Answer:9. When a train is disconnected (broken) during a stretch, the driver is obliged to:
1) immediately report the incident via radio to the drivers of trains traveling along the stretch and the traffic control stations of the stations limiting the stretch, who immediately report this to the DNC. In the absence or malfunction of radio communication, the message is transmitted via other types of communication, in accordance with paragraph 103 of Appendix No. 6 to the Rules;
2) through the assistant driver, check the condition of the train and coupling devices of the disconnected cars and, if they are in good condition, couple the train. The disconnected parts of the coupling train should be brought down with extreme caution so that when the cars collide, the speed does not exceed 3 km/h;
3) 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 operations to connect disconnected parts of a train cannot be completed within 20 minutes, the driver is obliged to take measures to ensure that the part of the train remaining without a locomotive is secured with brake shoes and hand brakes.
After coupling the disconnected parts, the assistant driver must verify the integrity of the train by checking the number of the tail car and the presence of a train signal on it. Before resuming movement, the hand brakes must be released, a short test of the auto brakes must be carried out, and the brake shoes must be removed from under the cars.
10. It is not allowed to connect parts of the train during the stretch:
1) during fog, snowstorm and other unfavorable conditions, when signals are difficult to distinguish;
2) if the uncoupled part is on a slope steeper than 0.0025 and can move away from the push when connected in the direction opposite to the direction of train movement.
In exceptional cases, a locomotive behind the moving train may be used to connect with the uncoupled part of the train in the manner provided for in paragraph 22 of this appendix.
11. If it is impossible to connect the train, the driver must request an auxiliary locomotive or recovery train in the manner provided for in paragraph 2 of this appendix, additionally indicating in the application the approximate distance between the disconnected parts of the train.
In the exceptional cases provided for in paragraph 2 of this appendix, a train locomotive (with or without carriages) may be used to deliver a written request for assistance to the railway station. The tail of such a locomotive must be marked in the manner prescribed in paragraph 90 of Appendix No. 7 to the Rules.
It is not allowed to leave trains containing cars with people and dangerous goods of class 1 (VM) on the stretch without security.
3.Fencing of obstacles and work at the station with stop signals on public and non-public routes. ISI p .42
Answer: 42. Any obstacle to movement along station railway tracks and turnouts must be fenced off with stop signals, regardless of whether a train (shunting train) is expected or not.
When fencing a place of obstacle or work on a station railway track with stop signals, all switches leading to this place are set in such a position that railway rolling stock cannot enter it, and are locked or sewn up with crutches. At the site of an obstacle or work being carried out on the axis of the railway track, a portable red signal is installed (Fig. 98).
If any of these arrows are pointing towards the location of the obstacle or work and do not make it possible to isolate the railway track, such a place is fenced on both sides with portable red signals installed on public railway tracks at a distance of 50 m, and on non-public railway tracks use - 15 m from the boundaries of the obstacle or work site (Fig. 99). In the case where the points of the switches on public railway tracks are located closer than 50 m, and on non-public railway tracks - closer than 15 m from the place of obstacles or work, a portable red signal is installed between the points of each such switch (Fig. 100).
When fencing with portable red signals the location of an obstacle or work on a switch, the signals are installed: on the side of the cross - against the limit column on the axis of each of the converging railway tracks; on the opposite side on public railway tracks - 50 m, and on non-public railway tracks - 15 m from the point of the arrow (Fig. 101).
If, close to the switch that is to be fenced, there is another switch that can be placed in such a position that the railway rolling stock cannot move onto the switch where there is an obstacle, then the switch in this position is locked or sewn up. In this case, a portable red signal is not placed on the side of such an insulating arrow (Fig. 102).
When the arrow cannot be placed in the indicated position, then a portable red signal is installed on public railway tracks at a distance of 50 m, and on non-public railway tracks 15 m from the place of obstacle or work in the direction of this arrow (Fig. 101).
If the location of the obstacle or work is located on the entrance switch, then from the side of the section it is fenced with a closed entrance signal, and from the side of the railway station - by portable red signals installed on the axis of each of the converging railway tracks against the limit post (Fig. 103).
When the site of an obstacle or work is located between the entrance arrow and the input signal, then from the stage side it is fenced with a closed entrance signal, and from the railway station - by a portable red signal installed between the points of the entrance arrow (Fig. 104).
A switch post duty officer who discovers an obstacle at a switch must immediately install one portable red signal at the location of the obstacle (before starting repair work) and report this to the railway station duty officer.
Ticket 8
1. Responsibilities of the driver when driving a train (the driver must). What is prohibited for the driver along the route (not allowed). PTE app. 6 clause 99,100
Answer: 99. When driving a train, the driver must:
have braking devices always ready for action, check them along the route, do not allow the pressure in the main reservoir and in the line to drop below the established standards;
when there are prohibitive indications of constant signals, indications of speed reduction signals and other signals requiring a reduction in speed, using service braking, stop the train without passing the stop signal, and proceed with the speed reduction signal at a speed not exceeding that set for this signal;
follow the signal sign fencing the neutral insert (to avoid stopping the locomotive on it) at a speed of at least 20 km/h;
If a stop signal is suddenly given or an obstacle suddenly appears, immediately apply emergency braking to stop the train.
100. During the route, the driver has no right to:
exceed the speeds established by these Rules, the order of the owner of the infrastructure, the carrier, the owner of non-public railway tracks, as well as issued warnings and signal instructions;
be distracted from operating a locomotive, a motor-car train, special self-propelled rolling stock, its maintenance and monitoring the signals and condition of the railway track;
disable properly functioning safety devices or interfere with their operation;
go to the haul if there is a failure on the locomotive, special self-propelled rolling stock of traction equipment that ensures the movement of the train, and it is impossible to eliminate the cause of the failure.
2. Departure of a delayed train after the traffic light output signal is blocked during semi-automatic blocking. IDP adj.3 p.6
Answer: 6. If, after the opening of the exit traffic light, the train for some reason is not sent, the station’s traffic control department is obliged to close the exit traffic light, make an entry about this in the train traffic log and report the delay of the train to the neighboring separate point and the DNC. Departure of a delayed train or another train of the same direction is carried out with the exit traffic light closed, with permission on form DU-52 with filling out point I. The adjacent separate point is notified of the time of the actual departure of the train by telephone. In case of electromechanical blocking without executive posts, after the actual departure of a delayed or another train in the same direction, a blocking signal is sent to the adjacent separate point. The following trains depart through the blockage as usual. Permission on form DU-52 with filling out paragraph I is issued to the driver of the leading locomotive also in cases of spontaneous closing of the output traffic light (due to false occupancy of an isolated section, burnout of a traffic light lamp or erroneous closing of the output traffic light) when the blocking is in good working order.
At railway stations where train radio communication devices are equipped with an automatic registration system for conversations, instead of issuing permission on the DU-52 form, the train driver can be sent via radio communication an order recorded on the conversation recorder to dispatch in accordance with clause 17.1 of Table No. 2 of Appendix No. 20 to this Instructions. At railway stations that have devices that, during a free run, allow the exit traffic light to be reopened, the train departs via the newly opened exit traffic light. Devices for re-opening the exit traffic light of the DSP station can only be used with the consent of the DNC.
3. "Lower pantograph" indicator, purpose. Installation of a pointer and permanent signs to it. ISI p.66,69
Answer: . On electrified DC sections in front of air gaps, where in the event of a sudden voltage drop in one of the sections of the contact network, the passage of electric rolling stock with raised pantographs is not allowed, signal light indicators “Lower the pantograph” are used, placed on the supports of the contact network or individual masts (Fig. 140).
When a flashing luminous strip of transparent white color appears on the signal indicator, the driver is obliged to immediately take measures to follow the fenced air gap with lowered pantographs. Normally, the signal bars of the indicators do not light up and in this position the indicators have no signal value. In the case of using signal signs “Lower the pantograph”, a permanent signal sign with reflectors “Attention! Current divider" (Fig. 147). A permanent signal sign “Raise the pantograph” with reflectors on it is installed behind the air gap in the direction of movement (Fig. 148).
Schemes for installing signal signs “Lower the pantograph” and permanent signal signs “Raise the pantograph” and “Attention! Current separation" are shown in Fig. 149, 150. Their placement should not impair the visibility and perception of permanent signals.
When operating 12-car electric trains, the distance from the air gap to the permanent “Raise the pantograph” sign must be at least 250 m.
Ticket 9
1. Wayfinding and signal signs, their purpose and installation location. PTE adj.1 clause 30
Answer: The owner of the infrastructure, the owner of the non-public railway track establishes:
at the main railway tracks there are signal and direction signs;
at turnouts and at other junctions of railway tracks there are limit posts.
If necessary, special waymarks are installed to mark the boundaries of the railway right-of-way of public and non-public railway tracks, as well as to mark hidden roadbed structures on the surface of the earth.
Signal signs are installed, respectively, by the owner of the infrastructure, the owner of the non-public railway track on the right side in the direction of movement, and track signs - on the right side according to the number of kilometers at a distance of at least 3100 mm from the axis of the outer railway track.
In excavations (except rocky ones) and at the exits from them, track and signal signs are installed, respectively, by the owner of the infrastructure, the owner of the non-public railway track outside the ditches and chutes on the field side. In heavily drifted excavations and at the exits from them (within up to 100 m), these signs are installed at a distance of at least 5700 mm from the axis of the outer railway track. The list of such excavations is established, respectively, by the owner of the infrastructure, the owner of the non-public railway tracks. In electrified areas, signal and route signs can be installed on contact network supports, except for those supports on which traffic light heads, complete transformer substations, contact network disconnectors and arresters are installed.
Limit columns are installed in the middle of the intertrack in the place where the distance between the axes of converging railway tracks is 4100 mm. On existing station railway tracks, which are not used by railway rolling stock built to gauge T, it is allowed to maintain a distance of 3810 mm. On transshipment railway tracks with a narrowed inter-track, limit posts are installed in the place where the width of the inter-track reaches 3600 mm.
On curved sections of the railway track, these distances must be increased in accordance with the rules and regulations.
Signal, wayfinding and special waymarks must comply with the rules and regulations.
2. The procedure for accepting trains into a station when the entrance traffic light is prohibited by order of the station duty officer. IDP appendix 9 clause 32
Answer: Reception of a train with a prohibitory indication of the entrance traffic light is carried out according to a registered order from the station's traffic police, transmitted to the train driver via radio communication in accordance with paragraph 4.1 of Table No. 2 of Appendix No. 20 to these Instructions.
When a train is traveling along the wrong railway track and there is no input signal along this railway track, the train is received according to a registered order from the station's chipboard, transmitted to the train driver via radio communication in accordance with clause 4.2 of Table No. 2 of Appendix No. 20 to these Instructions
Having repeated the order and received confirmation from the station's traffic police that the order was understood correctly, the driver enters the train into the railway station.
A similar order from the station's traffic police is transmitted to the driver about the train proceeding to the railway station when the entrance traffic light is prohibiting, if this permission is transmitted via a special telephone installed at the entrance traffic light (signal sign “Station Boundary”). Only locomotive crews can use this phone.
As a rule, an order is transmitted via radio communication to the driver in advance, when the train approaches the railway station. The order is transmitted via a special telephone to the driver after the train stops in front of the entrance traffic light (signal sign “Station Boundary”).
3. Designation of the head and tail of a freight train when moving cars forward along the correct and incorrect tracks. ISI p.87,88
Answer: . The head of a freight train, when moving cars forward on single-track and along the correct railway track on double-track sections, is not indicated by signals during the day; at night, it is indicated by a transparent white light from a lantern near the buffer beam (Fig. 190).
When carriages move forward along the wrong railway track, the head of the freight train is indicated: during the day - by an unfurled red flag, shown on the left side by the employee accompanying the train, located on the front transition platform; at night - with a transparent white light from a lantern near the buffer beam and a red light from a hand-held lantern, shown on the left side by the worker accompanying the train (Fig. 191).
88. The tail of the train when moving on single-track and along regular and irregular railway tracks on double-track sections is indicated:
The tail of the train when moving on single-track and along regular and irregular railway tracks on double-track sections is indicated:
1) train head:
during the day - the locomotive is not indicated by signals, and the carriage is indicated by a red disk near the buffer beam of the carriage on the right side (Fig. 195);
at night - two transparent white lights near the buffer beam of the locomotive (Fig. 188) or one transparent white light near the buffer beam of the car on the right side, while the head car is supplemented with an audible alarm device;
2) tail of the train:
during the day - with a red disc near the buffer beam of the car on the right side
(Fig. 196), the locomotive at the tail of the train is not indicated by signals;
at night - one transparent white light on the buffer beam of the car on the right side (Fig. 197) or two red lights on the buffer beam of the locomotive (Fig. 198)
Ticket 10
1. Responsibilities of the driver after coupling the locomotive to the train. PTEpril.6 clause 97
Answer: 97. After attaching a locomotive to a train (special self-propelled rolling stock to a utility train), the driver is obliged to:
make sure that the locomotive, special self-propelled rolling stock is properly coupled to the first carriage of the train and the connection of air hoses and electrical wires is correct, as well as the opening of the end valves between them;
charge the brake line with compressed air, make sure that the pressure drop does not exceed the established standards, and test the brakes;
obtain a certificate confirming that the train is equipped with brakes, check the number of the tail car indicated therein with the actual sheet and make sure that the brake pressure on the train complies with the established standards;
familiarize yourself with the composition of a freight and cargo-passenger train using a full-scale sheet - the presence of cars occupied by people, cargo of certain categories specified in the rules for the transportation of goods by rail, as well as open railway rolling stock;
get acquainted with the composition of the passenger and mail and luggage trains using a full-scale sheet - the presence of cars occupied by cargo and baggage;
If the locomotive is equipped with a radio station with individual calling, set the assigned train number on the radio station control panel.
After coupling the locomotive to a passenger train with electrically heated cars, the driver is required to lower the current collectors for the electrician to connect the high-voltage inter-car electrical connectors.
In areas equipped with automatic locomotive signaling, the driver of the leading locomotive, motor-car train, special self-propelled rolling stock is obliged to turn on these devices before leaving the railway station, and in areas equipped with radio communication, make sure that the radio station is turned on, and by calling, check the radio connection with the chief (mechanic-foreman) of the passenger train and, accordingly, the supervisor of work on the utility train.
2. In what cases is the reception and procedure for receiving trains at the station when the entrance traffic light is prohibited with written permission? IDP appendix 9 clause 34
Answer: 34. In exceptional cases, when other types of permits provided for in paragraph 30 of this appendix cannot be used to receive a train at a railway station when the entrance traffic light is prohibitive, the acceptance of the train is carried out with the written permission of the station’s traffic police with the following content:
“The driver of train No. ... is allowed to follow the ... station path. The reception route is ready. Chipboard (signature).”
The permit is certified by the stamp of the railway station and the signature of the station's chipboard indicating the day, month and time of filling out the permit (hours, minutes).
To transfer written permission to the driver of an arriving train, switch post attendants, signalmen, attendants and operators of centralization posts, workers of compilation teams and other workers may be involved in the manner provided for in the station's TPA or instructions on the procedure for servicing and organizing traffic on non-public railway tracks.
3. How and in what cases the warning signal is given. ISI p.97
Answer: 97. The warning signal is one long whistle, and when moving along the wrong railway track - one long, short and long whistle of a locomotive, motor-car train, special self-propelled railway rolling stock is given:
1) when the train approaches railway stations, waypoints, passenger stopping points, portable and manual signals requiring a reduction in speed, signal signs “C”, excavations, curved sections of the railway track, tunnels, railway crossings, removable railcars, removable repair towers, track cars and other removable moving units, and on non-public railway tracks, in addition, when approaching car dumpers, bunkers, overpasses, carriage scales, cargo flow restoration devices, cargo defrosting garages, as well as other objects located on non-public railway tracks ;
2) when the train approaches the work site, starting from the kilometer preceding the one indicated in the warning, regardless of the presence of portable signals;
3) upon perception of the manual signal “Lower the pantograph” given by the signalman;
4) when approaching people on the railway track and in other cases established by the owner of the infrastructure, the owner of non-public railway tracks.
When traveling during fog, snowstorms and other unfavorable conditions that reduce visibility, the warning signal is repeated several times.
Train compilers who have stopped maneuvers due to the reception of a train, signalmen and those on duty at the switch post at the warning signal are each obliged to check and make sure in their own area that the safety of the movement of the received train is ensured.
Ticket 11
1. Visibility of traffic light signals on the main and side tracks of the station. PTZ pr.3p.4
Answer: 4. Red, yellow and green signal lights of entrance, warning, passage, barrier and cover traffic lights on straight sections of a public railway track must be clearly visible day and night from the control cabin of a mobile unit at a distance of at least 1000 m. On curved sections of the railway track the readings of these traffic lights, as well as signal stripes on traffic lights, must be clearly visible at a distance of at least 400 m. In very rough terrain (mountains, deep excavations), a reduction in the visibility distance is allowed, but not less than 200 m.
On non-public railway tracks, the signal lights of entrance, warning, passage, barrier and cover traffic lights on straight sections of the railway track must be clearly visible day and night from the control cabin of a moving unit at a distance of no less than the braking distance determined for a given place with full service braking and set speed, and entry and process signaling - at least 50 m.
The indications of exit and route traffic lights on the main railway tracks must be clearly visible at a distance of at least 400 m, the exit and route traffic lights of side railway tracks, invitation signals and shunting traffic lights - at a distance of at least 200 m, and the indications of route signs - at a distance of at least 100 m.
2. The action of the driver after the train stops in front of a traffic light with a red light, as well as with an unclear indication or one that goes out during automatic blocking. IDP adj.1 p.2
Answer: 2. In case of automatic blocking, the permission for a train to occupy the block section is the permissive indication of the exit or passage traffic light.
As an exception, at traffic lights (except for those located in front of the entrance traffic lights) located on long climbs, it is allowed in each individual case, with the permission of the owner of the infrastructure or the owner of the non-public railway tracks, to install a conditionally permissive signal given by a sign in the form of the letter “T”, marked on the traffic light support panel. The presence of this signal serves as permission for a freight train to proceed through a red traffic light without stopping. In this case, the train must pass a traffic light with a red light on public railway tracks at a speed of no more than 20 km/h, and on non-public railway tracks - no more than 15 km/h.
After the train stops in front of a traffic light with a red light, as well as with an unclear indication or the light has gone out, if the driver sees or knows that the block section ahead is occupied by a train or there is another obstacle to movement, it is prohibited to continue moving until the block is cleared. the area will not be freed. If the driver is not aware of the presence of a train block section (another obstacle) in the block ahead, he must, after stopping, release the brakes and, if during this time no permitting light appears at the traffic light, drive the train to the next traffic light on public railway tracks at a speed not exceeding more than 20 km/h, and on non-public railway tracks - no more than 15 km/h.
If the next passing traffic light is in the same position, the movement of the train after stopping continues in the same order.
If, after following a traffic light with a prohibiting indication, an unclear indication, or an extinguished light in accordance with the procedure established by these Instructions, and further following the block section, a yellow or green light appears on the locomotive traffic light, the train driver may increase the speed to 40 km/h and proceed with extreme vigilance until the next traffic light.
If the lights on a locomotive traffic light are unstable while traveling along a block section, the driver must drive the train to the next traffic light on public railway tracks at a speed of no more than 20 km/h, and on non-public railway tracks - no more than 15 km/h.
When a train moves along a section, the train driver and his assistant are obliged to monitor the readings of traffic lights and strictly comply with their requirements, and if there is an automatic locomotive signaling system (hereinafter referred to as ALSN), monitor the readings of both track and locomotive traffic lights.
When the track traffic light signal is not visible (due to a long distance, the presence of a curve, fog, and in other cases), the train driver and his assistant must be guided by the indications of the locomotive traffic light before approaching the track traffic light within visibility distance.
3. Signals sent by output traffic lights during semi-automatic blocking.
ISI p.14,16,17
Answer: 14. Exit traffic lights in areas equipped with semi-automatic blocking signal:
1) one green light - the train is allowed to depart from the railway station and proceed at the set speed; the passage to the next railway station (travel post) is free (Fig. 28);
2) one red light - stop! It is prohibited to pass the signal (Fig. 29);
3) two yellow lights – the train is allowed to leave the railway station at a reduced speed; the train deviates along the switch; the passage to the next railway station (travel post) is free (Fig. 30);
4) two yellow lights, the top one blinking – the train is allowed to leave the railway station at a reduced speed; the train deviates along the switch; the passage to the next railway station (waypoint) is free; the entrance traffic light of the next railway station is open (Fig. 30a).
16. If there is a branch line equipped with a track interlock, as well as to indicate the railway track to which the train is sent on multi-track sections equipped with a track interlock, and on double-track sections equipped with two-way automatic interlocking, exit traffic lights, if necessary, are installed by the owner of the infrastructure or owner railway tracks of non-public use, are supplemented by the corresponding indication of the route indicator.
In the absence of a route indicator, it is allowed, before the reconstruction of signaling devices, to use the signal: two green lights at the exit traffic light - when a train departs for a branch or onto the railway track of a multi-track section, or along the wrong railway track with a two-way automatic blocking, which indicates the vacancy of at least two block sections with automatic blocking, for freedom of passage to the next railway station (waypoint) - with semi-automatic blocking (Fig. 33).
On double-track sections, where movement along the correct railway track is carried out according to automatic blocking signals, and on the wrong railway track - according to the indications of locomotive traffic lights, as well as on double-track sections equipped with automatic locomotive signaling, used as an independent means of signaling and communication, exit traffic lights when departing from railway station on the wrong railway track, it is allowed to give a signal: one yellow flashing and one moon-white lights - the train is allowed to leave the railway station and then follow the wrong railway track according to the indications of the locomotive traffic light (Fig. 34).
When temporary devices for organizing traffic along the wrong railway track of double-track and multi-track sections are turned on according to the signals of locomotive traffic lights for the period of repair, construction and restoration work, it is allowed to send trains to the wrong railway track according to the signals installed for the correct railway track.
The speed of movement when departing on the wrong railway track on double-track (multi-track) sections equipped with a permanent two-way automatic blocking for movement on the wrong railway track according to the indications of the locomotive traffic light is established by the owner of the infrastructure or the owner of the non-public railway tracks.
17. At railway stations with exit traffic lights, if there is a branch that is not equipped with a track block, the readiness of the departure route to the branch is indicated by one moon-white light of the exit traffic light; trains are sent to the branch with the driver being given a key-staff or a DU-50 form (hereinafter referred to as the Travel Note) with the moon-white light and the red light of the exit traffic light extinguished (Fig. 35).
At railway stations of non-public railway tracks that have exit traffic lights, if there is a branch that is not equipped with a track block to indicate the readiness of the departure route to the branch, the output traffic lights can be supplemented with appropriate indications, the values of which are established by the owner of the non-public railway tracks.
If there are shunting signals at railway stations, when the departure route for a branch is ready, the signal is supplemented by one moon-white light with the indication of a route indicator.
At railway stations where trains depart from railway tracks that do not have sufficient length, when the head of the train is behind the exit (route) traffic light, a repeating head is installed on its reverse side, signaling with a green light when the exit (route) traffic light is open and there is vacancy in front of two and more block areas (Fig. 36).
Ticket 12
1. Requirements for automatic and semi-automatic blocking. PTE app. 3 p. 19-23
Answer: 19. The stages must be equipped with track blocking, and in some sections - with automatic locomotive signaling, used as an independent means of signaling and communication, in which the movement of trains on the stage in both directions is carried out according to the signals of locomotive traffic lights.
20. Automatic and semi-automatic blocking devices, as well as automatic locomotive signaling used as an independent means of signaling and communication, should not allow the opening of an exit or, respectively, a passage or locomotive traffic light until the railway rolling stock has vacated the block section or inter-station (inter-post) section enclosed by them, as well as spontaneous closure of a traffic light as a result of a transition from the main to the backup technological power supply or vice versa.
21. On single-track sections equipped with automatic or semi-automatic blocking, after the opening of an exit traffic light at a railway station, the possibility of an adjacent railway station opening exit and through traffic lights for the departure of trains to the same section in the opposite direction should be excluded.
It is allowed on railway tracks to have devices that allow, when sending trains to a section whose length is less than the length of the train or less than the braking distance for a given section and when the boundaries of railway stations coincide, the opening of the exit traffic light only when the entrance traffic light of the neighboring railway station is open.
The same interdependence of signals should be on double-track and multi-track sections equipped with automatic or semi-automatic blocking for two-way traffic on each railway track.
On single-track sections equipped with automatic blocking with double-track inserts, as well as on double-track and multi-track sections of heavy-duty lines, where traffic follows traffic light indications
98 When a freight train ruptures on a stretch and delivers it to the station, be guided by the order of actions of workers in case of a forced stop of the train on a stretch in accordance with the Rules of Technical Operation and the Rules for the Movement of Trains and Shunting Work or other regulatory documents in force in the territory of the member countries of the Commonwealth, Georgia, the Republic of Latvia , the Republic of Lithuania and the Republic of Estonia.
When delivering a broken train from a section, replace damaged connecting brake hoses with spare ones or those removed from the tail car and locomotive.
99 During the process of removing a broken train, the absence of compressed air in the brake network of the last cars can be allowed only if it is impossible to restore the integrity of the brake line and it is necessary to shut off the end valves for this reason. In this case, in a train that is on the rise, the driver must declare the need to place an auxiliary locomotive at the rear of the train to proceed to the nearest station, where the fault must be eliminated or the faulty car must be uncoupled. The procedure for removing such trains from the stretch, their speed, taking into account the availability of brake pressure, are established by the head of the infrastructure owner’s unit, and if there are no railway departments within the railway, by the deputy head of the infrastructure owner’s unit and are indicated in the technical and administrative documents of the infrastructure owner.
100 Before the train leaves the stage, perform a short test of the brakes.
Appendix 4
RULES
MAINTENANCE OF BRAKE EQUIPMENT AND CONTROL OF BRAKES OF MOTOR-CAR ROLLING STOCK
I REQUIREMENTS FOR PERFORMING MAINTENANCE OF BRAKE EQUIPMENT OF MOTOR-CARRIAGE ROLLING STOCK
1 When accepting and delivering rolling stock from storage to a depot without a locomotive crew, TO-1, TO-2, you must:
Check the oil level in the compressor crankcases (if any), which should not go beyond the control marks of the oil indicator;
Check the correct positions of the air duct disconnect valve handles;
Check the presence of seals: on the safety system units, on the safety valves, on the open position lock of the brake line disconnect valve to the electro-pneumatic auto-stop valves (hereinafter referred to as EPK), on the disconnect valves on the supply air line and on the air duct from the air distributor to the auxiliary brake valve, on the disconnect valve air ducts from the brake line or brake cylinder to the speed gauge, to pressure sensors (if equipped), on pressure gauges, visual inspection of which is possible without additional work;
Check the presence of seals on the stop valves;
Check the presence of a seal on the disconnect valve to the break valve, which must be in the open position;
Check the condition of the brake lever transmission, its safety devices, the outputs of the brake cylinder rods, the thickness of the brake pads (linings) and their location on the rolling surface of the wheels (discs), the operation of the parking brakes;
Check the passage of air through the end valves of the brake and feed lines by opening them at least three times for a long time when the control body of the driver's valve is in the train position;
Check the activation mode of the passenger-type air distributor. For a train length of up to 20 cars, the air distributor with stepless release must be switched on in the short-train mode; for more than 20 cars - in the long-train mode. Switching on air distributors with stepped release must be done in accordance with the operating manual for a specific model of rolling stock;
Remove condensate from the main and auxiliary tanks and oil and moisture separators.
The locomotive crew, having previously secured the rolling stock from leaving, from both control cabins when installed for each type of rolling stock (except for checking the density of the brake and supply networks and checking the absence of an unacceptable decrease in pressure in the brake cylinders, which are carried out from one control cabin) must check:
Limits for maintaining pressure in the main tanks during automatic resumption of compressor operation and their shutdown by the regulator in accordance with the operating manual for traction rolling stock. Deviation from the standard value of pressure limits is allowed ±0.02 MPa (±0.2 kgf/cm 2);
Brake network density. The pressure reduction measured along the brake line should be no more than 0.05 MPa (0.5 kgf/cm2) for 150 seconds (2.5 minutes);
Density of the nutrient network. The pressure decrease measured along the supply line should be no more than 0.05 MPa (0.5 kgf/cm) in 450 seconds (7.5 minutes).
For a RA-1 rail bus, the pressure reduction measured along the supply line should be no more than 0.05 MPa (0.5 kgf/cm2) in 600 seconds (10 minutes).
Checking the density of the brake and power supply networks is carried out from one control cabin.
Density of the surge tank of the driver's crane. The density of the equalization tank when the control element of the driver's crane is in a position that ensures maintaining the specified pressure in the brake line after braking should be no more than 0.01 MPa (0.1 kgf/cm2) for 180 seconds (3 minutes). In this case, overpressure in the equalization tank is not allowed;
Operation of the auxiliary brake (if equipped) to the maximum pressure in the brake cylinders during full braking, which must be within the limits established in the operating manual for a specific type of rolling stock, agreed with the owner of the infrastructure;
Charging pressure in the brake line, which must comply with the limits specified in Table V.1 of these Rules;
Operation of air distributors for braking and release.
The check must be performed by reducing the pressure in the surge tank from the charging pressure to 0.05-0.06 MPa (0.5-0.6 kgf/cm2). In this case, the air distributors should operate and not release spontaneously for 300 seconds (5 minutes). After braking, make sure that the pressure in the brake cylinders of the motor-car rolling stock is at least 0.1 MPa (1.0 kgf/cm 2) and the piston rods come out of the brake cylinders, and the brake pads (linings) are pressed to the wheels ( disks). After completing the check, it is necessary to put the control element of the driver's crane in the train position, in which the brake must be released and the pads (linings) must move away from the wheels (discs).
The pressure in the brake cylinders of the RA-1 rail bus should be 0.11-0.13 MPa (1.1 -1.3 kgf/cm2);
Operation of the tail car brake control circuit. After the train brake system is fully charged, it is necessary to reduce the pressure in the brake
lines by a value of 0.05-0.07 MPa (0.5-0.7 kgf/cm 2). In this case, the automatic brakes should come into action, and light signals should be sent on the driver’s console to control the operation of the brakes on the train cars and on the tail car. After this, release the train brakes. Turning off the light signal that controls the inhibition of a given tail car on the driver’s console will indicate the serviceability of this system;
Checking the operation of the anti-skid device (if equipped). To check, a full service brake must be performed. After reaching maximum pressure in the brake cylinders, it is necessary to run a test program, which should not, at the end, produce an error in the system;
The power supply voltage of the electro-pneumatic brake, which should be:
a) not lower than 45 V when the driver’s crane control body is in train position and powered by batteries with the pantographs released or the diesel engine turned off;
b) not lower than 45 V when the driver’s crane control body is in the service braking position with an electro-pneumatic brake;
The effect of an electro-pneumatic brake on the possibility of stepwise braking until the brake cylinders are completely filled and subsequent stepwise release until the air is completely released from the brake cylinders. On motor-car rolling stock equipped with a push-button control of the electro-pneumatic brake, check its operation with the driver’s crane control body in the train position;
Operation of light indication of electro-pneumatic brake operation.
When the control element of the driver's crane is in a position that ensures an increase in pressure in the brake line above the charging pressure and in the train position, the green electro-pneumatic brake circuit integrity indicator should light up.
In positions that provide or do not ensure the maintenance of a given pressure in the brake line after braking, the electro-pneumatic brake circuit integrity indicator is green, the pressure maintenance indicator in the brake cylinders is yellow, and the braking indicator is red.
In the positions of service braking with discharge of the brake line, or service braking with an electro-pneumatic brake without discharge of the brake line, or emergency braking, the electro-pneumatic brake circuit integrity indicator is green and the braking indicator is red.
On motor-car rolling stock equipped with a push-button control of the electro-pneumatic brake, check its operation with the driver’s crane control body in the train position;
The output values of the brake cylinder rods at full service braking. The output value of the brake cylinder rod must be within the limits specified in Table I.1 of these Rules.
Table I.1- Exit of the brake cylinder rod on motor-car rolling stock and rail buses with full service braking
| Type of rolling stock | Brake cylinder rod output, mm | |
| Norms of lower and upper limits | Maximum permissible in operation | |
| Electric train cars ER2, ER9, ER9P, EM2, EM2K: - motor - head and trailed (including ER22) - motor cars ER22 | 50-75 75-100 40-50 | |
| Rail buses RA-1, RA-2 | 25-30 | |
| Head, trailed and motor cars of electric trains ER2T, ER2R, ER29, ET2 of all indices, ED2T, ED9 of all indices, ED4 of all indices, EM2, EM4, ES2, AYA4D | 50-75 | |
| Electric train cars of other series: - motor - head and trailed | 75-100 100-125 | |
| Motor and trailer cars of diesel trains: - with disc brakes - with shoe brakes - trailer cars DDB | 5-8 125-140 55-65 | 25* |
| Diesel train ACh2 - motor car - trailer car | 30-50 95-105 |
* In winter 12 mm;
Notes 1 The output of the brake cylinder rods of electric trains during the braking stage should be less than specified by 30% when the brake cylinders are located on the car body and by 20% when the brake cylinders are located on the bogie.
2 If there are standards for rod outputs established by the operating manual, agreed upon with the owner of the infrastructure, be guided by these standards. The maximum permissible rod output should be set 25% more than the upper limit.
3 When releasing motor-car rolling stock after repair and maintenance (except TO-1), the lever transmission must be adjusted to ensure the minimum permissible rate of rod exit.
Condition and thickness of brake pads (linings). Minimum thickness of brake pads at which they must be replaced: cast iron
brake pads - 12 mm, composite brake pads - 14 mm, for rail buses - 10 mm (pads with a mesh-wire frame are determined by
eyelet filled with friction mass).
Extending the brake pads beyond the outer edge of the tire rolling surface (wheel rim) during operation is not allowed.
Replace the pads when the maximum thickness is reached, there are cracks across the entire width of the pad, extending to the steel frame, with wedge-shaped wear, if the smallest permissible thickness is located at a distance of 50 mm or more from the thin end of the pad.
Metal-ceramic linings with a thickness of 13 mm or less and composite linings with a thickness of 5 mm or less along the outer radius of the linings must be replaced.
The thickness of the pad should be checked at the top and bottom of the pad in the pad holder. The thickness difference between the top and bottom of the pad in the pad holder is allowed to be no more than 3 mm;
Action of the parking (hand) brake.
On motor-car rolling stock equipped with an electric or hydrodynamic brake, additionally check the operation of this brake.
When equipping motor-car rolling stock with a system for checking the condition of electro-pneumatic brake circuits, additionally check the condition of this system.
2 When releasing motor-car rolling stock and rail buses from the depot after repair and maintenance, it is additionally necessary to check the performance of its compressors over time
when filling the main tanks from 0.68 to 0.78 MPa (from 7.0 to 8.0 kgf/cm2), the power to the automatic doors must be turned off.
3 Carry out work to eliminate identified faults and adjust equipment components: changing brake pads, adjusting the brake linkage, changing the cotter pins of the mechanical part of the brake, fastening loose threaded connections in accessible places.
13. Action of the driver when the train is forced to stop
13.1. When the train is forced to stop, the driver must be guided by paragraphs. 17.45-17.53 PTE, local technical instructions and the requirements of this instruction.
13.2. In the event of a forced stop of the train when the pressure in the main reservoirs drops below 6.0 kgf/cm 2 due to the stop of compressors due to the removal of voltage in the contact network, damage to the diesel locomotive and for other reasons The locomotive driver is obliged to:
13.2.1. On any track profile (platform, slope), activate the automatic brakes on the train by reducing the pressure by 1.5 kgf/cm 2 and perform full braking with the auxiliary brake of the locomotive. Apply the hand brakes of the diesel locomotive or electric locomotive to control the traction unit.
13.2.2. On a slope (ascent, descent), require the preparer, conductor, plow driver, railway crane driver, rocket launcher driver, recovery or utility train manager to actuate the hand brakes of the rolling stock or place brake shoes under the wheels. On specialized and other trains where the specified persons are absent, this work is performed by an assistant driver, and when servicing a locomotive without an assistant, by a driver. In this case, the driver first applies all the hand brakes of the locomotive, and then secures the cars with brakes and, if necessary, places brake shoes under the wheels. The required number of brake shoes to hold the train in place is determined in accordance with clause 10.9 of these instructions.
The person securing the train (rolling stock) with hand brakes must check the reliability of their holding of each car (locomotive) in accordance with the requirements of paragraph 11.3 and paragraph 10.9 of these instructions and personally (if the securing was not carried out by the driver) notify the driver about securing the train with hand brakes. brakes or brake shoes.
Once normal operation of the compressors has been restored, the driver must release and charge the automatic brakes to the set pressure before moving the train.
Before setting the train in motion, if hand brakes were used or brake shoes were installed, it is necessary to derail the train from the shoes, perform a braking step by reducing the pressure in the surge tank by 1.5 kgf/cm2, apply full braking with the auxiliary brake of the locomotive, remove all previously installed brake shoes , release the hand brakes of the cars and then the locomotive, then release the automatic brakes of the train and the auxiliary brake of the locomotive in stages.
13.3. As an exception, when servicing a locomotive without an assistant, the driver is allowed to leave the electric locomotive with the pantograph raised, and the diesel locomotive with the diesel engine running and the compressors turned on for a period of no more than 20 minutes to maintain the train brakes, release the hand brakes, install and remove the brake shoes, and find out the reason for the forced stops. In this case, the locomotive driver must:
brake the pressure reduction in the surge tank by 1.5 kgf/cm 2 ,
apply full braking with the auxiliary brake of the locomotive,
inform the duty officer of the separate point at which the train is stopped or the point limiting the haul via available means of communication about the reason for stopping the locomotive and for what period of time he leaves it,
check the action of the pneumatic brakes of the cars at the exit of the brake cylinder rods and the fit of the brake pads to the wheel pairs.
Stopping and starting a train on a descent
13.5. To stop the train on a descent, it is necessary to turn off the controller and activate the brakes by reducing the pressure by at least 0.7-0.8 kgf/cm 2 . 50-60 meters before the stop, supply sand (if necessary) to adhere the locomotive wheels to the rails. After stopping the train, apply the brakes with the auxiliary brake of the locomotive, release the auto brakes and keep them charged for the entire period of parking. If the train, slowed down by the auxiliary brake, starts to move, apply a brake pressure in the brake line by 0.7-0.8 kgf/cm2 and keep it in the braked state during the entire stop.
13.6. Before setting the train in motion after stopping, it is necessary to release the automatic train brakes (if they were used) and step the auxiliary brake of the locomotive. If the train does not start moving on its own, smoothly turn on the controller.
Train stop at the site
13.7. To stop the train at the site when traveling with the controller turned on, you must turn off the controller and activate the automatic brakes, not releasing them until the train comes to a complete stop.
Stopping and starting a train on the rise
13.8. To stop the train on a rise, move the controller handle to the lowest running position, activate the automatic brakes as the speed decreases, and then turn off the controller and then proceed in accordance with clause 13.5 of these instructions.
If, after switching on the traction mode, it is not possible to set the train in motion, then carefully compress (stretch if the cars are in front) the train and perform a braking step to reduce the pressure in the surge tank by 0.7-0.8 kgf/cm 2 .
After stopping the train, release the automatic brakes on the train, wait the necessary time for them to release, and then set the train in motion.
13.9. When settling a train stopped on an incline onto a lighter profile, follow paragraphs. 17.50-17.51 PTE railway transport.
14. Actions of the driver when delivering the train to the station after it breaks.
14.1. When a train breaks on a stretch and is delivered, be guided by clause 17.52 of the PTE and the Instructions for the movement of trains and shunting work.
14.2. When a train breaks, the locomotive driver must direct all actions to prevent or mitigate a collision with the detached part of the train.
The detached part, before connecting the train or before requesting assistance, must, at the driver’s direction, be secured against removal by hand brakes and the brake shoes available on the locomotive in accordance with the requirements of clause 13.2 of these instructions. When servicing a locomotive by one driver, before assistance is requested, the driver is responsible for securing the detached part from moving away.
If the detached part cannot be retained, the driver must immediately notify the train dispatcher, the duty officer at the station (post) to which the cars are leaving, by radio or other means.
Before coupling the locomotive to the detached part of the train, the person making the coupling must make sure that the detached part is securely fastened with braking means.
The removal of an exploding train from a temporary clutch is carried out under the guidance of a person from the technical supervision of the carriage service.
Before the train departs from the stage, the abbreviation testing of auto brakes established in Chapter. 9 in accordance with these instructions.
14.3. The removal of an exploded train in parts or in full must be carried out by a locomotive crew consisting of two people (a driver and an assistant).
15. Brake control when following double or multiple traction.
15.1. When two or more operating locomotives are coupled to a train, all locomotives should have automatic brakes. included in the common brake line. The brakes on the train are controlled by the driver of the first locomotive at the head of the train.
15.2. When coupling two or more operating locomotives to a train, locomotive drivers (except for the first leading one) are required to move the handle of the combined crane, regardless of the presence of the locking device condition. No. 367 to the double traction position and place the driver’s crane handle conditional Nos. 222, 394, 395 in the V position.
15.3. Maintain pressure in the main tanks on locomotives within the limits established in clause 2.2.4. of this instruction.
15.4. With double traction, it is prohibited to move the handle of the combined crane from the double traction position and release or charge the auto brakes in order to speed up.
15.5. Before departure, drivers of all locomotives must personally familiarize themselves with the actual brake pressure on the train, indicated in the VU-45 certificate.
15.6. In the event of danger requiring the immediate stop of the train when traveling with double and multiple traction, the driver of the leading locomotive must apply emergency braking, turn off the controller, activate the sandboxes, fully auxiliary brake of the locomotive and give a stop signal. Drivers of other locomotives are required to turn off the controller, perform emergency braking, apply the locomotive's full auxiliary brake, activate the sandboxes and repeat the stop signal.
If one of the drivers notices the danger before the leading locomotive, then he, without waiting for signals from the leading locomotive, is obliged to brake while simultaneously using the sandbox and auxiliary brake of the locomotive, turn off the controller, and give a stop signal. Drivers of the remaining locomotives must apply emergency braking, turn off the controller, activate the sandboxes and apply the auxiliary brake of the locomotive.
15.7. When a train is traveling with double (multiple) traction and a malfunction is detected in the compressors or the driver's crane on the leading locomotive, the driver is obliged to give a stop signal (and, if necessary, a general alarm signal) and, after stopping the train, if possible at the site, transfer control of the brakes to the driver of the second locomotive. Having transferred control of the brakes to the driver of the second locomotive, the driver of the first locomotive is obliged to put the handle of the double traction or combination crane in the double traction position, the handle of the driver's crane condition. Nos. 222, 394, 395 in V position.
The driver of the second locomotive is obliged to carry out a short test of the brakes in accordance with these instructions and in the future, when driving the train, monitor the signals "and continue to obey the signals given by the driver of the first locomotive. If the compressors on one of the locomotives malfunction, the driver of the leading locomotive continues to control the automatic brakes, having previously connected supply lines of locomotives, where their terminals are located, if they were not connected before the train departed.
15.8. After uncoupling the first locomotive, the driver of the second locomotive is obliged to restore the position of the cranes as for the lead locomotive, charge the brake line and test the auto brakes on the train, guided by Ch. 9 of this manual.
15.9. When attaching a pusher locomotive to the tail of a train and connecting its automatic brakes to the common brake line, the driver of the pusher locomotive is obliged to move the handle of the double-thrust or combined crane to the double-thrust position, and the handle of the driver's crane to the V position, connect the brake line sleeves of the tail car and locomotive and open the end valves between them. After this, the driver of the leading locomotive is obliged to charge the brake line of the entire train and perform a short test of the auto brakes, the operation of which is checked by the driver of the pusher locomotive based on the operation of the auto brake of his locomotive.
15.10. If, when traveling with a train, the driver of the leading locomotive has not checked the brakes for effectiveness, then the driver of the second locomotive is obliged to contact him by radio or give a vigilance signal as a requirement to carry out this check.
16. Uncoupling the locomotive from the train
16.1. Before uncoupling the locomotive from the train, the driver must activate the automatic brakes by reducing the pressure in the line by 0.8-1.0 kgf/cm 2 .
16.2. After this, the assistant driver or the person acting as compiler closes the end valves of the locomotive and the first car, disconnects the brake line hoses between the locomotive and the first car, and hangs them on hangers.
16.3. Securing rolling stock at stations on slopes of less than 5 thousandths is carried out in accordance with Appendix 2 of the Instructions for the movement of trains and shunting work on railways. d. transport enterprises of the USSR MFM system.
17. The procedure for turning on automatic brakes for inactive ones
locomotives transported in trains and rafts and their management
17.1. Locomotives can be sent in rafts (2-3) or individually.
In this case, the brake line hoses of locomotives are connected into a common brake line.
17.2. For locomotives being transferred in an inoperative state, the isolation and combination valves on the feed and brake lines must be closed, the valves to the ECP and the valve conv. No. 254 should also be blocked.
On locomotives in which the automatic brake operates through the cond. valve. No. 254, it is necessary to open all disconnect valves on the air ducts leading to valve No. 254 on one of the consoles.
Air distributors on transferred locomotives must be turned on in accordance with the requirements of clause 2.2.6 of these instructions.
If there is a blocking device, condition. No. 367 it must be turned on on the same remote control, and the handle of the combination tap must be moved to the double pull position.
The valve of an inactive locomotive on the air line connecting the brake line with the supply line through a check valve must be open, with one main tank or group of tanks turned on.
17.3. Rafts with the brakes turned off can only be sent in cases where it is impossible to bring the automatic brakes into working condition. In these cases, a wagon or locomotive with operating automatic brakes must be coupled to the tail of the raft and brake pressure must be provided for 100 tons of train weight, taking into account the brakes of the leading locomotive (follow these instructions, Chapter 4).
17.4. Testing of brakes on locomotives included in the raft should be carried out in accordance with paragraph. 8.2. of this instruction.
17.5. Automatic brakes in a raft are controlled by the driver of the leading locomotive in the same way as when driving a train.
18. Brake control of a single locomotive
18.1. When a single locomotive is moving, the compressors must be turned on, the position of the handles of all valves in the working and non-working cabins must be the same as when driving a train. The locomotive air distributors are turned on in accordance with clause 2.2.6 of this instructions.
18.2. After departure, it is necessary to check the effectiveness of the automatic brake and the operation of the brakes from the cond. No. 254 according to these instructions.
18.3. Along the way, the speed of the locomotive and its stopping are carried out mainly by the auxiliary brake valve. In this case, apply stepwise braking, up to placing the crane in the extreme braking position, and then release the brakes in steps to regulate the speed.
Before stopping the locomotive, it is necessary to weaken the braking, make a release step of such a magnitude that the remaining pressing force of the brake pads on the axle cannot cause the wheelsets to jam before stopping.
If the distance to the moment of stopping does not allow for a stepwise release, then, without weakening the braking, activate the sandboxes and do not stop their operation until the locomotive comes to a complete stop. This will increase the adhesion of the wheels to the rails and prevent wheel skidding. When traveling with a single locomotive, it is strictly forbidden to use rheostatic braking of the traction unit if the pneumatic brakes are functioning properly.
17.
ACTIONS OF THE DRIVERS WHEN DELIVERYING THE TRAIN TO THE STATION AFTER A BREAK
17.1 . When a freight train breaks during a stretch and is delivered to the station, be guided by clause 16.48 of the PTE and the Instructions for Train Movement and Shunting Operations.
When delivering a broken train from a section, replace damaged connecting brake hoses with spare ones or those removed from the tail car and locomotive.
17.2. When removing a ruptured train from a section, the absence of compressed air in the TM of the last cars can only be allowed if it is impossible to restore the integrity of the TM and for this reason it is necessary to shut off the end valves. In this case, the driver of a train on the rise must declare the need to provide an auxiliary locomotive at the tail of the train (or remove the train in parts) for movement to the nearest station. Where the fault must be corrected or the faulty car uncoupled.
The procedure for removing such trains from the stretch, their speed, taking into account the provision of brake pressure and the track profile, is established by order of the head of the road and is indicated in local instructions.
Before the train leaves the stage, perform a short test of the autobrakes of the serviceable part of the train.
18. FEATURES OF MAINTENANCE AND CONTROL OF BRAKES IN WINTER CONDITIONS
For normal and uninterrupted operation of auto-braking equipment on locomotives, multi-unit trains and cars in winter conditions, it is necessary to promptly and thoroughly prepare it for work in these conditions and ensure proper care for it during operation.
18.1. Measures to ensure proper operation of the braking equipment of locomotives and multiple unit trains in winter conditions
18.1.1. To ensure proper operation of braking equipment in winter conditions, the locomotive crew is obliged to:
- on locomotives that are in storage, at air temperatures below -30 0 C, do not allow compressors to start without first warming up the oil in the crankcases;
- When starting the steam-air pump, open the steam valve constantly, turn the pump on at slow speed, with the outlet valves of the steam and air cylinders open. Only after removing condensate from the cylinders and sufficiently warming up the pump, close the outlet valves and then increase the opening of the steam valve;
- When the train stops for long periods, do not turn off the compressors (steam-air pump on the locomotive).
18.1.2. After the arrival of the locomotive or MVPS from the trip to the depot, the locomotive crew is obliged to release condensate from the main tanks and collectors, bleed the brake line with the driver's valve handle in position I by sequentially opening the end valves on both sides, and perform other work in accordance with local instructions.
18.1.3. The locomotive crew is obliged to prevent freezing of brake parts during the operation of the locomotive and MVPS. Ice that appears on the brake parts and linkage of the locomotive and MVPS must be removed by the locomotive crew as soon as possible (when parked at a station, at a turnaround point).
18.1.4. At sub-zero ambient temperatures, the locomotive crew receiving the locomotive without uncoupling it from the train is obliged to disconnect the TM sleeves. Blow out the brake lines of the locomotive and train, reconnect them and open the end valves.
18.2. Measures to ensure proper operation of the brake equipment of cars
18.2.1. Working stock of BP, intended to replace faulty ones on cars, should be stored on closed racks at outside temperature, but not more than 6 months.
18.2.2. In winter, when preparing brakes in the composition, pay attention to the tightness of the flange connections of the brake devices and the cuffs of the brake cylinders.
18.2.3. Car inspectors and rolling stock repair mechanics are required to do the following:
- Before connecting the TM hoses, blow it with compressed air, clean the heads of the connecting hoses from dirt, ice and snow, clean the surfaces of the electrical contacts of the heads of hoses No. 369A, and also check the condition of the sealing rings. Replace unusable rings. Do not apply oil to the rings;
- when purging the TM during the process of connecting the hoses and charging the brakes, make sure that there is a free passage of air;
- Open the frozen brake cylinder, remove the piston, clean the working surface of the cylinder, wipe it with a dry technical cloth and lubricate it. Change the unusable cuff. After assembly, check the cylinder for tightness;
- before testing auto brakes as part of a stationary compressor unit at a temperature of –40 0 C and below, after fully charging the brake network, perform full braking and release at least 2 times;
- before testing the auto brakes and detecting that the brakes did not work for braking and release, as well as those that had a slow release, secure the flanges, inspect and clean the dust collection mesh and filter, and then repeat the check of the brakes; if the test result is unsatisfactory, replace the BP;
- If the mobility of the lever transmission parts is poor, lubricate their hinge joints with axial oil with the addition of kerosene, remove the formed ice.
On passenger cars at train formation and turnaround points, conductors are required to clear ice from the brake linkage. It is not allowed to send cars on a train with brake pads that do not come away from the wheels due to freezing of the linkage;
- While the train is moving through the station, be sure to monitor the condition of the entire train. If you find cars with wheels that are skidding, have potholes (slides) or other defects that threaten traffic safety, take measures to stop the train.
18.3. Procedure for warming up frozen areas of brake equipment
18.3.1. Heating the main discharge tanks, supply pipes and main air ducts with an open fire (torch) on locomotives that run on solid fuel, electric locomotives and electric trains is permitted, subject to compliance with fire safety rules that exclude the possibility of fire of structural elements of locomotives and electric trains.
18.3.2. On diesel locomotives, diesel trains, motor carriages and steam locomotives running on liquid fuel, the use of a torch is allowed only for heating those frozen areas in the brake system that are at least 2 meters away from the fuel tanks, oil supply fittings, oil and fuel lines.
18.3.3. It is prohibited to use open fire to heat the brake equipment on locomotives and MVPS in places where they are parked in the presence of flammable and combustible liquids spilled on the tracks at points where locomotives are equipped with liquid fuel, in the vicinity of drainage and loading devices, parks with tanks for petroleum products, warehouses for flammable materials and others. fire hazardous places, as well as in the presence of cars with discharge, flammable and liquid cargo on adjacent tracks.
18.3.4. If the main air duct freezes, first of all, tap it with light blows of a hammer - a dull sound indicates the presence of a water plug. This part of the air duct must be warmed up, and then the line must be blown through the end valves until the ice plug is completely removed.
18.3.5. The main tanks, injection, feed and bypass pipes can be heated with fire only after compressed air has been released from them and with the inlet valves closed. It is allowed to open taps only after the fire has been removed.
18.3.6. On steam locomotives, when the steam-air pump speed regulator tube freezes, the pressure increases above the set pressure. In this case, it is necessary to turn off the pump, reduce the pressure to normal, and then warm up the frozen area.
18.3.7. Remove frozen connecting hoses of air ducts, warm them up and install them again or replace them with spare ones.
18.3.8. If the BP freezes, turn it off and bleed air from the working volumes with the exhaust valve until the TC rod is completely removed; after arriving at the BP depot, replace it.
18.3.9. It is prohibited to heat frozen brake equipment and their components with an open fire.
18.3.10. If one of the brake cylinders freezes, it is necessary to leave the brake cylinder on and continue to work with the remaining brake cylinders. After arriving at the depot, repair the faulty brake cylinder.
On MVPS cars, in this case, turn off the brakes, and after arriving at the depot, open the brake cylinder, remove the piston, clean the cylinder and piston from ice, and lubricate their working surfaces. After assembling the shopping center, check its density.
Other malfunctions of brake equipment that are associated with their freezing and methods for their temporary operation are indicated in local instructions.
18.3.11. In all cases of malfunction of the brakes on locomotives and MVPS cars and if it is impossible to eliminate it, the driver is personally obliged to turn off the brake, completely release the air with the exhaust valve and check the separation of the brake pads from the wheels.
The malfunction of the braking equipment must be repaired at the nearest station where the depot or technical maintenance department is located.
18.4. Features of brake control in winter
18.4.1. At zero and sub-zero ambient temperatures, braking when checking the operation of auto brakes is carried out by reducing the pressure in the equalization tank:
- in loaded freight trains by 0.8-0.9 kgf/cm2;
- in empty freight trains by 0.5-0.6 kgf/cm 2 ;
- in passenger trains and multi-unit trains by 0.5-0.6 kgf/cm 2. (To check the EPT, the pressure in the TC should be 1.5-2.0 kgf/cm 2);
- in passenger trains and multi-unit trains with composite brake pads or disc brakes at 0.6-0.7 kgf/cm2 (for EPT, the pressure in the TC should be 2.0-2.5 kgf/cm2).
In case of snowfalls, snow drifts, blizzards, before checking the operation of train brakes with composite pads or disc brakes, perform service braking to remove snow and ice from the friction surface of the pads or linings. If such braking (before checking the brakes) cannot be performed, then the distance covered by the train in the process of reducing speed by 10 km/h should be counted first by reducing the speed, but not later than the train has passed a distance of 200-250 meters after the start of braking. In this case, the locomotive crew is guided not by the “End braking” signal signs, but by the distance indicated in Tables 10.1., 10.2. this Instruction. Depending on local conditions, local regulations may require two braking sessions: initial (to clear the pads of snow and ice) and to check the operation of the brakes.
18.4.2. For all types of testing of auto brakes, perform the first stage of braking by reducing the pressure in the brake control in accordance with paragraphs 9.2.3., 9.2.4. this Instruction, and at temperatures below - 30 0 C - by 0.8-0.9 kgf/cm 2 in freight trains and by 0.5-0.6 kgf/cm 2 in passenger trains of normal length.
18.4.3. At air temperatures below - 40 0 C, as well as at higher temperatures in conditions of snowfalls, snow drifts, blizzards, the first stage of braking should be carried out by reducing the pressure in empty freight trains by 0.6-0.7 kgf/cm 2, and in the rest cases in accordance with clause 18.4.1. Intensify braking in a freight train in steps of 0.5-1.0 kgf/cm 2 .
18.4.4. On steep, long descents during snowfalls, snow drifts and blizzards, the first stage of braking at the beginning of the descent on freight trains is performed by reducing the brake line pressure by 1.0-1.2 kgf/cm 2, and if necessary, increasing the discharge until full service braking.
18.4.5. The time from the moment the driver's crane handle is moved to the release position until the train (except for the MVPS) is set in motion after it stops increases by 1.5 times in comparison with the values specified in clause 10.3.13. this Instruction.
18.4.6. Taking into account the experience of operating brakes, it is allowed on long descents with snow drifts, or when the snow level covers the rail heads, to turn on the air distributors of freight cars equipped with composite brake pads in loaded mode with a net load of more than 10 tf per axle within the road. This procedure is introduced by instructions (order) from the head of the railway. After traveling through a section with steep, long descents, before transferring the cars to another railway, the VR braking modes must be switched in accordance with clause 7.1.12. this Instruction.
Taking into account the experience of operating brakes on steep, long descents, railway chiefs are permitted by order to establish a procedure in which, in the event of snow drifts, snowfall, blizzard or snow level exceeding the level of the rail heads, such sections are temporarily closed to traffic until the tracks and rails are cleared of snow .
18.4.7. Frequently check the operation of automatic brakes along the route, performing a braking step to clear the pads of snow and ice. EPT should be subjected to the same check when operating passenger trains and multiple unit trains.
The time at which the brakes must be checked is specified in the local regulations. It also indicates additional places to use the brakes before driving downhill.
During snowfall, blizzard, snow drift and freshly fallen snow, the level of which exceeds the level of the rail heads, before braking before entering the station where the train will stop, or before following the descent, brake to check the brakes, if the train has been traveling without braking before this exceeds 20min.
18.4.8. If the degree of braking is more than 1.0 kgf/cm 2 (more than 2.5 kgf/cm 2 in the shopping center), sand is supplied to the rails 50-100 meters before the start of braking before the end of braking (except for the single following locomotive - see paragraph. 10.1.25.).
18.4.9. If, when approaching stations with a prohibiting signal and a speed reduction signal, when following the descent after the first stage of braking, the initial braking effect is not obtained within 20-30 seconds or during further movement there is no necessary braking effect on the train - perform emergency braking; if an unsuccessful attempt is made to stop the train, act in accordance with clause 10.1.14. this Instruction.
STATION AFTER THE BREAK
17.1. If a freight train ruptures during a stretch and is delivered to
station, be guided by clause 16.48 of the PTE and the Traffic Instructions
driving and shunting work on railways.
When delivering the exploded train from the stage, the damaged components
replace the connecting brake hoses with spare ones or those removed from the tail
station wagon and locomotive.
17.2. In the process of removing the exploded train, the lack of compressed
air in the brake network of the last cars can only be allowed
if it is impossible to restore the integrity of the brake line,
whether there is a need to shut off the end valves for this reason. At
In this case, on a train that is on the rise, the driver must declare the need
the cost of placing an auxiliary locomotive at the tail of the train for
proceed to the nearest station, where the fault must be repaired
is not installed or the faulty car is uncoupled. The procedure for withdrawing such trains from
haul, the speed of their movement, taking into account the availability of braking
by pressing are established by the head of the railway department, and when
the absence of railway departments within the railway - replacement
by the head of the railway and are indicated in local instructions
Before the train departs from the section, perform a shortened operation
testing of auto brakes.
FEATURES OF MAINTENANCE OF BRAKES AND
MANAGING THEM IN WINTER CONDITIONS
For normal and uninterrupted operation of auto-braking equipment,
work on locomotives, multiple unit rolling stock and wagons in winter
In these conditions, it is necessary to prepare him in advance and thoroughly for
work in these conditions and ensure proper care during the process
operation.
Equipment for locomotives and multiple unit trains in
Winter conditions
18.1.1. To ensure the serviceability of the braking equipment in
In winter conditions, the locomotive crew is obliged to:
– on locomotives in storage at air temperature
below –30 °C, do not allow compressors to start without preliminary
high heating of the oil in the crankcases;
– during the start-up of the steam-air pump, the steam valve is open
pump gradually, turning on the pump at low speed, with open
outlet valves of steam and air cylinders. Only in
after removing condensate from the cylinders and sufficient warming up
pump, close the outlet valves, and then gradually increase
open the steam valve;
– during long train stops, compressors (steam-air
pump on the locomotive) do not turn off.
18.1.2. Upon arrival of a locomotive or multiple unit train from a trip
at the depot, the locomotive crew must release condensate from the main relays
tanks and collectors, bleed the brake line in position I
driver's crane handles by sequential opening on both sides
end valves, supply line with intersectional disconnection
connections, open the outlet valves of the main tanks and collecting
niks, turn off the compressors (on a steam locomotive there is a steam-air pump).
18.1.3. The locomotive crew is obliged during the operation of the locomotive
locomotive and multi-unit train, avoid icing of parts of the tor-
18.1.4. Formed on the parts of the brake and lever transmission
locomotive and multiple unit train ice, the locomotive crew must remove
leave at the first opportunity (when parked at a station, at a turnaround point
Measures to ensure proper operation of the brake
Car equipment
18.2.1. Working stock of air distributors intended
to replace faulty ones on wagons, store on closed racks at
outside air temperature.
18.2.2. In winter, when preparing the brakes, use
attention to the tightness of the flange connections of the brake devices and
brake cylinder cuffs.
18.2.3. Car inspectors and rolling stock repair mechanics
You are required to do the following:
– before connecting the brake line hoses, blow it out
with compressed air, clean the heads of the connecting hoses from
dirt, ice and snow, check the condition of the O-rings,
if necessary, clean the surfaces of electrical contacts
Commodity of sleeve heads No. 369A with emery cloth. Unfit
replace the rings. Do not apply lubricant to the rings;
– when purging the brake line during the connection process, the hand-
Vov and charging the brakes, make sure there is a free passage of air;
– open the frozen brake cylinder, remove the piston, clean
wash the working surface of the cylinder, wipe it with dry
with a comb and lubricate. Replace the defective cuff. After
test the cylinder assembly for tightness;
– before testing auto brakes as part of a stationary
compressor unit at a temperature of –40 °C and below
After fully charging the brake network, it is decided to perform at least
full braking and release twice;
– when testing auto brakes and detecting air distribution
liters insensitive to braking and release, as well as with
presence of delayed tempering, secure the flanges, inspect and
clean the dust collection mesh and filter, then repeat
check the brake operation; in case of unsatisfactory
the result of the check, replace the air distributor;
– if the movement of the lever transmission parts is poor, lubricate them
hinge joints with axial oil with the addition of kerosene,
Remove any ice that has formed.
On passenger cars at train formation and turnover points
conductors are required to remove ice from the brake linkage. Not up to-
wagons with brake pads are being sent as part of the train,
which do not move away from the wheels due to freezing of the linkage;
– while the train is traveling to the station, be sure to keep an eye on
the brakes on the entire train. In case of detection of wagons with
wheels that skid, have potholes or other defects
rights that threaten traffic safety, take measures to
train stop.
The procedure for warming up frozen brake spots
Equipment
18.3.1. Warm up the main tanks, injection tanks, feeder tanks
bypass pipes and main air duct with open fire
(torch) on locomotives running on solid fuel, electric locomotives and
electric trains are permitted subject to compliance with fire safety regulations
safety, excluding the possibility of ignition of structural
elements of locomotives and electric trains.
18.3.2. On diesel locomotives, diesel trains, motor carriages and steam locomotives,
operating on liquid fuel, the use of a torch is allowed only for
warming up those frozen areas in the brake system that have not been removed
less than 2 m from fuel tanks, fuel and oil supply fittings,
oil and fuel lines.
braking equipment on locomotives and multiple unit rolling stock
placed in their parking areas in the presence of flammable spills on the tracks
volatile and flammable liquids, at points where locomotives are equipped with liquid-
kim fuel, near drainage and loading devices, parks with tanks
for petroleum products, warehouses of flammable materials and other fire-
dangerous places, as well as in the presence of cars with discharge discharges on adjacent tracks
mi, flammable and liquid cargo.
18.3.4. If the main air duct freezes, first
just tap it with light blows of a hammer - a dull sound indicates
presence of ice jam. Such a place in the air duct must be warmed up, after
Why blow the line through the end valves until the ice is completely removed?
no traffic jams.
18.3.5. Warm up the main tanks, injection, feed
the main and bypass pipes can only be released after releasing the compressed
air and with the outlet valves closed. Permission to open taps
occurs only after the fire is removed.
18.3.6. On steam locomotives, when the steam regulator tube freezes,
the air pump increases the pressure above the set one. In that
In this case, it is necessary to turn off the pump, reduce the pressure to normal,
then warm up the frozen area.
18.3.7. Remove frozen connecting hoses of air ducts,
warm up and reinstall or replace with spare ones.
18.3.8. If the air distributor freezes, turn it off and turn off
release air from the working volumes using the exhaust valve until complete release
brake cylinder rod, upon arrival at the depot the air distributor
replace.
nal devices and their components.
18.3.10. If one of the brake cylinders on a locomotive freezes,
In this case, it is necessary to leave the air distributor switched on and continue
Press to work with the remaining brake cylinders. Upon arrival in
Correct the faulty brake cylinder.
On the carriages of multiple unit trains, in such cases, turn off the
spirit distributor, and upon arrival at the depot, open the brake cylinder,
remove the piston, clean the cylinder and piston from ice, lubricate their working
whose surfaces. After assembling the brake cylinder, check its tightness
18.3.11. In all cases of detection of a brake malfunction at the
locomotive or car of a multi-unit train and if it is impossible to install it -
injured, the driver must personally turn off the brake and fully release
air release valves and check the brake pads are moving away from
Malfunction of the braking equipment must be repaired by
the nearest station where there is a depot or technical service station.
