
Skew of the axle box, its turn in the axle opening of the sidewall of the bogies;
In winter - for snow melting on the axle box body (unlike other axle boxes).
If, according to the results of the inspection, it is established that there are no faults in the axle boxes and braked wheelsets, the train proceeds further at a set speed to the station where there is an employee of the wagon economy and an act is drawn up together with him.
If, as a result of the inspection of the train on the stretch, it is established that the state of the axle box unit allows you to follow to the nearest station (there are no obvious external signs of destruction of the axle box unit) or a malfunction is not identified, the locomotive crew can continue to move to the first station, as reported by the EAF of the nearest station (DSC) and summons the workers of the carriage economy to this station to inspect and give an opinion on the possibility of further movement of the train. When moving, the locomotive crew is obliged to monitor the condition of the train in curved sections of the track from the locomotive cabin.
11.8. When the train stops at the station according to the KTSM indications or according to the movement schedule, the locomotive crew (in the absence of a car inspector) is obliged to inspect the cars with a pre-emergency heating level (Alarm - 0) of the axle box or wheelset braking (if it has such information).
11.9. In order to exclude unreasonable train stops, according to the indications of the KTSM control devices, the driver must choose the place of stopping and the mode of further movement of the train in such a way as to proceed with the KTSM floor devices at a constant speed of at least 10 km / h.
12. The procedure for triggering rolling stock derailment control devices
12.1. DSP or DNTs, having received information about the operation of the UKSPS and about the overlap of the entrance or passage traffic lights from permissive indication to prohibiting, and after making sure that they are on the site approaching the train station, they must:
Exclude the departure to the adjacent track of the haul of trains of the opposite and associated directions of movement (on double-track and multi-track sections of railways);
Call the train driver by radio, during whose passage the UKSPS was triggered, inform him about it with the following text:
"Attention! Train driver N ... Your train triggered the operation of the UKSPS! Stop immediately! Chipboard station ... (station name, surname)";
Call the train driver of the opposite direction by radio if he follows the station or was previously sent to the haul, inform him about the operation of the UKSPS and the train stop on the next track;
Having received information about the results of the inspection of the train, together with the DSC, it establishes the procedure for the further movement of the train and the organization of the movement of trains, decides on the transfer of information to the station managers and on the conduct of emergency recovery measures.
12.2. If, when approaching the railway station (artificial structure), in front of which the UKSPS is installed, the input (passage) traffic light switched from allowing to prohibiting indication, warning traffic light to more prohibitive indication, turning on the obstruction traffic light, or upon receiving information about the operation of the UKSPS from a speech informant , ДСП (ДНЦ) by train radio communication, the driver must:
Stop the train with service braking and turn on the red lights of the lanterns at the buffer bar of the locomotive;
Notify by radio communication about the stop of the train in the manner prescribed in these Regulations;
Give a general alarm signal (sound and light with a transparent white light of a searchlight) when a train of the opposite direction approaches in the line of sight, if no response is received from it via radio communication;
Send an assistant driver to inspect the train;
On the results of the inspection and the measures taken, as well as on the possibility of further movement of trains on the stretch, inform the DSP or DNTs.
The driver's assistant is obliged to:
Inspect the train from both sides to the tail of the train;
Pay attention to dragging, parts out of the size of the rolling stock, or derailment of wheelsets in a train;
Inspect the condition of the UKSPS sensors, provided that they are under the train or no further than 300 meters from the tail car, paying attention to the number, numbers of sensors, traces of destruction or interaction with the elements of the running gear of the train (if possible, make photo-video recording of the state of the sensors).
12.3. If the locomotive crew of a stopped train detects a descent or dragging of rolling stock parts, it must:
Find out the condition of the rolling stock, the presence of the clearance along the adjacent track and report this information to the DNTs or DSP stations that limit this stretch;
In the event of a derailment of the rolling stock, immediately fence it.
The train driver of the opposite direction, having received a radio communication message about a train stop on a nearby railway track, must reduce the speed to 20 km / h and proceed with the train at a speed of no more than 20 km / h with particular vigilance and readiness to stop if an obstacle for further movement is encountered ... After the passage of the train standing on the neighboring railway track and the absence of obstacles for movement, the driver informs the DNTs (DSP) about this and leads the train further according to the traffic lights.
The train driver, during the passage of which the UKSPS was triggered, after stopping the train, must send an assistant driver to inspect the train from both sides in order to detect the dragging of parts or derailed wheelsets of the railway rolling stock. The driver reports on the results of the inspection and the measures taken to the DSC (DSP).
When driving a train by a driver without an assistant driver, the procedure for inspecting the train when the UKSPS is triggered is established by the owner of the infrastructure.
In case of elimination of the reasons for the operation or false operation of the UKSPS, the driver reports this to the DNTs (DSP).
12.4. If no malfunction is detected in the train, then the EAF, in agreement with the DNTs, accepts the train in the prescribed manner.
12.5. The train arriving at the station is inspected by an employee of the wagon economy, and in his absence - by the locomotive driver. According to the results of the inspection, the order of further movement is determined. If no malfunction is found, then the train follows to the nearest car maintenance point at the set speed.
12.6. If the train driver, in the event of a malfunction or derailing of the rolling stock, cannot call an EAF or DSC by radio communication, then he must inform the train drivers of the passing and opposite directions of movement to transmit the relevant information.
12.7. When the UKSPS is triggered under a train moving along the wrong path according to the signals of an automatic locomotive alarm on a double-track (multi-track) haul or when driving on a single-track haul, the DSC or DSP station of the station of departure by train radio communication must give the train driver the following command:
"Attention! The driver of the train N .... following ... the path in the wrong direction on the stretch ... stop immediately! Your train triggered the operation of the UKSPS! DNTs (DSP station).
The command is transmitted until a response from the train driver is received.
12.8. In the event that a passenger train stops on the stretch due to the operation of the UKSPS, the driver, after fulfilling the requirements of this Regulation, is obliged to inform the head of the train and, together with him, inspect the cars and the locomotive.
12.9. In the event that the MVPS stops due to the operation of the UKSPS, the train is inspected by the driver. Based on the results of the inspection, the driver independently decides on the order of further movement and the need for a second inspection, as reported by the DSP or DSC.
13. Procedure in case of damage to the rail of the lower gauge of the rolling stock
13.1. Upon receipt of information on damage to the lower gauge rail of the rolling stock, the driver must:
Stop the train using service braking;
Inform about the stop by radio communication about the stop of the train in the order established in these regulations;
Turn on the red lights of the lanterns near the buffer rail of the locomotive;
Send an assistant driver to inspect the train, who is obliged to inspect the train from both sides to the tail of the train, paying attention to dragging, parts going out of the size of the rolling stock, or derailment of wheelsets in the train;
On the results of the inspection and the measures taken, as well as on the possibility of further movement of trains on the stretch, inform the DSP or DSC.
13.2. If the locomotive crew of a stopped train detects a descent or dragging of rolling stock parts, then it must:
Find out the condition of the rolling stock, the presence of the clearance along the adjacent track and immediately transmit this information to the DNTs or DSP, limiting this stretch;
In the event of a derailment of the rolling stock, immediately fence it off;
Measures to eliminate the consequences of dragging or derailing of the rolling stock and the restoration of traffic should be coordinated with the chipboard or DNTs.
13.3. If no malfunction is detected in the train, the train follows to the nearest car maintenance point at a set speed.
13.4. If the train driver, in the event of a malfunction or derailing of the rolling stock, cannot call an EAF or DSC by radio communication, then he is obliged to inform the train drivers of the passing or opposite direction of movement, the crossing officer, or use cellular communication to transmit relevant information.
13.5. In the event that a passenger train stops on the stretch due to damage to the lower gauge rail of the rolling stock, the driver, after fulfilling the requirements of this Regulation, is obliged to inform the head of the train and, together with him, inspect the cars and the locomotive.
Based on the results of checking or eliminating the malfunction, the head of the train, together with the locomotive driver, make a decision on the order of further movement, which the driver must report to the DSP (DSC) by radio communication. The head of the train draws up an act on the reasons and time of stopping, which is transmitted to the driver at the next station, where the train will have a stop according to the schedule.
The train travels at a set speed to the point of technical inspection of passenger cars, where the cars and locomotives are inspected by employees of the carriage and locomotive facilities.
13.6. In the event that the MVPS stops due to damage to the gauge rail of the rolling stock, the driver inspects the train. Based on the results of the inspection, the driver independently decides on the order of further movement, which is reported by the DSP or DSC. The train follows at a set speed to the final station, where the train is re-inspected.
14. Procedure for a forced stop of the train on the stretch due to a malfunction of the locomotive
14.1. In the event of a failure on the locomotive of the equipment that ensures the operation of the train and the impossibility of eliminating the cause of the failure, the driver is strictly forbidden to proceed to the station and go to the haul.
14.2. When following the track, depending on the current situation and the train situation and the inability to bring the train to the station, the driver must:
Stop the train, if possible, at the site and in the straight section of the track, if an emergency stop is not required;
Activate the automatic brakes of the train and the auxiliary brake of the locomotive with fixing it in the extreme braking position, if necessary, fix the train with hand brakes and brake shoes;
Immediately announce by radio about the reasons and place of stopping in accordance with the requirements of this Regulation (in addition, the driver of the passenger train must inform the head or electromechanic of the passenger train, and the driver of special self-propelled rolling stock - the head of work on the economic train), after which 10 minute countdown to determine the malfunction that has occurred and the possibility of its elimination. In exceptional cases, in the absence of train radio communication with the EAF or DSC, the driver of the stopped train takes measures to transmit a message about the stop (on the request for an auxiliary locomotive) through the train drivers of the opposite (passing) direction or using cellular communication.
14.3. After receiving a report from the train driver about a forced stop due to a malfunction of the traction rolling stock, it is forbidden for the DNTs and DSP to distract the locomotive crew with radio calls for 10 minutes.
14.4. In case of locomotive equipment failures (MVPS, SSPS), in order to restore their operability, the locomotive crew must, observing safety measures, use the standard emergency schemes provided by the manufacturer.
14.5. If it is impossible to eliminate the malfunction that has arisen after 10 minutes after stopping the train, the driver must:
Personally verify the actual location of the train by the nearest kilometer and picket posts;
Request an auxiliary locomotive through the DSP (DNTs), while indicating at which kilometer, picket the head of the train is located, in connection with which assistance is required and the time of its request;
If the movement of the train cannot be resumed within 20 minutes from the moment of stopping and it is impossible to keep the train in place on the automatic brakes, give a signal to activate the hand brakes by the conductors of passenger cars, conductors, supervisors of work on the economic train, instruct the assistant the driver to secure the freight train with brake shoes and hand brakes of the cars;
Report by radio to the nearest EAF, limiting the stretch, and DSC on securing the train, indicating the number of brake shoes with which the rolling stock is fixed;
When servicing the locomotives of passenger trains by one driver, the operations of securing and fencing the train are performed by the train manager (train electromechanic) and the conductor of the tail car at the direction of the driver, transmitted by radio.
14.6. In the event that a malfunction on the locomotive (MVPS, SSPS) is eliminated, the locomotive driver (MVPS, SSPS), who stopped on the stretch and requested an auxiliary locomotive, is strictly forbidden to set the locomotive (MVPS, SSPS) in motion, while the driver must report by radio communication to the nearest traffic police and DNTs on troubleshooting and agree on further actions with him.
If the movement of the train cannot be resumed within 20 minutes from the moment of stopping and it is impossible to keep the train in place with the automatic brakes, at the instruction of the driver, the assistant driver is obliged to secure the train with brake shoes and hand brakes of the cars.
The brake shoes are laid under the loaded cars from the side of the slope (the toe of the brake shoe runner laid on the rail must touch the car wheel rim). Fastening is carried out at the rate of one brake shoe for one car.
If necessary, the hand brakes of the wagons are activated in the number and in accordance with the norms determined by Appendix No. 2, Section III.7., Table No. III.4 of Regulation No. 151.
Emergency tables indicating the norms of securing, depending on the weight of the train and the profile of the track of the serviced sections, are developed in operational locomotive depots;
After returning, report to the driver, the chipboard limiting the stretch (DNTs) about securing the train with brake shoes, indicating their number, as well as the number of cars on which the hand brakes are activated, and then make an entry in the journal of the TU-152 form.
Upon receipt of permission from DSC to depart from the haul, the driver must independently:
Carry out an abbreviated brake test (if necessary);
Give a command to the assistant driver to remove the brake shoes from under the wheels of the cars and release the hand brakes of the cars, and in a passenger train - transmit information about the removal of the brake shoes and the release of the hand brakes to the head of the train;
After the assistant driver returns to the locomotive cabin (MVPS, SSPS), release the locomotive's hand brakes (MVPS, SSPS).
14.7. The driver's assistant is obliged to:
Record the time of transmission by the driver by radio of information about the reasons, place and time of the forced stop of the train, as well as the time and names of the drivers of the following and (or) oncoming trains, DSP, DNTs about the confirmation of the information they received on the back of the warning form of the DU-61 form;
Activate the hand brakes of the locomotive;
Bleed air into the reserve tank of the pantograph (if provided for by the locomotive design);
Make sure that the train is braked, and the auxiliary brake valve control is in the extreme braking position with a special device fixing it to the latch;
If it is necessary to eliminate the malfunction by entering the high-voltage chamber of the electric locomotive, visually make sure that the pantographs are lowered;
If necessary, negotiate by radio communication indicating your name and position;
Control the countdown from the moment of stopping and report to the driver;
To determine the layout of the brake shoes according to the full-scale train sheet, establish the location of the loaded wagons and their serial numbers from the head;
If the movement of the train cannot be resumed within 15 minutes from the moment of stopping and the inability to keep the train in place with automatic brakes, take actions in accordance with these Regulations.
14.8. The order to close the section for the movement of trains, the DNTs transfers the DSP, limiting the section, to the train driver who requested assistance and the driver of the auxiliary locomotive.
14.9. In case of a forced stop of the train on the stretch, the driver, after receiving an order from the DNTs to close the section and information on the procedure for providing assistance, secures the train in accordance with the requirements of paragraphs 45-49 of the ISI.
Securing is carried out at the direction of the driver of the stopped train by the train crew of the passenger train and the assistant driver with the rest of the trains.
14.10. After determining the procedure for rendering assistance (in accordance with the requirements of the IDP), the DNTs, the DSP and the driver of the auxiliary locomotive are required to verify by radio communication with the driver of the stopped train the data on the place of stopping of the locomotive (MVPS, SSPS), who requested assistance and information about the departure of the auxiliary locomotive.
14.11. Permission of the DU-64 form is issued by the DSP after receiving the order of the DNTs to close the stretch (the path of the stretch), and when organizing traffic with dispatch centralization, the registered order of the DNTs.
14.12. The driver of the auxiliary locomotive, when assisting a stopped train (on the stretch), must be guided by the Procedure for the actions of the employees of Russian Railways in the event of a forced stop of the train on the stretch, followed by assistance to him by an auxiliary locomotive, approved by the order of JSC "Russian Railways" dated February 27, 2015 N 554r:
When driving on the wrong path, to assist a train stopped on the stretch from the head of the train, at a speed of no more than 60 km / h, and after stopping at a distance of at least 2 km to the place specified in the permission of the DU-64 form - at a speed no more than 20 km / h;
When moving along the right path, to assist a train that has stopped on the stretch from the tail of the train, according to auto-blocking signals, and after stopping at a red traffic light - at a speed of no more than 20 km / h;
On the right track, to assist a train that has stopped on the stretch from the tail of the train during semi-auto-blocking, at a speed of no more than 60 km / h, and after stopping at a distance of at least 2 km to the place specified in the permission of the DU-64 form - at a speed no more than 20 km / h;
With the electric toggle system and telephone means of communication, it is similar to following with a semi-automatic blocking.
14.13. When providing assistance to a stopped train from the head, the driver of the auxiliary locomotive after stopping at least 2 km before the place specified in the permit of the DU-64 form is obliged:
Contact by radio communication with the driver of the train stopped on the stretch (MVPS, SSPS) to clarify the actual location of its location and coordinate actions;
At the signal given by the assistant driver guarding the train, stop and, after removing the firecrackers, board the locomotive, continue following at a speed of no more than 20 km / h with special vigilance and readiness to stop;
Stop 10-15 m before the train locomotive, coordinate your actions with the driver of the stopped train, make the clutch, charge the brakes and carry out a short trial of passenger, technological testing in freight trains, make sure that the brake shoes are removed and the hand brakes of the rolling stock are released ;
Report to the DNTs (via DSP) about readiness for departure.
14.14. In the event of a forced stop on the stretch of a motor-car train and the impossibility of its further independent movement, it is allowed to attach a following motor-car rolling stock to it for withdrawal to the railway station. The procedure for providing assistance is determined by the owner of the infrastructure.
15. Procedure in case of failure of the contact network or damage to pantographs
15.1. The driver of a train stopped on the stretch due to damage to the contact network or other power supply devices must:
Immediately inform by radio about the train stop in the manner prescribed by this Regulation;
In cases of detection of damage to pantographs, roof equipment of a locomotive, MVPS or contact network, apply emergency braking and at the same time, take measures to lower the pantographs on the electric rolling stock;
If the contact wire is on the roof of the rolling stock, after stopping the train, take possible measures to prevent people from entering the danger zone, with a passenger train, warn the train chief at the MVPS over the loudspeaker about the prohibition of passengers getting out of the cars.
It is forbidden to climb and perform any work on the roof of the locomotive until the voltage is removed and the contact network is grounded by the arrived workers of the ECH.
15.2. After the train stops, the locomotive crew must:
Disconnect power and auxiliary circuits on the locomotive, MVPS, heating contactors of passenger train carriages, lower the current collectors;
Inspect the locomotive, MVPS (without lifting to the roof), contact network and train composition;
Call the EAF of the nearest station or DSC by radio communication and report on the nature of the failure of the contact network, locomotive, MVPS (broken string, contact network retainer, burned out or broken contact wire, broken pantograph, overstated zigzag of the contact wire, tilt or fall of the contact network support and the presence of a size along the adjacent path), indicating the possible cause of damage;
If by inspection it is established that the movement can be resumed, continue the movement, informing the DSP (DNTs) about the measures taken;
In case of damage to the contact network, allowing the movement of the locomotive. MVPS with lowered current collectors inform the EAF (DNTs) kilometer, picket and support numbers of the beginning and end of the damaged section of the contact network;
If, according to the conditions of the profile, it is impossible to follow the place of damage to the contact network with lowered pantographs or when the damaged structures go beyond the size of the rolling stock, stop the train, inform the DSP (DNTs) of the stations limiting the run by radio, and the drivers following the trains about the reason for the stop securing the rolling stock, in accordance with the established standards, draw air into the main and reserve tanks and, if possible, ensure the specified air pressure in the supply and brake lines;
In case of damage to the contact network, pantographs, roof electrical equipment, in which the movement of the locomotive, MVPS is impossible, in the absence of the size of the superstructure of the track or the size of the rolling stock, immediately call the workers of the contact network.
15.3. Employees of the power supply distance begin restoration work on the contact network, only after receiving an order from the ECHC to carry out work.
ECHT through the chipboard (DNTs) notifies the driver of the voltage relief in the contact network at the place of damage.
15.4. Employees of the power supply distance are allowed on the roof of the locomotive, MVPS only after grounding the contact network with portable grounding rods and presenting the driver with a certificate for the right to work on the contact network. At the same time, the workers of the ECH are the first to rise to the roof of the rolling stock.
15.5. Inspection and alignment of the pantograph is carried out under the guidance of an ECH worker in accordance with the safety instructions for electricians of the contact network. The driver, together with the ECH worker, connects the pantograph after removing the voltage and grounding the contact network on both sides of the place of work on the ERS by the ECH workers. In this case, the faulty current collector must be disconnected from the power circuit by a high-voltage disconnector.
A pantograph with a skid missing for some reason is also subject to tying.
The driver is responsible for the quality of linking the pantographs and the technical condition of other roof equipment.
Upon completion of the inspection and linking of pantographs, removal of the grounding from the contact network, the driver must receive a notification from the ECH workers about the voltage supply to the contact network.
When operating DC locomotives, according to the conditions of the characteristics of the current collectors for the maximum current value, it is prohibited to send in the event of a failure of two or more current collectors.
15.6. Representatives of the operational and service locomotive depot, together with employees of the contact network, are investigating the causes of damage at the point of changing locomotive crews or changing locomotives with a joint act.
16. Procedure for disconnecting the voltage in the contact network
16.1. When the voltage in the contact network is disconnected, the driver must:
Immediately move the controller to the zero position and visually check the condition of the current collectors and elements of the contact network;
In the absence of damage to the current collectors and the contact network, continue the train movement on freewheel with disconnected power, auxiliary circuits and the train heating contactor;
Control the air supply in the main tanks of the locomotive, the indication of the kilovoltmeter of the overhead line;
Upon successful supply of voltage to the contact network, resume the movement of the train in traction mode.
With a zero kilovoltmeter reading, the driver checks the presence of voltage in the overhead line in accordance with the design features of the locomotive and the MVPS using a kilovoltmeter located in the rear cabin.
16.2. In the absence of voltage in the contact network in the interval from the first to the second minute, the driver must lower the pantographs.
16.3. In the time interval from two to four minutes inclusive, after lowering all the pantographs on the EPS, the serviceability of the power supply devices is checked, and the train is stopped by service braking, followed by a report on the state of the EAF overhead line (DSC).
16.4. In the time interval from 4 to 10 minutes after the first removal of voltage from the contact network, the locomotive crews, in agreement with the DNTs on the tracks and the EAF at the stations, proceed to the alternate rise of the current collectors on the EPS. On the MVPS, the first to rise is the pantograph located first in the direction of the train. At the same time, the locomotive crews closely monitor the state of pantographs and other roof electrical equipment to identify a malfunction. In the absence of visible faults on the EPS, the power and auxiliary circuits, the train heating contactor are switched on. In the presence of voltage in the contact network, movement in traction mode is resumed.
17. Procedure for recharging the brake line as part of a passenger train
17.1. In case of unauthorized overpressure in the brake line of a passenger train, the TM recharge is eliminated after stopping it by a braking stage on automatic brakes with a discharge of 0.03-0.04 MPa. In this case, the driver must:
In the case of TM recharging to 0.6 MPa, perform service braking with discharging up to 0.4 MPa and release the brakes with an overpressure in the SD up to 0.53-0.54 MPa (this pressure value is 0.02-0.03 MPa higher the pressure remaining in the storage tank at the car with the smallest stem exit);
In the case of recharging the line to 0.7 MPa, brake by reducing the pressure to 0.5 MPa, after 15-20 seconds, release the brakes by increasing the pressure to 0.62-0.63 MPa, and after 1-1.5 minutes, brake again reducing the pressure in the UR to 0.4 MPa and release the brakes by increasing the pressure to 0.53-0.54 MPa;
In the case of recharging to 0.8 MPa, perform three brakes, each time reducing the pressure by 0.2 MPa and increasing it by 0.12 MPa after 1.0-1.5 minutes;
If the brake line is recharged above the compressor start pressure, take into account that when the pressure in the GR is less than the TM recharge pressure, the brakes in the train will work.
After the charging pressure is restored, the driver must send an assistant driver to the tail of the train to check the brake release. If, during the check, the brakes are not released on individual cars, the assistant driver must release the brakes by releasing air from the storage tanks through the exhaust valve.
After charging the train brakes, the train driver must brake with TM discharge by 0.05-0.06 MPa and release the brakes. When moving from the tail car to the locomotive, the driver's assistant must check the release of all cars on the train.
17.2. In case of unauthorized overestimation of the pressure in the brake line of the MVPS, the driver must:
Smoothly stop the train with an electro-pneumatic brake using the minimum pressure in the brake cylinders;
Turn off the isolation valve from the driver's crane conv. N 395 to the brake line;
Discharge the surge tank to normal charging pressure;
Using electro-pneumatic brakes, perform several brakes followed by release until the pressure in the brake line drops to a pressure of 0.01-0.02 MPa less than in the surge tank;
Open the disconnecting valve from the driver's crane conv. N 395 to the brake line and perform a braking stage with automatic brakes with a discharge of 0.1 MPa;
After the elimination of the brake line recharge, in the absence of a train brake release indicator at the MVPS, send an assistant driver along the train, who, observing safety precautions, must check the release of the brakes of each car in the absence of brake cylinder rods coming out and brake pads leaving the wheels;
After convincing the assistant driver to release the brakes of the entire train and his report on this upon arrival at the tail control cabin, make a short test of the brakes;
When the MVPS is equipped with a signaling device for the operation and release of the tail car's brakes, carry out a short test of the brakes when its warning lamp is triggered, without the participation of an assistant driver.
18. Procedure for recharging the brake line as part of a freight train
18.1. When controlling the brakes of a freight train (the air distributors are set to a flat mode) and the pressure in the brake line is overestimated, the driver is obliged to check the accuracy of setting the control body of the driver's crane to the "Train" position. Provided the operator's crane stabilizer is correctly adjusted at a rate of 0.02 MPa in 80-120 sec. and a satisfactory density of the equalizing piston, the pressure will drop to the charging one automatically. For trains of increased length, the pressure drop in the surge tank at a rate of 0.02 MPa should occur in 100-120 seconds.
18.2. If, during the transition to normal charging pressure, it becomes necessary to apply adjusting braking or spontaneous operation of the train's automatic brakes occurs, the driver must:
Stop the train by discharging the brake line by the value of the first stage 0.06-0.07 MPa;
After stopping, reduce the pressure in the brake line of the train to 0.35 MPa and after 1 minute, when the brake compressor is operating and the maximum pressure in the supply line, release the brakes by overestimating the pressure on the pressure gauge of the surge tank by 0.03-0.05 MPa higher than the charging one up to 400 axles and 0.05- 0.07 MPa over 400 axles depending on the density of the brake line.
18.3. The driver's assistant is obliged to:
Inspect the train, while making sure that the brakes of each car are released;
If carriages with unreleased brakes are found, release them manually by discharging the working chamber of the air distributor;
Upon arrival at the tail car as part of the train, purge the brake line by opening the end valve of the connecting hose with a time delay of 8-10 seconds;
At the end of the brake line purging, together with the driver, perform a shortened testing of the brakes by triggering 2 tail cars by discharging the brake line according to the pressure gauge of the surge tank by 0.06-0.07 MPa;
Write down the number of the tail car and make sure that there is a signal for the guard of the tail car in the form of a disk at the lower right buffer;
Returning to the locomotive, check the release of the brakes of each car.
18.4. When recharging the brake line of a freight train with air distributors set to mountain mode, their release after stopping is done manually by discharging the working chamber.
18.5. If an overestimation of the brake line pressure is detected along the route, with the position of the control body of the driver's crane in position II, the driver must transfer it to IV while observing the change in compressed air pressure using the pressure gauge:
If the increase in compressed air pressure has stopped, then, according to the conditions of running the train and the discretion of the driver, continue to move to the first nearby railway station by moving the driver's crane control body from position II to position IV and vice versa, fulfilling one condition under which constant pressure in the TM is maintained in the range from 0.5 MPa to 0.52 MPa;
If the increase in compressed air pressure when the driver's crane control element is in position II in the equalizing tank and brake line has not stopped and the possibility of further travel to the first railway station by tightening the stabilizer spring clockwise is excluded, increase the rate of elimination of the overcharge pressure;
If there is no decrease in the compressed air pressure by increasing the rate of elimination of the overcharge pressure, smoothly loosen the valve plug in the upper part of the stabilizer.
All facts of overestimation of the charging pressure in the brake line, the identified causes and the actions taken to eliminate them, the locomotive driver indicates in the logbook of the TU-152 form and in the report.
19. Procedure in the event of a fire on the train
19.1. If a fire is detected on a locomotive or as part of a train while following a haul, the driver must stop it at the section, if possible on a horizontal and favorable profile of the track and the possibility of access for fire trucks (near highways, crossings).
19.2. It is strictly forbidden to stop a train with burning wagons, regardless of the type of cargo: on railway bridges, in tunnels, under bridges, near transformer substations, traction substations, combustible buildings or other places that pose a threat of rapid spread of fire or prevent the organization of extinguishing a fire and evacuating passengers.
In some cases, when the train is on an unfavorable track section (notch, high embankment, etc.) or when it is not possible to extinguish the fire with the available means, the train driver, having made sure from the documents that there are no dangerous goods in the burning and nearby cars, 1-3 classes, in agreement with the DNTs, can continue to travel to the nearest station, informing about the fire and the kind of burning cargo DNTs or particle board, to which the train follows, for them to take measures.
Stopping a train on electrified railway lines should be carried out in such a way that burning cars or a locomotive are not located under rigid or flexible crossbars, sectional insulators, and air switches.
19.3. Simultaneously with taking measures to stop the train, the driver must sound a fire alarm (one long and two short signals) and, using train radio communication or any other form of communication possible in the current situation, report a fire to the DSC or DSP of the nearest station to call the fire departments , as well as the head of the passenger train.
19.4. Before receiving the order of the ECHC to remove the voltage in the contact network and its grounding, employees of the ECH are prohibited from approaching wires and other parts of the contact network and overhead lines at a distance of less than 2 m, and to the broken wires of the contact network at a distance of less than 8 m before their grounding.
Before removing the voltage in the contact network, extinguishing of burning objects is allowed only with carbon dioxide, aerosol and powder fire extinguishers, not approaching the wires of the contact network closer than 2 m.
The use of water, chemical, foam or air-foam fire extinguishers is allowed only after removing the voltage and grounding the contact network.
Extinguishing burning materials located at a distance of more than 8 m from the live contact network is allowed by any fire extinguishing means without removing the voltage. In this case, it is necessary to ensure that the stream of water or foam solution does not approach the contact network at a distance of less than 2 m.
19.5. The organization of work to extinguish a fire on the train before the arrival of fire departments is carried out:
at the railway station by the head of the station, his deputy, and in their absence, the chipboard;
on the haul - by the locomotive crew together with the train crew of the passenger train;
in all other cases, by the locomotive crew.
19.6. After the train stops, the locomotive crew must:
Take measures to secure it in place and specify the carriage in which the fire was detected;
Open the package with shipping documents, establish the name of the cargo in the burning and nearby wagons, and if there is a dangerous cargo, its quantity, the number of the emergency card.
19.7. In case of fire, the locomotive brigade needs:
For wagons with flammable cargo, simultaneously with calling the fire department, secure the left wagons with brake shoes and uncouple the train, moving the burning wagons away from the train at a distance of at least 200 m and where there are no fire hazardous objects within a radius of at least 200 m;
Tanks with flammable (FL) and combustible (HF) liquids move the burning tanks away from the train at a distance where there are no fire hazardous objects within a radius of 200 m;
Carriages with compressed and liquefied gases in cylinders - to uncouple and remove the burning car from the train by 200 m, secure it and at the same time start extinguishing it with the fire extinguishing means at its disposal;
Tanks with liquefied gas compressed under pressure and the danger of its explosion, take a burning tank to a safe distance and organize its protection (extinguishing such a tank with fire extinguishers is prohibited);
Disconnect the train with explosive materials (VM) immediately, move the burning car to a safe distance indicated in the emergency card, but not less than 800 m and proceed in accordance with the requirements set out in the emergency card for this type of cargo or instructions that are in the attendants load of persons.
In the cars of a passenger train, fire extinguishing is carried out by the train crew, the locomotive crew does not participate in extinguishing the fire.
In all cases of uncoupling of wagons, their fastening is carried out in accordance with the established standards.
19.8. In the event of a fire in a locomotive, the locomotive crew must:
Move the driver's console controller to the zero position, stop the diesel (on the locomotive), turn off the auxiliary machines, turn off the main switch, lower the pantograph and stop the train;
Take measures to secure the train in place and disconnect the control devices and the switch of the locomotive battery;
On electric locomotives, make sure that the pantograph is lowered and the overhead wire does not touch the roof or the equipment on it and, if the hearth is located at least 2 m to the overhead wire, start extinguishing the fire together with the assistant driver using the available fire extinguishers and dry sand;
Switch on the stationary fire extinguishing system, depending on the structural features of the locomotive;
In the event of a fire in traction motors or supply cables to them, start extinguishing the fire from the body of the locomotive;
If the fire cannot be extinguished on its own and with the available means, disconnect the electric locomotive and take it away from the train at a distance of at least 50 meters and then, if there is a danger of fire spreading from the burning section to another, disconnect them with a branch to a safe distance, having previously secured burning section with brake shoes.
When extinguishing a fire, the locomotive crew must observe the following safety measures:
When electrical equipment catches fire, only freon fire extinguishers, carbon dioxide ones, equipped with a diffuser made of polymeric materials, as well as air emulsion with a fine spray;
When using a carbon dioxide fire extinguisher, cotton gloves must be worn. It is forbidden to handle the bell of a carbon dioxide fire extinguisher to avoid frostbite of the hands;
It is forbidden to use water and air-foam fire extinguishers and water when extinguishing electrical appliances, equipment, cables, electrical machines that are energized.
In the event of a fire on a gas-locomotive (gas-turbine locomotive), the locomotive crew must:
Stop the engine (power unit);
Provide gas flow cut-off from the cryogenic tank using an automatic control system;
Activate the fire extinguishing system. It is prohibited to stay in the engine room of a gas turbine locomotive when the fire extinguishing system is activated;
Put on a gas mask and leave the gas locomotive (gas turbine locomotive) at a distance of 800 m.
It is forbidden to approach a burning cryogenic container.
If foam gets on unprotected areas of the body, it is necessary to wipe it off with a handkerchief or other material and rinse abundantly with a weak stream of running water;
If clothing catches fire, extinguish fire. At the same time, you cannot shoot down the flame with unprotected hands;
Quickly throw off ignited clothes, rip off, or extinguish by pouring water into winter period sprinkling with snow. Shoot down the flames, rolling in burning clothes on the floor, on the ground. Throw a thick cloth, blanket, tarpaulin over a person in burning clothes, which must be removed after the flame is extinguished in order to reduce the thermal effect on the human skin.
A person in burning clothes should not be wrapped upside down, as this can lead to respiratory tract damage and poisoning with toxic combustion products.
After extinguishing the fire, supplying voltage to the locomotive (starting the diesel engine), where there was damage to the electrical devices and wires, is prohibited. A locomotive damaged by fire must travel to the depot with the pantographs lowered and the control circuits disconnected.
19.9. In the event of a fire in the MVPS, the locomotive brigade must:
On electric trains - move the controller handle to the zero position, turn off the control switch (on DC trains), or the main switch (on AC trains), lower all pantographs, stop the train and take measures to hold it in place;
On diesel trains (railcars, rail buses) - move the controller handle to zero position and stop the diesel engine, turn off all control devices on the control panel, stop the diesel train (railcar, rail bus) and take measures to keep it in place;
Sound a fire alarm (one long, two short) and report a fire to the DNTs or chipboard, limiting the run;
Make sure that all pantographs are lowered and that the overhead wire, which may be burnt, does not touch the cars;
If necessary, notify passengers about the incident via intra-cabin communication, organize the evacuation of passengers from a burning carriage and cars that are in danger;
Lock the cabin from which the control was carried out and start, together with an assistant, to extinguish the fire, using the existing fire extinguishers and sand;
If the rolling stock is equipped with a fire extinguishing installation, activate it;
If the fire cannot be extinguished on their own and with the available means, take measures to uncouple the train and move the burning car to a distance that excludes the possibility of fire passing to neighboring cars or buildings and structures located near buildings, at least 50 m with fixing it with brake shoes and together with the arrived fire departments to extinguish the fire.
20. Procedure in case of detection of malfunctions of wheelsets of rolling stock along the route
20.1. If it detects malfunctions of wheel pairs of a locomotive, MVPS, wagons along the route, the locomotive crew is obliged:
Report by radio communication DSP (DNTs) about the reason for the stop;
Inspect the wheelset and determine if there is a loosening of the band on the rim of the wheel center and, if the band is not loose, check the condition of the retaining ring;
With a loose band or retaining ring in more than 3 places: along its circumference, the total length of the weakened point is more than 30% of the total circumference of the ring - for locomotives and more than 20% for MVPS, as well as closer than 100 mm from the ring lock, order an auxiliary locomotive with the tail of the train, and after the arrival of the auxiliary locomotive, turn off the traction motor, brake cylinder of the faulty wheelset and follow the reserve at a speed of no more than 15 km / h;
When turning the wheelset bandage without signs of weakening the bandage and retaining ring, on this wheelset, turn off the traction motor, exclude the action of the brakes, put a new mark and, having established control over the technical condition of this wheelset, bring the train to the terminal station;
If a repeated rotation of the bandage is detected along the route, disconnect the locomotive from the freight train and follow the reserve at a speed of no more than 15 km / h with the traction motor turned off and the brake cylinder of the faulty wheelset;
When traveling with a passenger train, request an auxiliary locomotive, and after the arrival of an auxiliary locomotive, turn off the traction motor and brake cylinder of the faulty wheelset and follow in reserve at a speed of no more than 15 km / h to the nearest station;
Record the detected rotation of the bandage in the technical condition log of the TU-152 locomotive.
20.2. The procedure for detecting malfunctions of the wheelsets of the rolling stock along the route:
If a slider (potholes) with a depth of more than 1 mm, but not more than 2 mm, is found along the route of a passenger or freight car (except for the MVPS motor car or a tender with axleboxes with roller bearings), it is allowed to bring such a car (tender) without uncoupling the train to the nearest a maintenance point with means for replacing wheel sets, at a speed of no more than 100 km / h with a passenger train, while controlling the brakes during further travel, use automatic brakes, and with freight trains no more than 70 km / h;
If the slider depth is more than 2 to 6 mm for cars, except for the motor carriage of the MVPS, and from 1 to 2 mm for the locomotive and motor car of the MVPS, it is allowed to follow the train to the nearest railway station at a speed of no more than 15 km / h on automatic brakes to the nearest station, where the wheelset needs to be replaced;
With a slider depth, respectively, over 6 to 12 mm and over 2 to 4 mm - at a speed of no more than 10 km / h. At the nearest railway station, the wheelset must be replaced;
If the slider depth is over 12 mm for the car and the tender, over 4 mm for the locomotive and motor carriage of the MVPS, it is allowed to follow at a speed of no more than 10 km / h on automatic brakes, provided that the possibility of rotation of the wheel pair is excluded (hanging, using brake shoes or hand brake ). In this case, the locomotive must be uncoupled from the train, the brake cylinders and the traction motor (engine group) of the damaged wheelset must be disconnected.
The slider depth is measured with an absolute template. In the absence of a template, it is allowed at stops along the way to determine the depth of the slider by its length using the data indicated in the table:
| Slide depth, mm | Slide length, mm, on wheels with diameter, mm | ||
|---|---|---|---|
| diameter 1250 | diameter 1050 | diameter 950 | |
| 0,7 | 60 | 55 | 50 |
| 1,0 | 71 | 65 | 60 |
| 2,0 | 100 | 92 | 85 |
| 4,0 | 141 | 129 | 120 |
| 6,0 | 173 | 158 | 150 |
| 12,0 | 244 | 223 | 210 |
If, during inspection at intermediate stations, passenger cars are detected at speeds up to 140 km / h with dents on the rolling surface of wheels with a length of:
From 25 mm but not more than 40 mm, it is allowed to continue the carriage at a set speed to the nearest point that has means for changing wheel sets;
More than 40 mm but not more than 80 mm, it is allowed to bring such a car without uncoupling from the train at a speed of no more than 100 km / h to the nearest point that has means for changing wheel sets;
More than 80 mm, the train is allowed to travel at a speed of not more than 15 km / h to the nearest station, where the wheelset must be replaced or the carriage is uncoupled.
Chips on the wheelsets of passenger cars at speeds of more than 140 km / h are not allowed.
21. Procedure in case of malfunction of train radio communication devices
21.1. In the event of a malfunction of the train radio communication, the train driver is obliged to inform the DSC or DSP station about this from the nearest railway station (personally or through the assistant driver, conductor, chief (mechanic-foreman) of the passenger train and other available communication means) and follow the order of the DSC transmitted Chipboard stations, limiting the haul, to the nearest railway station, where the replacement (repair) of train radio communication devices without uncoupling the locomotive or replacement of the locomotive should be made, or an auxiliary locomotive is required when servicing the locomotive of a passenger train by one driver.
21.2. If the HF and VHF radio communication on the MVPS fails, the driver must bring the train to the terminal station, provided that the driver's assistant is in the rear cabin, as well as good intercabinet communication, good and switched on radio communication in the rear cabin. The following train is carried out by order of the DNTs.
22. Procedure in case of malfunction of locomotive safety devices
22.1. In the event of a malfunction of the main security systems ALSN, CLUB, CLUB-U, BLOCK and the impossibility of restoring their operation, the driver must:
Immediately request a registered order of the DSC for a train with faulty safety devices;
If there is a message from the DNTs about the freedom of the inter-station route, proceed at a speed of no more than 100 km / h for passenger trains and MVPS and no more than 70 km / h for freight trains;
In the absence of a message from the DNC about the freedom of the inter-station haul, follow the green light of the track traffic light at a speed of no more than 80 km / h for passenger trains and MVPS and no more than 50 km / h for freight trains;
Traffic light with yellow light (two yellow lights), proceed at a speed of no more than 40 km / h.
22.2. When following the section, the driver is obliged to periodically check the operability of the safety devices and, if their operability is restored, continue driving with the devices turned on, notifying the DNTs about this in order to receive a registered order to cancel the previous order to follow.
22.3. Upon arrival at the final destination, the driver must report to the depot duty officer about the case of a train with faulty safety devices. Make a record on the back of the speed meter tape or accompanying documents in the presence of electronic data carriers, and also make an entry in the log of the technical condition of the locomotive of the form TU-152.
Actions of workers of locomotive crews in case of malfunction of locomotive safety devices when following sections equipped with an interval train control system with moving block sections on tracks not equipped with track traffic lights
22.4. On the sections of train circulation equipped with an interval train control system, in cases of detection of any malfunction of the ALS on-board devices before the train leaves the station or when the train departs from an uncoded track, the operation of the interval train control system on the stretch is closed and the movement of trains is established by telephone communication the procedure provided for by Appendix No. 5 to the IDP.
22.5. In the event of a malfunction of the on-board automatic locomotive signaling devices while moving along the railway tracks of the haul, the driver is obliged to stop the train by service braking, and then follow section 5.6. Instructions on the procedure for using continuous type locomotive signaling (ALSN) and driver's vigilance control devices dated October 25, 2001 N TsT-TsSh-889.
22.6. Malfunctions in which it is necessary to terminate the operation of the System on the stretch and switch to telephone means of communication include:
False employment of three or more DCs located in a row;
Inability to change direction, including with the help of the auxiliary mode (it is allowed to use devices in the established direction of movement);
Control of the vacancy of the track section on the stretch when it is actually occupied by the train;
Traffic on a white signal of a locomotive traffic light (indication unit) (traffic light) for more than 1500 meters.
22.7. When traveling with faulty safety devices, it is prohibited:
Transfer control of the locomotive to the driver's assistant;
To the driver's assistant leave the control cabin.
23. Procedure in case of receiving a message about the mine bombing or committing a terrorist act on the train
Upon receipt of an oral report on the mining of a train, the locomotive crew must:
Remember the external signs of the applicant, as well as information about the place of the explosion or the placement of an explosive device, the time of its operation, immediately transfer the received information to the DSC, DSP of the nearest station;
When traveling with a freight train, in agreement with the DSC and the DSP of the nearest station, take measures to reduce the speed to 40 km / h and follow to the station indicated by the DSC;
When traveling with a passenger train, inform the head of the train about this, and if it is impossible to call the head of the train by radio, stop the train and transmit the information received to the conductor of the first car;
If necessary, take part in the evacuation of passengers.
24. Procedure in case of loss of the driver's ability to drive the locomotive
24.1. If the driver loses the ability to drive the locomotive, the driver's assistant must:
Stop the train with emergency braking or move the handle of the combined crane to the extreme right position;
After stopping the train, move the control body of the auxiliary brake valve to the extreme braking position and fix it with a special device against spontaneous release;
Report the incident by radio communication to the DSC, DSP, limiting the haul, and to the drivers of oncoming and passing trains on the stretch, in the passenger train to the head of the train, to the MVPS to make an announcement on the warning installation about calling the paramedics from among the passengers to provide assistance;
Provide first aid to the driver;
Agree with the DNTs the order of further actions;
If it is impossible to proceed further, in agreement with the DNTs, secure the train with all available means of the locomotive (locomotive hand brakes, brake shoes).
24.2. The driver of the first oncoming train (or passing direction), who received information about a train stop due to the driver's loss of the ability to drive a locomotive, must:
Stop for rendering medical care and delivery of the victim to the nearest medical facility;
Check the correctness of securing the train that has stopped (if necessary, provide assistance in securing the train).
24.3. In case of loss of performance of the driver while driving the train, the assistant driver, who has the right to drive the locomotive, in agreement with the DSC, has the right to bring the train to the nearest station, where medical assistance will be provided to the driver with special vigilance and at a speed that ensures traffic safety.
25. Procedure in case of collision with a person, machinery, foreign object or collision with a motor vehicle
25.1. If there is a person, machinery, a foreign object (beyond the dimensions of the rolling stock) or a motor vehicle on the railway track, which is included in the train route, the locomotive crew must:
Give a warning signal until a person or vehicle leaves the danger zone;
Apply emergency braking in the event of a threat of collision or collision (a person does not respond to sound signals, the vehicle does not leave the danger zone, employees of the track distance do not remove equipment or mechanisms);
If it is impossible to prevent a collision with the vehicle, the locomotive crew must leave the control cab before the collision.
25.2. After a collision with a motor vehicle, collision with equipment or mechanisms, a foreign object, the driver must:
The reasons for the stop, the presence or absence of clearance by radio communication, inform the DNTs, DSP and the drivers of oncoming and passing trains on the stretch, and in a passenger train to the head of the train;
After inspecting the scene of the incident, additionally inform about the presence of victims, the need to call the resuscitation team of an ambulance, the presence of the size of the neighboring path;
Inspect the locomotive with the train carriages and, if possible, eliminate the malfunctions, and if it is impossible to eliminate, inform the DNTs (DSP) about this;
If it is impossible to proceed further, request an auxiliary locomotive or a recovery train (if necessary);
Agree with the DNTs (DSP) the procedure for further actions in case there are injuries, victims or the size is violated.
25.3. When hitting a person, the driver must:
Inform the drivers of oncoming and passing trains on the haul, and in a passenger train - to the head of the train about the reasons for the stop by radio communication;
Send an assistant driver to the scene;
After receiving information from the driver's assistant about the results of the inspection of the scene of the incident, further actions should be coordinated with the DNTs (in case of a train stop on the stretch) or with the DSP (in the event of a train stop within the station): wait for an ambulance team, and if it is impossible to arrive medical professionals to the place of the transport accident - to ensure, if technically possible (a carriage of a passenger train, MVPS, JCSS, etc.), the delivery of the injured person under the supervision of workers not engaged in production duties or passengers (as agreed), trained in the rules of first aid, to the nearest places where it can be transferred to the ambulance team;
When the victim is handed over to the ambulance brigade, it records information about the number of the ambulance brigade.
25.4. When hitting a person, the driver's assistant must:
Find the victim and assess his condition;
Determine the need to provide first aid to the victim and provide the victim with first aid;
Report the condition of the victim to the train driver. Observe the victim until the arrival of the ambulance team or receive further instructions from the driver.
A one-person machinist acts on the instructions of the DSP (DNTs).
25.5. If the victim does not have signs of life or the presence of injuries incompatible with life, information about the victim is transmitted by train radio communication (by the driver's assistant through the driver) by the DSP of the nearest railway station along the route of movement (DSC) in order to call medical workers to the place of the transport accident (for ascertaining death of the victim) and other operational services (if necessary).
25.6. In the case when there are no ambulance workers, police or other specialized services at the place of delivery of the victim, further actions of the locomotive brigade until the moment the victim is handed over to the appropriate workers are agreed with the DSP (DSC).
26. Procedure for testing, maintaining and controlling the brakes of a passenger train
26.1. When checking the testing of electro-pneumatic brakes at railway stations of the formation and turnover of passenger trains, changing locomotives and locomotive crews, employees who are responsible for carrying out this technological process are required to check the serviceability of the EVR selenium rectifier.
To determine the rectifier malfunction, the driver, at the command of the workers performing the brake testing "Release the brakes", must turn off the power supply of the electro-pneumatic brake when the driver's crane control body is in position IV (overlapping with power), which ensures that the set pressure is maintained after braking. After releasing the brakes, the driver in 15-25 seconds. includes a power source for an electro-pneumatic brake, and workers involved in testing the brakes are required to check their release on each carriage in a passenger train.
In the event of a breakdown of the rectifier valve and the driver's crane control element being in position IV, which ensures the maintenance of the specified pressure after braking, the electromagnetic valve that provides braking will be under constant power, which will lead to filling the brake cylinders of the car to a pressure of the reserve tank of 0.49 MPa. The use of an electric air distributor in operation with this malfunction can lead to jamming of wheel sets along the route, and as a result to the formation of sliders.
26.2. When checking the integrity of the brake line of a passenger train by opening the end valve on the tail car, the employees who are responsible for testing the brakes at the railway station must make sure that the compressed air is freely flowing and that at least two emergency braking accelerators of air distributors on the cars in the tail and head of the train are activated ... To process this technological process, an employee located at the head of a passenger train must be between the first and second cars and control the operation of emergency braking accelerators.
For the free passage of the compressed air of the brake line, the serviceability and operability of emergency braking accelerators for the operation of passenger cars, the responsibility is borne by the employees who are responsible for testing the brakes. On passenger locomotives, the responsibility for triggering emergency braking accelerators is assigned to the driver of the locomotive under whose control he is located, while the pressure in the brake line according to the TM manometer in the locomotive cabin must be at least 0.08 MPa.
26.3. Failure of emergency braking accelerators when checking the integrity of the brake line in the first part of the passenger train and on the locomotive indicates that an obstacle to the free passage of compressed air is the formed plug or narrowing of the section of the brake line, as well as a malfunction of the emergency braking accelerator of the air distributor service. N 292, which do not allow achieving the required rate of pressure reduction for the accelerators to operate.
It is strictly forbidden for the driver to leave the railway station for the section with this malfunction, as this can lead to unauthorized operation of emergency braking accelerators when following the service area.
26.4. If there are dents, sliders or (fatty) on at least one wheel pair in the train on the rolling surface of the wheel pairs, the employees who are entrusted with the duties of testing the brakes make a note in the certificate about the provision of the train with brakes and their serviceable operation, about the nature of the malfunction, with an indication of the results of the measurements performed and the permissible speed of further movement. In this case, the driver is obliged to drive the train through the section to the car maintenance point, where the wheelset will be replaced or a conclusion of the wagon economy employee is issued about the possibility of following without any restrictions, exclusively on automatic brakes without the use of electro-pneumatic ones.
27. The order of actions to prevent the formation of sliders of wheel pairs in passenger trains after the application of emergency braking
The reason for the formation of sliders can also be the premature setting of the passenger train in motion after emergency braking until the end of the full release of the auto brakes, due to the incomplete restoration of the charging pressure in the brake line, spare tanks of passenger cars and, as a consequence, not the departure of the pads and the movement of wheelsets by skid.
To prevent skidding of wheelsets of passenger cars after applying emergency braking, the locomotive crew must take the following steps:
Carry out a vacation at the maximum pressure in the main tanks and charge the automatic brakes of a passenger train in accordance with paragraph 56 of Chapter 2 of Appendix 3 of Regulation N 151;
Carry out service braking by reducing the pressure in the equalizing tank and the brake line by 0.05-0.06 MPa, followed by releasing 1 position of the driver's crane control body conv. N 395, 130 to a pressure of 0.52 MPa;
When setting the train in motion after a stop in accordance with the requirement of paragraph 57 of Chapter 2 of Appendix 3 of Regulation N 151, assess the "freedom" of the train;
Require the head (mechanic-foreman) of the train to check the release of automatic brakes by conductors at each carriage;
Obtain confirmation of leave by radio communication of the driver-chief (mechanic-foreman) of the train and the absence of extraneous knocking at the wheel pairs of cars when dragging the train over a distance of at least 50 meters at a speed of no more than 5 km / h;
In case of suspicion of non-release of automatic brakes or receiving information from the head (mechanic-foreman) of the train about an extraneous knock at the wheel pairs of cars, stop the train and send an assistant driver to inspect the train together with the head of the train;
When sliders (greases) are detected on the wheelsets of the cars, the head of the train decides on the further movement of the train.
28. Procedure in the event of detection of the passage of people on the outer parts of the MVPS
28.1. When detecting or receiving information about the presence of people who are on the external parts of the MVPS, the driver must:
Stop the train by applying service braking, if possible, within the passenger platforms, at the station - without passing through the exit traffic lights (except for bridges, tunnels, other artificial structures);
Immediately report the reasons for the forced stop to the drivers of all trains in the radio communication zone, DSP (DNTs) by radio, indicating the exact stopping place (km, pc), warn about the danger of people entering the railway tracks in an unknown place, the manifestation of increased vigilance where the train stops;
Inform passengers about the non-scheduled stop of the train, call the police and / or security officers accompanying the train to the place of detection of people on the outside of the MHPS via the internal communication to prevent illegal actions and remove people;
Carry out a visual inspection of the train personally or through an assistant driver;
About the results of the inspection, the measures taken, as well as the possibility of further movement, inform the DSP (DNTs);
If necessary, request police officers (if they are not on the train) to the train through the DSP or DSC to prevent illegal actions and remove people, and if there are victims, call an ambulance or the Ministry of Emergency Situations, depending on the circumstances, to deliver the victim (s) to the station.
28.2. The order of inspection of the composition:
Make a visual inspection of the train, if possible, from both sides from the head to the tail car of the train, while moving along the path along the train with special attention, watch the approach of oncoming trains along the adjacent track (when the train approaches along the adjacent track at a distance of at least 400 m, move away to the side of the track at a distance of at least 2 m from the extreme rail at set train speeds of up to 140 km / h and 5 m - at set speeds of more than 140 km / h or in the middle of a wide inter-track), while wearing a signal vest, with a printed stencil. An employee of the locomotive brigade, who is in the control cabin through an open side window (or an external surveillance camera), observes the movement of the driver (assistant driver) along the path;
Pay attention to the presence and number of people on the outer parts of the rolling stock, the presence of victims, the need to call the police, ambulance, and the Ministry of Emergency Situations;
Make sure that there is no or presence of damage to the MVPS, which impedes further travel.
28.3. The driver is prohibited from raising the pantographs (in the event of their lowering) and setting the train in motion in the presence of people on the outer parts of the MVPS.
28.4. Departure of a train from a stretch or station is carried out in agreement with the DSP (DNTs) after the police officers have removed people from the external parts of the MVPS or their voluntary departure from the external parts of the MVPS.
28.5. After removing people from the outer parts of the rolling stock, the locomotive brigade continues onward. If people created the appearance of a cessation of illegal actions (went to a safe distance), and when the movement resumes, they again settled on the outer parts of the MVPS, the locomotive brigade makes a second stop and acts as described above.
28.6. The locomotive crew of the train, having received information about the stopping of an oncoming (passing on a multi-track section) suburban train due to the presence of people on the outer parts of the MVPS, is obliged to proceed with the stopped train with special vigilance, giving high volume signals and being ready to stop immediately when an obstacle appears.
28.7. When passing a stopped MHPS, the driver of the oncoming train inspects the train for the presence of people on the outer parts of the MHPS.
28.8. The locomotive brigade of the oncoming train reports the results to the driver of the stopped MVPS via train radio communication.
28.9. When receiving information from the employees of JSC "Russian Railways" about the presence of people on the outer parts of the MVPS, the chipboard immediately notifies the driver of this train, informs the DNTs.
29. Procedure in case of detection of the passage of people on the roof of the MVPS
29.1. After detecting or receiving information about the passage of people on the roof of the served MVPS, the driver acts in accordance with this Regulation. In addition, he is additionally obliged:
Take measures to lower the pantographs;
Inform the DSP (DNTs) about the need to remove the voltage in the contact network;
After stopping, visually inspect the train by passing along the MHPS without lifting to the roof in accordance with these Regulations.
29.2. When receiving information from the employees of Russian Railways about the presence of unauthorized persons on the roof on the electrified section, the EAF informs the ECHC to quickly relieve the voltage in the contact network, informs the drivers of oncoming and passing trains about a train stop on the stretch, indicating the exact location of the stopped train (km, pc ), the need to follow the stopping place with special vigilance.
29.3. In case of refusal of the voluntary departure of unauthorized persons from the roof, the driver informs the DSP (DSC) about the need to call the police to remove people, as well as the brigade of the contact network area to ground the MPS.
If there are casualties, the driver additionally calls the ambulance and the Ministry of Emergency Situations.
After the driver's report on the results of the inspection of the chipboard, if necessary, he calls the police officers, an ambulance or the Ministry of Emergency Situations to remove unauthorized persons or provide assistance.
When calling the police officers, the DSP determines with the linear police department the order of departure of employees to the stopped train. Any train can use any train to deliver police officers to the track.
29.4. When the driver of the MPSS through the EAF (DNTs) asks about the need to ground the contact network, the ECHT organizes the departure of the brigade of the contact network region to ground the site with the installation of grounding rods. Before the arrival of the workers of the distance of power supply and grounding of the electric train, climbing on the roof of the MVPS is prohibited.
29.5. Removal of the injured person from the roof of the car is carried out only by employees of the Ministry of Emergency Situations in the presence of workers of the ECH and the driver.
29.6. The voltage is supplied to the contact network only by the ECH command after the reasons for the shutdown are eliminated (removal or voluntary departure of people).
29.7. In the event of damage to the contact network, pantograph, employees of the ECH and the locomotive crew, after removing the victim, act in accordance with instruction N TsT-TsE-860 of October 9, 2001 of the Ministry of Railways of the Russian Federation.
29.8. The further following of the MVPS along the route of movement is carried out after the removal of people from the roof or their voluntary departure as agreed in the DSP (DNTs).
30. Procedure when a passenger in a suburban train carriage develops a condition or illness that threatens his life and health
30.1. When the locomotive crew receives information about the presence of a passenger in the train, whose condition or illness threatens his life and health, specifies:
30.2. Through intra-cabin communication, it attracts other passengers of the train with medical education, knowledge and practical skills to provide the injured passenger with first aid using the first aid box.
30.3. Informs by train radio communication the person on duty at the nearest station or train dispatcher about the current non-standard situation, specifying:
The condition of the injured passenger (conscious / unconscious);
The reason for the deterioration in health (signs);
The need to call an ambulance resuscitation team.
30.4. The further order of the train, its stop and parking in the zone of availability of medical care is carried out in agreement with the employees of the ambulance team in accordance with the commands of the DSP (DSP).
Document overview
The rules of interaction between employees connected with the movement of trains and employees of locomotive crews in case of emergencies and non-standard situations on the public tracks of the infrastructure of JSC "Russian Railways" have been updated.
In particular, the procedure for actions is prescribed in case of detection of the passage of people on the outer parts or on the roof of the motor-car rolling stock, as well as when a passenger in a suburban train carriage develops a condition or illness that threatens his life and health.
1. INTRODUCTION
This instruction establishes the requirements and standards for the maintenance and service of braking equipment on rolling stock, as well as for controlling the brakes on trains, and is the main guide for the operation of brakes on railway transport of JSC SSGPO.
The requirements of this manual are mandatory for workers engaged in the preparation of brake equipment and operation of rolling stock brakes.
The brakes of the rolling stock must meet the requirements and standards for the content of their individual elements and provide braking pressure, which guarantees a stop during braking at a distance of the braking distance. Braking pressure, braking distance, as well as requirements and standards for the maintenance of brake equipment of special rolling stock are established by this manual and their operating instructions.
2. Preparation of braking equipment
Locomotive before leaving for repair or sludge.
2.1. Preparation of brake equipment on locomotives is carried out by locksmiths for the repair of locomotives, railway cranes, track machines and mobile composition for all types of repair, inspection and is checked by the foreman (foreman).
2.2. Before leaving after repair or sludge, the locomotive crew must:
2.2.1. Make sure that the valve handles are in the correct position and the automatic brake is engaged in the appropriate mode.
2.2.2. Purge the main and auxiliary tanks and oil separators.
2.2.3. Check the oil level in the compressor crankcases, which should be in the KT-6, VU-3.5 / 9-1450, KT-7, PK-5, 25 compressors - between the upper and lower risks of the oil indicator. Add grease if necessary. To lubricate the compressors of traction units and diesel locomotives, use compressor oil of the K-12 brand in the winter and the KS-19, K-19 brands in the summer.
The oil level in the crankcases of the compressors exceeding the limits of the oil indicator check marks is not allowed Do not use other types of lubricants.
2.2.4. Check the pressure limits in the main tanks when the compressors are automatically resumed and turned off by the pressure regulator.
The limits of these pressures should be 7.5-9 kgf / cm 2 on electric locomotives, 7.5-8.5 kgf / cm 2 on diesel locomotives. Deviation of + 0.2kgf / cm 2 is allowed. while maintaining the differential pressure.
2.2.5. Make sure by visual inspection that the compressors are working properly after starting.
2.2.6. Check the modes of the air distributors:
When driving a train, making maneuvers and traveling alone on locomotives, the air distributors must be switched on in loaded and mountain modes.
Air distributors for locomotives, employed for the maintenance of the factory complex and those working with the carriages of the RGP "Kazakhstan Temir Zholy" fleet on slopes up to 0.018 should be switched on to the empty and flat mode.
2.2.7. Check the value of the charging pressure in the brake line, the amount of air leakage from the equalizing tank and the brake network, the operation of the driver's cranes at a braking stage of 0.7-0.8 kgf / cm 2, and the auxiliary brake for the value of the limiting pressure in the brake cylinders with full braking, which should be equal on traction units 4.9-5.1 kgf / cm 2, and on diesel locomotives 3.8-4 kgf / cm 2.
2.2.8. Check the air permeability through the end sleeves of the brake line by opening the end valves at least three times at the second position of the driver's valve handle.
2.2.9. Check compressor performance.
When checking the performance of the compressor, the main tanks of the supply line and the devices that are powered from it must be turned on, the double-draft valves on the supply pipe between the main tank and the driver's valve must be closed in the control cabs, the auxiliary brake valve must be in the train (second) position. The performance of the compressors should be checked each separately according to the time of pressure increase in the main tanks from 7.0 to 8.0 kgf / cm 2. This time should be no more than that specified in Table No. 1: on traction units with a voltage in the contact network of at least 3KV DC and 10KV AC, on a locomotive the handle is at the zero position of the controller.
Table 1
| Type of rolling stock | Compressor type | The volume of the main tanks in liters | Time of filling the main tanks from 7 to 8 kgf / cm 2 no more (seconds) | Permissible fall in pressure network from 7 to 6.8 kgf / cm 2 (in minutes) |
| PE-2M | CT-6 | 1880 | 22,5 | 4 |
| OPE-1A | CT-6 | 1880 | 22,5 | 4 |
| OPE-1AM | CT-6 | 1880 | 22,5 | 4 |
| TEM-1,2,18 | CT-6 | 1000 | 31,0 | 4 |
| TEM-7 | VU-3.5 / 9-1450 | 1000 | 30,0 | 4 |
| TGM-6 | PC-5.25 | 900 | 31,0 | 4 |
| 2TE-10M | CT-7 | 2x1000 | 30,0 | 4 |
2.3. The tightness of the brake line on the locomotive must be checked with normal charging pressure. To check, turn off the double-pull valve or the combination valve and observe the pressure drop in the line using the brake line pressure gauge.
The pressure drop is allowed no more than 0.2 kgf / cm 2 in 1 minute or 0.5 kgf / cm 2 in 2.5 minutes.
The density of the feed line with 8.0 kgf / cm 2 by no more than 0.2 kgf / cm 2 for 2.5 minutes or not more than 0.5 kgf / cm 2 for 6.5 minutes (before the specified check, the locomotive must be secured from leaving ).
Check the outputs of the brake cylinder rods at a pressure of 3.8-4 kgf / cm 2 on a diesel locomotive and 4.9-5.1 kgf / cm 2 on a traction unit, which must correspond to those indicated in table No. 2.
| Type of rolling stock | Brake cylinder rod output in mm |
|
| When issued from a depot, PTO | Maximum allowable in operation |
|
| Traction units | 90-120 mm | 150mm |
| Diesel locomotives TEM-1,2 | 75-100 mm | 125mm |
| Diesel locomotives TGM-6, TEM-7 | 75-125 mm | 150 mm |
| Diesel locomotive TEM-18 | 55-60 mm | 100mm |
| Diesel locomotive 2TE10M | 50gYuO mm | 120mm |
If the stem exit does not match table # 2, the linkage must be adjusted.
2.5. Check the tightness of the line brake cylinders of the locomotive by raising the pressure in them up to 3.5 kgf / cm 2. At the crane conv. No. 254 after filling the brake cylinders, close the release valve on the air line of the brake cylinders.
To check the tightness of the line of the brake cylinders, equipped with a brake lock conv. No. 367, it is necessary to charge the brake network to the set pressure, to brake with the crane conv. No. 254 until 3.5-3.8 kgf / cm 2 is obtained in the brake cylinders, and then the handle of the locking device from the lower position to the upper position (close) and observe the pressure drop in the brake cylinders on the pressure gauge.
The pressure drop in the brake cylinders from 3.5 to 3.3 kgf / cm 2 is allowed in no more than 1 minute.
The time of filling the brake cylinders up to 3kgf / cm 2 when braking by a crane conv. No. 254 should be within 6-10 seconds and the release time to a pressure of 0.4 kgf / cm 2 no more than 15 seconds.
Check the tightness of the brake cylinders and their air lines by raising the pressure in them to 3.5 kgf / cm 2. At the crane conv. No. 254 after filling the brake cylinders, close the release valve on the air line of the brake cylinders.
To check the tightness of the locomotive brake cylinders equipped with brake blocking conv. 367 requires:
charge the brake network to the set pressure;
perform braking with an auxiliary valve to a pressure in the brake cylinders of 3.5-3.8 kgf / cm 2;
close the valve located on the impulse line, located under the valve of the auxiliary brake, on both locomotive consoles. On locomotives equipped with an electro-pneumatic valve conv. No. 337, turn off its valve, which prevents replenishment of the brake cylinder line;
turn off the air distributors on the units with isolation valves;
turn the handle of the locking device from the lower to the upper position and observe the pressure drop in the brake cylinders on the pressure gauge. (The pressure drop in the brake cylinders from 3.5 to 3.3 kgf / cm 2 is allowed in no more than 1 minute).
2.6.1. The sensitivity of the equalizing piston by moving the operator's crane handle to the service braking position (V) to reduce the pressure in the equalizing tank by 0.2-0.3 kgf / cm 2, followed by setting the valve handle to the overlap position.
In this case, the equalizing piston should rise and, after reducing the pressure in the line by about the same amount, lower and stop further air release into the atmosphere.
2.6.2. Sensitivity to power supply in case of leakage from the line through a test head with a 2mm hole connected to the hose. After opening the end valve, the driver's crane must maintain the pressure with a deviation of + 0.15 kgf / cm 2.
2.6.3. The rate of the service discharge of the line by moving the operator's crane handle to the service braking position, while the pressure drop from 5.0 to 4.0 kgf / cm 2, observed by the pressure gauge of the surge tank, should occur in 4-6 seconds.
2.6.4. Air permeability through the driver's crane. The check is carried out at an initial pressure in the main tanks of at least 8.0 kgf / cm 2 and off compressors in the range of pressure reduction in the main tanks from 6.0 to 5.0 kgf / cm 2. The permeability is considered normal if, when the driver's valve handle is in the second position and the end valve is open, the pressure drops within the specified limits within a time period of no more than 20 seconds.
2.7. Density of the surge tank.
After charging the brake network to the charging pressure, move the driver's crane handle to position IV.
The density is considered sufficient if the pressure drop in the surge tank does not exceed 0.1 kgf / cm 2 for 3 minutes.
In this case, overpressure in the surge tank is not allowed.
2.8. To maintain the pressure in the brake line, the driver's valve in the train position of the handle on the locomotives must be adjusted:
to work with a train formed from carriages belonging to the Republican State Enterprise "Kazakhstan Temir Zholy", the charging pressure in the brake line when the handle is in the train position, the driver's crane must correspond to the values \u200b\u200bindicated in table No. 3;
for work with a train formed from rolling stock belonging to JSC SSGPO operating on slopes up to 0.018 - 5.3-5.5 kgf / cm 2, over 0.018-6.0-6.5 kgf / cm 2.
| The steepness of the descent | Train characteristics | Charging pressure in the brake line of the lead locomotive |
| Freight train with a train of empty wagons | 4.8-5.0 KGS / CM 2 |
|
| Before 18% | Freight train, which includes loaded wagons; a raft of non-working locomotives | 5.3-5.5 kgf / cm 2 |
2.9. Inspect the condition of the brake linkage and safety devices: the condition of the rods, levers, cotter pins, shoes, check, rollers, screw pair, hand brake chain and its rollers, guide bar, clamps, presence of safety devices, washers, lubrication of hinge joints and rubbing surfaces, inclination of the vertical levers, the location of the brake pads relative to the bandage, fastening of units and parts.
Check for the presence of seals on the safety valves, on the retainer of the brake line release valve to the electropneumatic valves (EPK), on the release valve on the air line from the brake line to the speedometer, on pressure gauges, which can be visually inspected without additional work, while making sure that the date of calibration of the pressure gauges not expired ( Pressure gauges are checked once every 6 months using a control pressure gauge, followed by the date of inspection on the outside of the glass, and once a year by the state inspector, with a mark on the pressure gauge seal) and are marked with the maximum working pressure.
2.10. Check the action of the hand brake. The handbrake should be easy to operate, not loosening spontaneously, and hold the locomotive securely in place.
The reliability of holding the locomotive in place is checked by the chain tension, the release of the brake cylinder rod and the pressing of the pads against the wheelset tires. The reserve of the hand brake chain in the braked position must be at least 2-3 links, counting to the roller.
On motorized dump cars of the traction unit, the gap between the shackle and the balancer should be within 6-8mm, but not more than 10mm.
The vertical lever is not allowed to approach the cutout in the frame structure on the TGM-6, TEM-1,2,7 diesel locomotives closer than 75mm in the braked state of the handbrake.
After fully tightening the handbrake of the engine dump car there must be at least 75mm of screw thread margin.
2.11. Check the automatic brake function:
2.11.1. The sensitivity of the air distributors to braking by reducing the pressure in the line by the driver's crane in one step by 0.5-0.6 kgf / cm 2; on locomotives, in which the action of the automatic brake occurs through the crane conv. No. 254 by 0.7-0.8 kgf / cm 2. In this case, the air distributors should work and not give spontaneous release within 5 minutes. After braking, it is necessary to make sure that the brake cylinder rod is protruding and that the brake pads are pressed against the wheels.
2.11.2. Sensitivity to leave by setting the operator's crane handle to the train position. In this case, the air distributor should act on the release of the brakes, and the pads should move away from the wheelset band.
2.11.3. Checking the rate of elimination of overcharge (on locomotives, where the position of the operator's crane handle is used to accelerate the charging of brakes). To do this, with a crane operator with a stabilizer, move the crane handle to position I until the pressure in the equalizing tank rises to 6.5-6.8 kgf / cm 2 with subsequent transfer to the train position. The decrease in pressure in the surge tank from 6.0 to 5.8 kgf / cm 2 should occur in 80-120 seconds.
The gap between the base plate and the fork, both unladen and laden, is not allowed.
2.13. Check the opening of the release valve on the traction unit on the line from the auxiliary brake to the brake cylinders of the engine dump cars.
2.14. Check the operation of the rheostat braking circuit on the traction unit
2.15. Check the operation of the devices on the traction unit preventing the possibility of simultaneous action of electric and pneumatic braking.
To check the KE-44, KPE-99, put the main handle of the controller to 1 position in the braking mode and brake with the crane conv. No. 254 or conv. No. 394, No. 395.
In this case, if the coils of the electromagnets are energized, then pneumatic braking should not occur throughout the entire unit. When the pressure in the brake line is below 2.5 kgf / cm 2 KE-44, KPE-99 must restore the operation of the pneumatic brake.
Switching off PVU-4 should take place at a pressure in the brake cylinder line of 1.8-2.0 kgf / cm 2, and switching on at 0-0.4 kgf / cm 2.
2.16. Check the operation of the EPK. With the brake line charged and the EPC switched on, connect the derailment indicator to the rail circuit with a conductor.
In this case, the EPC whistle should turn on and after 7-8 seconds, an emergency discharge of the brake line into the atmosphere up to 1.5 kgf / cm 2 occurs with a one-time breaking of the circuit of the first position and the supply of sand.
2.17. The thickness of locomotive brake pads in operation is not less than 10 mm. Exit (sliding) of the brake pads beyond the outer surface of the bandage during operation is allowed no more than 10 mm.
The pads must be replaced when the minimum thickness is reached, there are cracks along the entire width of the pads, propagating to the steel frame, with wedge-shaped wear of the pads, if the smallest permissible thickness is at a distance of 50 mm or more from the end of the pads.
The gap between the band and the block should be within 5-9mm. The difference in the gaps at the ends of one shoe is no more than 5mm.
ORDER
ON THE IMPLEMENTATION OF THE RULES FOR MAINTENANCE OF BRAKE EQUIPMENT AND BRAKE CONTROL OF RAILWAY ROLLING STORAGE
Pursuant to the order of the Ministry of Transport of the Russian Federation of June 3, 2014 N 151 on the acceptance of the leadership and implementation of the results of the sixtieth meeting of the Council for Railway Transport of the Commonwealth Member States, held on May 6-7, 2014 in Astana and ensuring a unified approach to maintenance of the rolling stock fleet circulating on the railways of the member states of the commonwealth, Latvia, Lithuania and Estonia: 1.From January 1, 2015, the Rules for the maintenance of brake equipment and brake control of railway rolling stock, approved at the sixtieth meeting of the Council, are announced for management and implementation on railway transport of the member states of the Commonwealth (hereinafter - the Rules).
2. Senior Vice-President A.A. Krasnoshchek, Vice-President A.V. Tselko, Vice-President - Head of Traction Directorate A.V. Vorotilkin, Vice-President - Head of the Traffic Safety Department Sh.N. Shaydullin, Vice-President to the president - to CEO OJSC "Federal Passenger Company" Akulov MP, heads of railways, Central and territorial directorates to ensure compliance with the requirements of the Rules.
3. To the directors of the design bureaus of the locomotive economy Popov Y.I., the carriage economy Ivanov A.O., the passenger economy Kireev V.I., to make changes and additions to the current regulatory and technical documentation:
a) draw up, by September 15, 2014, a register of the current regulatory and technical documentation for the operation, maintenance and repair of rolling stock auto brakes, with its delimitation according to the principle of original holders;
b) before the entry into force of the Rules, on the basis of the compiled registers of normative and technical documentation, develop, agree and approve notifications of changes in the documentation, the originals of which are stored in the involved design offices;
c) send appeals on the need to prepare appropriate notifications of changes to other organizations that hold the originals of regulatory and technical documentation.
4. Heads of railways, heads of Central and territorial directorates before the entry into force of the Rules:
a) organize, by November 1, 2014, their study by the involved managers, specialists and employees of Russian Railways, whose activities are directly related to the movement of trains and shunting work;
b) make changes and additions to technological processes and other regulatory and technical documentation.
5. Vice-President - Head of Traction Directorate A.V. Vorotilkin, Vice-President - General Director of OJSC Federal Passenger Company M.P. Akulov, Head of the Department of Management of the Passenger Transportation Business Block G.V. Verkhovykh, heads Central directorates of traffic management Ivanov P.A., infrastructure Suprun V.N., multi-unit rolling stock Sizov S.V., head of the directorate for the repair of traction rolling stock Akulov A.P., to determine the necessary need for the Rules and ensure replication by subordinate units according to the required need. 6. From January 1, 2015, the Instruction for the operation of the brakes of the rolling stock of railways approved by the Ministry of Railways of Russia on May 16, 1994 N TsT-TsV-TsL-VNIIZhT / 277 shall not be used in the system of JSC "Russian Railways".
7. Control over the implementation of this order shall be entrusted to the vice-presidents, heads of railways, Central and territorial directorates in terms of competence.
First Vice President of Russian Railways