Providing assistance from the tail of the train. While the freight train was moving along the stretch, the automatic coupling device broke. What is the procedure for the locomotive crew in this situation? Procedure in case of malfunction of locomotive safety devices

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 stage it is fenced with a closed entrance signal, and from the side railway station– portable red signals installed on the axis of each of the converging railway tracks against the limit column (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 normal. 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. Use devices for re-opening the exit traffic light of the DSP station can only be done with the consent of the DNC.

3. "Lower pantograph" indicator, purpose. Installation of a signpost 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. Route 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 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 - 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 the cargo and cargo using the full-scale sheet passenger train- 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 service 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: Advertisement

“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), the visibility distance can be reduced, 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 location 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 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 required 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

In order to establish a uniform procedure for the actions of workers 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. Approve the attached interaction of workers associated with the movement of trains with employees of locomotive crews in the event of emergency and non-standard situations on public tracks of the infrastructure of JSC Russian Railways (hereinafter referred to as the Regulations).

2. Deputy General Director - Head of the Central Directorate of Infrastructure G.V. Verkhovykh, Deputy General Director - Head of the Traction Directorate O.S. Valinsky, Deputy General Director - Head of the Central Directorate of Traffic Control P.A. Ivanov, Director of JSC Russian Railways Passenger transportation D.V. Pegov, heads of branches, structural divisions and subsidiaries of JSC Russian Railways should ensure that the employees involved are familiarized with and study the present and make appropriate changes to the internal documents of the divisions.

3. The Regulations for the interaction of locomotive crews with the involved employees of JSC Russian Railways, whose activities are directly related to the movement of trains, in the event of emergency and non-standard situations on the infrastructure of JSC Russian Railways, approved by the order of JSC Russian Railways dated December 30, 2010, shall be declared invalid. N 2817r.

Regulations
interaction of workers associated with the movement of trains with employees of locomotive crews in the event of emergency and non-standard situations on public tracks of the infrastructure of JSC Russian Railways

1. Preface

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 JSC Russian Railways.

1.4. Introduced to replace - Regulations for the interaction of locomotive crew workers with the involved employees of JSC Russian Railways, whose activities are directly related to the movement of trains, in the event of emergency and non-standard situations on the public tracks of the infrastructure of JSC Russian Railways, approved by the order of JSC Russian Railways dated December 30, 2010 N 2817r.

1.5. The revision and amendments to the Regulations are carried out upon the entry into force of new regulatory documents of JSC Russian Railways and the Ministry of Transport of Russia, which determine the organization of the work of structural divisions on the infrastructure of JSC Russian Railways in the field of ensuring the safety of train traffic.

1.6. A control copy of the document in electronic form can be extracted from the Unified Document Management System (UDS).

2. Terms and definitions

ALSN - continuous automatic locomotive signaling.

BLOK is a safe locomotive integrated complex.

BHV - tail car block.

DTsUP - dispatch center for transportation control.

DSP - duty officer at the railway station.

DNC - train dispatcher.

IDP - Appendix No. 8 to the PTE - instructions for the movement of trains and shunting work on railway transport of the Russian Federation, approved by Order of the Ministry of Transport of Russia dated June 4, 2012 No. 162, registered with the Ministry of Justice of the Russian Federation on June 28, 2012.

ISI - Appendix No. 7 to the PTE - instructions for signaling on railway transport of the Russian Federation, approved by Order of the Ministry of Transport of Russia dated June 4, 2012 No. 162, registered with the Ministry of Justice of the Russian Federation on June 28, 2012.

CLUB is a comprehensive locomotive safety device.

CLUB-U is a comprehensive unified locomotive safety device.

KTSM (KTSM-01, KTSM-01D, KTSM-02, KTSM-K, etc.) - multifunctional technical equipment complexes.

CT - signal sign for the end of braking.

Locomotive crew - workers 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 cars along railway tracks.

Driver is an employee who controls the locomotive, MVPS, SSPS and ensures traffic safety when driving the train and performing shunting work.

MVPS (motor-carriage rolling stock) - motor and non-motor cars from which electric trains, diesel trains, motor railcars, diesel-electric trains, electric railcars are formed, intended for the transportation of passengers and (or) luggage.

Local instructions are a normative document that defines the procedure for performing operational work in a structural unit (depot), based on local conditions.

NT - signal sign for the start of braking.

PE is a mobile unit of equipment, both self-propelled and non-self-propelled, intended for movement on public railway tracks (locomotive, carriage, motor-car section, etc.).

Train crew - a group of railway workers appointed to accompany and maintain a passenger train, which includes the train manager, conductors and a train electrician.

Rules N 151 - Rules for the maintenance of brake equipment and control of brakes of railway rolling stock, approved by the Council for railway transport member states of the Commonwealth (protocol of May 6-7, 2014 No. 60).

PTE - Rules for the technical operation of railways of the Russian Federation, approved by 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 - maintenance point (cars).

IF - path distance.

PSD - path distance manager.

SSPS is a special self-propelled rolling stock.

SKNB - axlebox heating control system.

SKNR - gearbox heating control system.

Emergency braking is braking applied in cases requiring immediate stopping of the train by applying maximum braking force.

TPA is a technical and administrative act of a railway station.

CPC is the central control point of the STC centralization system.

EPS - traction electric rolling stock (electric locomotives, electric trains, electric motor cars).

EC - power supply distance.

ECC - energy dispatcher.

EMM - electronic route driver

3. Purpose and scope

These Regulations for the interaction of workers 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 referred to as the Regulations) establishes:

Provisions and requirements for the organization and implementation of activities by employees of JSC Russian Railways related to the movement of trains and the performance of shunting work in the event of emergency and non-standard situations on the infrastructure of JSC Russian Railways;

List of regulatory documents of JSC "Russian Railways", the Ministry of Transport of Russia and the Ministry of Railways 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 application of the Regulations is determined by the requirements of 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 were developed in order to establish a uniform procedure for the interaction of workers associated with the movement of trains with employees of locomotive crews on public tracks of the Russian Railways infrastructure.

4.2. This Regulation has been developed in accordance with the requirements of regulatory documents JSC "Russian Railways", Ministry of Railways and the Ministry of Transport of Russia:

Rules for the technical operation of railways of the Russian Federation, approved by order of the Ministry of Transport of Russia on December 21, 2010 N 286;

Regulations on 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 on Railway Transport of the Commonwealth Member States (minutes of May 21-22, 2009 No. 50);

Appendix No. 8 to the PTE (Instructions for train movement and shunting work on railway transport of the Russian Federation, approved by Order of the Ministry of Transport of Russia dated June 4, 2012 No. 162);

Appendix No. 7 to the PTE (Instructions for signaling on railway transport of the Russian Federation, approved on June 4, 2012 No. 162);

Rules for the maintenance of braking equipment and control of brakes on railway rolling stock, approved by the Council on Railway Transport of the Commonwealth member states (protocol dated May 5-6, 2014 N 60);

The procedure for the actions of employees of JSC Russian Railways in the event of a forced stop of a train on a 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 the installation, commissioning, maintenance and repair of derailment control devices for railway rolling stock, approved by the Ministry of Railways of Russia on December 30, 2002 N TsV-TsSh-929;

Instructions for the placement, installation and operation of means of automatic monitoring of the technical condition of rolling stock while the train is running, approved by the order of JSC Russian Railways dated March 18, 2016 N 469r;

Instructions for the conductor of the passenger car of JSC FPC, approved by the order of JSC FPC dated April 27, 2015 N 515r;

Instructions of the head of the passenger train of JSC FPC, approved by the order of JSC FPC dated July 20, 2015 N 916r;

Safety rules and procedures for eliminating emergency situations with dangerous goods when transporting them by rail dated November 25, 1996 N TsM-407;

Regulations on the actions of employees of structural divisions of JSC Russian Railways when receiving information about injuries to citizens not related to production, rolling stock, approved by Order of JSC Russian Railways dated May 29, 2015 N 290;

Order of JSC Russian Railways dated December 27, 2012 N 2707r “On approval of labor safety instructions for locomotive crews of JSC Russian Railways”;

Order of JSC "Russian Railways" dated January 11, 2016 N 4р "On the introduction of standard instructions for organizing train driving and performing shunting work by drivers without driver assistants (one person)."

Order of JSC Russian Railways dated April 17, 2017 N 734r “On approval of temporary instructions on the procedure for train movement on sections of the Prokhorovka - Zhuravka - Chertkovo - Bataysk railway line, equipped with an interval control system for train movement with moving block sections on the stretches.

5. Procedure in case of forced train stop

5.1. When a train is forced to stop on a stretch, the driver (driver's assistant), having visually determined the coordinates of the locomotive stopping place, is obliged to immediately report to the traffic control department limiting the stretch, the DNC and the drivers of trains in the same and oncoming directions on single-track, double-track and multi-track sections about the stop and its reasons.

When a train is forced to stop on a stretch, the driver (driver’s assistant), having specified the location (kilometre, picket), is obliged to begin transmitting messages with the following text:

"Attention, everyone! I, the driver (last name) of train N... stopped at... a kilometer,... a picket of the even (odd) route of the haul... due to (specify the reason). Be vigilant!" (the message is repeated several times if necessary).

In cases where a train stops on a stretch at a prohibiting traffic light, information about the stop, indicating the kilometer, picket and route of the stretch, the driver is obliged to inform the drivers behind the moving trains and the chipboard stations limiting the stretch, or the DNC of the section at the dispatch centralization.

5.2. When the train stops due to a drop in pressure in the brake line, the driver is obliged to immediately transmit a message via radio:

"Attention, everyone! I, the driver (last name) of train N..., stopped due to a drop in pressure in the brake line on... a kilometer of the even (odd) route of the haul..., I have no information about the violation of the clearance. Be vigilant!" .

5.3. When stopping a train due to derailment of the railway rolling stock, the driver is obliged to immediately transmit a message via radio:

"Attention, everyone! I, driver (last name) of train N.... At... kilometer... picket of the even (odd) route of the haul... the clearance was 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, the chipboard stations limiting the stretch, and the centralized dispatch center. In cases where there is no information about the confirmation of the received information from the drivers of the oncoming and following trains, including those following on an adjacent track of double-track or multi-track spans, the driver of a train stopped on the stretch is obliged to inform the DSP (DNC at dispatch centralization) about this, who take measures to informing drivers of these trains about the need to take appropriate measures.

Information is transmitted in the following sequence: on the VHF band to drivers of trains traveling in the opposite or similar direction, when servicing a passenger train to the head of the train, then on the HF band to the DSP limiting the stretch, DNC.

In exceptional cases, if the train is forced to stop in an area where the train radio station is not available, the driver is allowed to use cellular communication and report to the duty officer at the main depot or the command and instructional staff about the coordinates and reasons for the stop, if it is impossible to proceed further, to take measures to get the train out as quickly as possible. distillation. In this case, the assistant driver is directed towards the expected train to protect the stopped train.

The depot duty officer or command and control staff will continue the algorithm for transmitting information received via cellular communication from the driver of the stopped DSP (DNTs) train until confirmation of acceptance of the information is received from the involved workers.

The removal of the train from the section is carried out in accordance with the procedure established by the IDP.

Drivers of all trains located in the coverage area of ​​radio communications, DNC and DSP after the words “Attention everyone!” are obliged to stop radio communications and listen carefully to the message.

Drivers of oncoming and oncoming trains are required to confirm the information received in the form: “I, the driver of train N ____, last name, understand that train N _____ stopped at ____ km _____ picket, _____ track, _____ section,” make a note in the DU-61 form about location of the obstacle and take measures to ensure the safety of the train.

5.4. Drivers of 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 presence of clearance, are obliged to:

Reduce the speed of the train using the service brake and proceed along the stopped train at a speed of no more than 20 km/h, with special vigilance and readiness to stop if an obstacle to further movement is encountered;

Report to the driver of the stopped train and the DSP (DNC) stations limiting the haul about the presence of clearance and any comments identified after the locomotive has passed the tail car.

If you are at a distance that does not ensure a timely reduction in speed to 20 km/h to an oncoming locomotive or from the tail of a stopped train, having heard information about a forced stop of the train in the absence of information about the presence of a clearance, the drivers of the oncoming and passing train on a multi-track section are obliged to:

Apply emergency braking;

Give an audible warning signal and briefly turn the spotlight on and off to confirm that measures have been taken to stop the train;

Find out from the driver of the stopped train the reason for the stop and the need for assistance. Assistance is provided with the permission of the DNC in accordance with the procedure established by the individual entrepreneur and the order of JSC Russian Railways dated February 27, 2015 N 554r;

If there is no violation of the clearance, 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 to further movement is encountered.

5.5. In all cases when the driver of a train stopped on a stretch has information about violation of the gauge of the rolling stock or the absence of such information, or in other cases when it is necessary to stop an oncoming train, he is obliged to turn on the red lights of the buffer lamps. If the design does not provide for red buffer lights or their malfunction, use the signaling accessories located on the locomotive to stop the train.

5.6. In the event of a locomotive malfunction and in all cases when train movement cannot be resumed after 10 minutes, the driver is obliged to request an auxiliary locomotive from the DNC through the DSC of a nearby station. If it is not possible to hold the train in place using auto brakes, the locomotive crew is obliged to immediately secure the train, in accordance with the requirement of Chapter 3 of Appendix 2 of Rules No. 151, with the fencing of the train in accordance with the norms and rules established by the ISI, IDP and the order of JSC Russian Railways N 554r , with a subsequent report on the consolidation of the composition of the DSP stations limiting the stage or DNC with dispatch centralization.

When servicing a passenger train, the driver is obliged to provide information to the train manager about the need to apply the hand brakes of the cars and lay down the brake shoes, and 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 stop due to a locomotive malfunction (MVPS), the locomotive crew is prohibited from forcibly releasing the auto brakes on the train until the cause of the unusual situation is identified or in the event of a malfunction of the auto brake equipment. The release should be carried out only after charging the brake line or securing the train from unauthorized movement.

5.8. In all cases of a forced stop of a train on a stretch, movement can be resumed only in agreement with the DNC or DSP of a nearby station.

6. Procedure in case of signs of violation of the integrity of the brake line on a train

6.1. The reasons for the drop in pressure in the brake line of rolling stock are:

Disconnection of brake hoses or other violation of the integrity of the brake line on a train;

Breakage (self-release) of automatic couplers in rolling stock;

Derailment of rolling stock with violation of the integrity of the brake line;

Opening the emergency stop valve (stop valve);

Triggering of auto-stop braking;

Triggering of the emergency braking accelerator;

Violation of compressor performance;

Lost connection with BHV.

6.2. The signs by which the pressure drop in the train brake line, MVPS, is determined are:

Reduction in speed that does not correspond to the track profile;

Frequent activation of compressors;

Rapid decrease in pressure in the main reservoirs after turning off the compressors when sandboxes and typhons are not working;

Triggering of the brake line condition monitoring sensor condition. N 418.

Monitoring the integrity of the train brake line is carried out by the driver using control instruments (brake line pressure gauges and main reservoirs) located in the locomotive control cabin, MVPS.

6.3. The procedure for a driver's actions in the event of a drop in pressure in the brake line of a rolling stock.

If the pressure in the brake line of a passenger, mail-baggage, freight-passenger train, or MVPS drops, the driver must apply emergency braking by moving the driver's crane control element to the emergency braking position, and the auxiliary brake handle to the extreme braking position until a complete stop. When applying emergency braking, it is mandatory to use a sand supply system (if any) under the wheelsets, which must be stopped when the rolling stock speed is 10 km/h.

6.4. The procedure for a driver's actions in the event of a drop in pressure in the brake line of a freight train.

If, during the passage of a freight train, 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 reservoirs after turning off the compressors with sand supply devices and typhons not working, a sharp slowdown in the movement of the train that does not correspond to the influence of the track profile), turn off the traction, switch to 5-7 seconds, move the control element of the driver's crane to a position that does not ensure maintaining the specified pressure in the brake line after braking, and observe the pressure of the brake line:

In the event that there is no rapid and continuous decrease in pressure in the brake line and a sharp slowdown in the movement of the train, perform service braking by discharging the brake line by the amount of the first stage, then release the train's automatic brakes in the established order, while turning on the traction is allowed only after the train's automatic brakes have been fully released ;

If, during the passage of a freight train, the sensor for monitoring the condition of the brake line is triggered or a spontaneous decrease in pressure in the brake line occurs, the driver is obliged to perform service braking with discharge of the brake line by the amount of the first stage, and then move the control element of the driver's crane to a position that does not ensure maintaining the specified pressure in brake line after braking and stop the train without using the locomotive's auxiliary brake.

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 whether it is complete by the number of the last car and check for the presence of a train signal on this car, check the integrity and tightness of the brake line and perform a short brake test.

If signs of a possible violation of the integrity of the train's brake line recur (including the activation of the sensor for monitoring the condition of the brake line in the train), it is necessary to switch to 5-7 seconds. the control element of the driver's crane to a position that does not ensure maintaining 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 slowdown in the movement of the train, perform service braking with discharge of the brake line by the amount of the first stage, then release the train's automatic brakes in the established order, turning on the traction is allowed only after the train's automatic brakes are fully released;

In the event that there is a rapid and continuous decrease in pressure in the brake line or a sharp deceleration of train movement that does not correspond to the influence of the track profile, perform service braking by the amount of the first stage. Then move the control element of the driver's crane to a position that does not ensure maintaining the specified pressure in the brake line after braking, and stop the train without using the locomotive's auxiliary brake. After stopping the train, move the control element of the auxiliary brake valve to the extreme braking position.

If there are repeated signs of a possible violation of the integrity of the train's brake line, the driver is obliged to notify the DNC through the chipboard of a nearby station to check the brakes in accordance with Chapter XIV of Rules No. 151.

6.5. The procedure for transmitting information about a train stopping due to a drop in pressure in the brake line.

When a train is forced to stop due to a drop in pressure in the brake line, information is transmitted by the locomotive crew in the manner specified in these Regulations.

6.6. The procedure for inspecting the train composition.

The driver must send an assistant driver to inspect the train, having previously instructed him on the procedure.

Before leaving to inspect the train, the assistant driver must:

Write down the number of the tail car from the certificate confirming that the train is equipped with brakes and their proper operation;

Take with you signaling accessories, a portable radio station for quick communication with the driver, and a flashlight in the dark;

When stopping a freight train 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 drop in pressure in the brake line, inspect the entire train, paying special attention to the presence of a constant blow of compressed air from the train's brake network, inspect the wheel pairs for derailment, as well as the condition of the automatic coupling equipment;

Having reached the last car, check its number with the number indicated in the certificate of provision of the train with brakes form VU-45, check the presence on the car near the buffer beam on the right side of the train tail symbol in the form of a red disk with a reflector, the position of the brake line sleeve of the car (must be in a suspended state).

On a passenger train, additionally make sure that there are 3 red signal lights on on the tail car and check with the conductor of the last car that it is the tail car of the train. Inspection of a passenger train is carried out jointly with the train manager or train electrician.

When servicing a locomotive by a driver alone, the inspection of a passenger train is carried out by the train crew; employees of the locomotive crews of oncoming and passing trains, as well as SPSS, can be involved in inspecting a freight train.

6.7. Procedure in case of disconnection of brake hoses or other violation of the integrity of the brake line on a train.

If a disconnection of the brake hoses is detected, the locomotive crew is obliged to:

Inspect them, if a faulty hose is identified, if necessary, replace it with a serviceable one, which is located on the locomotive in the technical first aid kit, and if missing, remove it from the tail car or front beam of the locomotive;

Make sure that the number of the tail car corresponds to the number indicated in the certificate of the train being equipped with brakes and their proper operation;

Check the integrity of the brake line;

Perform a short brake test.

If a violation of the integrity of the train brake line is detected due to a malfunction of the braking equipment and the impossibility of eliminating it, the locomotive crew is obliged to:

Report the nature of the malfunction of the DNC or DSC, request from the DNC through the DSC of a nearby station an auxiliary locomotive to remove the tail section from the haul and then follow the instructions of the DSC;

If it is necessary to close the end valve to a faulty car, it is necessary, taking into account the track profile and the fault that has arisen, to secure the tail part of the train from unauthorized departure in accordance with the rules and regulations established in accordance with the requirements of Section III.7 of Rules No. 151.

6.8. Procedure for detecting a train disconnection (break).

The procedure for disengaging (breaking) a train is determined by paragraphs 9-13 of Appendix No. 7 of the IDP.

When a train is disconnected (broken) during a stretch, the driver is obliged to:

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;

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;

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.

It is not allowed to connect parts of a train during a stretch:

During fog, snowstorms and other unfavorable conditions, when signals are difficult to distinguish;

If the uncoupled part is on a slope steeper than 0.0025 and can move away from the push during connection in the direction opposite to the direction of train movement.

In exceptional cases, a locomotive from behind the moving train can be used to connect with the uncoupled part of the train in the manner provided for in paragraph 22 of Appendix No. 7 of the 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, additionally indicating in the application the approximate distance between the disconnected parts of the train.

In exceptional cases, in the absence of telephone and radio communications with the station's DSP or DNC, a train locomotive (with or without wagons) can be used to deliver a written request to the railway station. It is permitted to uncouple the locomotive from the train only after securing the cars by placing brake shoes under the wheels of the cars and actuating the hand brakes. Before uncoupling the locomotive from the train, the automatic brakes of the abandoned cars must also be activated (by fully opening the end valve).

The tail of such a locomotive must be marked during the day by an unfurled yellow flag near the buffer beam on the right side, and at night by a yellow lantern.

It is not permitted to use a passenger train locomotive to deliver a demand to a railway station.

In the event of a break in the automatic coupling devices of the cars, the driver, in accordance with the requirements of Section XIV of Rules No. 151, is obliged to notify the DNC through the DSP of a control check of the brakes.

6.9. Procedure for detecting rolling stock derailment.

When a rolling stock derailment is detected, the locomotive crew is obliged to:

Immediately begin securing the cars standing on the rails after the dismounted cars, in accordance with the requirement of section III.7 of Rules No. 151;

Fence the exit point 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 rolling stock derailment, is obliged to:

Report to the drivers of oncoming and following trains, DNC (chipboards limiting the stretch);

Turn on the red lights of the buffer lights;

After a personal inspection of the gathering place, transfer the following information to the DSP limiting the route (DNTs):

Are there any human casualties;

Availability of clearance on the adjacent track;

Indicate exactly at which kilometer and picket the derailment occurred, the nature of the terrain, whether there are any approaches to the railway track;

How many units of rolling stock derailed (is there a locomotive derailment),

Numbers of disembarked carriages, the serial number of the first disembarked carriage from the head of the train, the gap between the carriages (in meters);

Data on the condition of the contact network and contact network supports;

Data on the condition and integrity of infrastructure devices (paths, signaling devices);

In the future, follow the instructions of the DNC.

If emergency situations occur with cars loaded with dangerous goods (DG), the locomotive driver immediately reports this via train radio communications or any other possible means of communication in the current situation, DNC, DSP of nearby stations, limiting the haul. The locomotive driver and his assistant have the right to open the package with transportation documents.

The message must include a description of the nature of the emergency, information about the presence of victims, the name of the cargo contained in the transportation documents, the number of the emergency card (UN number of the cargo, if available), the amount of dangerous cargo in the emergency zone, and in electrified areas - information about the need relieving voltage in the contact network.

In an emergency situation, the locomotive crew takes measures, guided by the instructions contained in the emergency card for this dangerous cargo.

6.10. Procedure for detecting a failure of the stop valve on a passenger train.

If, during an inspection of a passenger train, it turns out that a drop in pressure in the brake line occurred due to the failure of the stop valve, due to the detection of extraneous noise, jerking, shocks, operation 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 travel is made by the head of the train together with the driver. The locomotive driver must receive a report in the established form, which is drawn up by the head of the train on the fact and reasons for the failure of the stop valve.

The driver reports the reason for the failure of the stop valve to the DNC.

6.11. On freight trains, in the event of a stop valve failure (in refrigerated section cars, passenger cars, etc.), act in accordance with the requirement of paragraph 179 of Rules No. 151. The decision on the further procedure based on the inspection results 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 fault in the superstructure of the track

7.1. When moving along the service area and the driver detects vertical or horizontal vibrations of the locomotive, MVPS (lateral, vertical push), the driver is obliged to apply service braking until the rolling stock comes to a complete stop, while visually monitoring its condition, both from the driver and from the assistant driver through the reverse mirrors.

If the rolling stock goes beyond the limits and signs of derailment appear, immediately take measures to stop the train by applying emergency braking.

7.2. After stopping, the driver, in accordance with the procedure established by these Regulations, reports a sudden stop. It also transmits information about the place where the shock occurred, indicating the kilometer, picket, route of the haul, and personally inspects the designated place with a subsequent report of the results of the inspection of the chipboard and DNC when organizing train movement at the centralized dispatch center. 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, based on the results of the inspection of the rolling stock and the track, no comments are identified that threaten the further safe movement of the train, then after the report of the DSP and DSC on the results of the inspection, movement is allowed at a speed of no more than 20 km/h. After following dangerous place the entire train is allowed to continue at the set speed.

After a passenger train stops, its inspection is carried out by the driver together with the train manager. Inspection of other trains is carried out by the train driver. When a train is operating under the control of a driver without an assistant driver, act in accordance with Section 17 Standard instructions organization of driving trains 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 4r.

7.4. When inspecting the place where the “shock” occurs and the driver identifies the cause of its occurrence, which is associated with faults in the upper structure of the track, threatening the safety of train traffic (track erosion, collapse, track blowout and other possible track faults, such as track subsidence, skew, liquefaction and splashes ballast, violation of the ballast prism, etc.), further movement of the rolling stock is permitted only after inspection of this place by a track worker with a position not lower than the track foreman.

Permission to pass through a dangerous place with rolling stock is the entry of a representative of the track distance (position not lower than the track foreman), made on the back of the DU-61 form with the following content:

“I authorize the driver (indicate last name) ______ of train N _____ to proceed along _____ km ______ pk at a speed _____ km/h due to a malfunction of the upper track structure (indicate the malfunction) __________

date ____________ 201____ Position ______________ Signature ____________ signature transcript __________".

7.5. After receiving a message from the driver about the discovery of a suspected malfunction of the superstructure of the “push” track, the station’s chipboard is obliged to:

Write it down in the inspection log;

Eliminate the departure of trains to a section where a malfunction is detected - a “push” on the way.

If the trains were previously sent for a haul, he is obliged to inform the drivers of the sent trains about the malfunction - a “push” on the way - kilometer, picket, track number and name of the stretch.

The first train on the haul track, from which a message about a malfunction was received - a “push” on the way, can be sent accompanied by a road foreman, or, in his absence, a track foreman. The train driver is given a warning, which indicates a stop within a kilometer preceding the one at which the malfunction was detected - a “push” along the way, and to continue further as directed by the employee. The employee accompanying the train establishes the procedure for passing trains and, if necessary, issues an application for speed limits.

7.6. Drivers behind moving trains, having received information about a “push on the way”, are obliged to:

Stop the train near the indicated location of the obstacle;

Make sure that further travel is possible by personal inspection if no violations are detected in the maintenance of the upper structure of the track, proceed to the indicated 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 detected that threatens traffic safety at the location of the obstacle, inform the drivers behind the moving trains and the chipboard via radio communication. Resumption of movement is permitted only after the fault has been eliminated by the track workers.

7.7. When driving a train through a maintenance area and visually identifying faults in the upper track structure that pose a threat to the safety of train traffic, including rail bends, track erosion, landslides, snow drifts, track blowouts, rock landslides, mudflows, etc. The driver is obliged to apply emergency braking, taking all possible measures to stop the train before a dangerous place arises.

The driver is prohibited from resuming movement until an inspection is carried out and a decision is made by a representative of the route. The further passage of the train shall be carried out in accordance with the procedure for the passage of dangerous places by rolling stock, guided by these Regulations.

In case of detection of a broken rail or a broken joint, the driver is obliged to report to the chipboard, DNC, kilometer, picket, and the haul route on which the malfunction was detected.

If a train is stopped at a broken rail, on which, according to the conclusion of the track foreman, or in his absence, the driver, it is possible to let a train pass, then only the first train is allowed to pass along it at a speed of no more than 5 km/h.

In case of a through transverse fracture of the rail string of a continuous track, if the resulting gap is less than 25 mm, before cutting out the defective area, it is allowed to connect the ends of the string with overlays compressed with clamps (of an approved type). In this case, trains run for 3 hours along the defective track at a speed of no more than 25 km/h. Such a joint must be under continuous supervision of a specially designated employee.

Passage of trains on a broken rail within a bridge or tunnel is prohibited in all cases.

7.8. In the event of an obstacle (rail bend, track erosion, landslide, snow drift, collapsed load, mudflow, etc.), when it is necessary to fence off the obstacle to the movement of trains that has arisen on an adjacent railway track, the driver must sound a general alarm signal ( one long and three short signals) and organize its fencing in accordance with Section III, Clause 48 of Appendix No. 7 of the PTE.

7.9. In cases where an obstacle arises due to erosion or ejection of the railway track and its flooding, landslide, snow drift, cargo collapse, etc. on an adjacent track of a double-track or multi-track section, the driver is obliged to:

Report the occurrence of an obstacle to movement to the drivers of oncoming trains, the DSP limiting the stretch, the DNC when organizing the driving of trains with dispatch centralization;

Sound a general alarm with a high-volume typhon (one long and three short);

Organize fencing of the obstacle site in accordance with the requirements of paragraphs. 45, 46, 47, 48, 49 ISI.

8. Procedure for unauthorized stops of trains at traffic lights with a prohibiting indication

8.1. In cases where a train stops at a traffic light with a prohibitory indication, as well as an incomprehensible and extinguished indication, and if there is information about the vacancy of the block section ahead, the driver, guided by paragraph 87 of Appendix No. 6 of the PTE, and paragraph 5 of Appendix No. 1 of the IDP, will proceed at speed no more than 20 km/h, and on non-public railway tracks - no more than 15 km/h and you should be especially vigilant and ready 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 unclear indication or 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 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, DNC and drivers traveling in the same direction about the unauthorized stop of the train at a traffic light with a prohibiting indication. In accordance with the established procedure. And . of these Regulations will follow it, fulfilling the established regulations for official negotiations, paying special attention to the condition of the upper structure of the railway track. If a broken rail is detected, act in accordance with the requirements of these Regulations.

8.4. In the absence of information about the vacancy of the block section or other obstacle ahead, the driver, after stopping the train, is obliged to release the brakes and, if during this time the permitting light does not appear at the traffic light, proceed in the established order and proceed to 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. 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 in the established order with a prohibiting indication, with an incomprehensible indication, or that went out while further following the block section, a yellow or green light appears on the locomotive traffic light, the driver can increase the speed, but not more than 40 km/h, and proceed with be especially vigilant until the next traffic light.

If the indication of lights on a locomotive traffic light is unstable while driving along a block section, the driver proceeds to 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, BLOK, the locomotive crew is obliged to proceed at a speed of no more than 20 km/h with special vigilance and readiness to stop when the indications at the locomotive traffic light change to a more permissive indication. After changing the light at the locomotive traffic light, block BIL CLUB-U, BLOK, the locomotive crew is obliged to record the location indicating the kilometer and picket on the warning form DU-61 and report this information to the DSP, DNC.

8.7. DSP or DNC, having received information from the driver about the location of the failure of the signaling devices and the restoration of their operation, reports to the dispatchers of the signaling distances and tracks, who in turn send responsible workers, in positions not lower than the foreman, to inspect the specified place, informs the driver following the moving train about the possible presence of a faulty track circuit.

8.8. If a malfunction of the upper track structure is identified that threatens the safety of train traffic, further movement should be carried out in accordance with the order of passage of the dangerous place by rolling stock, guided by these Regulations.

Actions of a driver following a moving train

8.9. The driver following a moving train, upon receiving information about the reason for the stop of the train in front, in accordance with the procedure established by JSC Russian Railways, approaches a traffic light with a prohibiting indication. After stopping and following the established regulations for service negotiations (Appendix No. 20 of the IDP), the driver informs the traffic control department limiting the section, the DNC and the drivers traveling in the same direction about the train stopping at a traffic light with a prohibiting indication.

8.10. Finds out from the DSP (DNC) limiting the stretch the reason for stopping at a traffic light with a prohibitory indication ahead of the next train.

8.11. In cases where the reason for the presence of a prohibitory light on a floor traffic light is established, which is not related to a malfunction of the upper structure of the track, the driver is allowed to follow it in the established order, informing the time of departure of the DSP, DNC.

8.12. Upon receipt of information about the location of a possible violation of the integrity of the rail track, the driver is prohibited from proceeding further until the problem is eliminated.

9. Procedure in cases of unsatisfactory operation of automatic brakes on a train

9.1. In the event of unsatisfactory operation of the automatic brakes along the route, when after the first stage of braking the initial braking effect was not obtained with a passenger train, an MVPS for 10 seconds, with an empty freight train with a length of up to 400 axles and a passenger-and-freight train within 20 seconds, with the rest freight trains within 30 seconds, the driver is obliged to apply emergency braking and take all possible measures to stop the train.

9.2. After stopping the train, the driver is obliged to activate the auxiliary brake valve of the locomotive by moving the control element to the extreme braking position, securing it with a special device against spontaneous release, and to activate the automatic parking brake (hereinafter referred to as AST, if available).

Informs about a forced stop to the drivers, the chipboards limiting the stretch, 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 No. 20 of the IDP.

Upon receiving a response from the called subscriber, the driver reports the reason for the forced stop and further actions taken to determine the reasons that influenced the unsatisfactory operation of the rolling stock braking equipment.

9.3. To find out the reason for the unsatisfactory operation of the auto brakes, he sends an assistant driver to inspect the rolling stock and check their operation for each car.

If, based on the results of the inspection, the reason for the unsatisfactory operation of the brakes has not been identified, then the driver, in accordance with Section XIV of Rules No. 151, notifies the DNC through one of the DSCs limiting the haul about the need to carry out a control check of the brakes.

The driver and the DNC jointly determine the station at which the control check of the brakes will be carried out, and the order of the train to this station.

The control check of the brakes is carried out jointly by representatives of the operational locomotive and carriage depot. When conducting a control check on a passenger train, representatives of the owner of the rolling stock are involved.

9.4. When a train travels to a control check station, the driver is obliged to:

When the locomotive traffic light is green, proceed at a speed of no more than 40 km/h;

At traffic lights with a yellow indication, proceed at a speed of no more than 20 km/h;

Go to a traffic light with a prohibitory indication at a speed of no more than 5 km/h.

9.5. When checking the operation 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 is required to apply emergency braking.

The braking distance must correspond to the distance fenced off 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 these Regulations.

9.6. In the event of a brake failure on a train after the driver's crane control has been switched to the emergency braking position and there is no braking effect, the driver is obliged to 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 DNC, the DSP of the stations limiting the stretch, and the drivers of other trains on the stretch about this. The report form is given below.

"Attention, everyone! Driver (last name) of train N..., I am following the section..., kilometer..., the brakes are out of order. Take action" (the call via the radio communication channel lasts 12-15 seconds, after which it must be repeated until a response is received from DSP stations or DNC).

9.7. To stop an out-of-control train, the driver must perform the following actions:

Move the double pull valve to the emergency braking position;

Activate the stop valve, emergency release valve buttons, emergency braking valves (on series of locomotives, where they are provided for by the design of the locomotive);

Call forced auto-stop braking, for which:

Turn off the EPC if there is no pressure in the brake cylinders or the impulse line of the locomotive equipped with the KOH device;

Turn off the EPC 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 the ALSN circuit breakers or the “locomotive alarm” button when the EPC is on;

Ensure a continuous supply of sand under the locomotive wheelsets;

Apply electric braking on those series of locomotives where this is provided, and the locomotive brake must be released.

It is not allowed to simultaneously use pneumatic and electric braking on electric 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 train manager to activate the emergency stop valves (stop valves) and hand brakes of the cars.

If it is impossible to communicate via radio, send a high-volume typhon signal “three long” (the requirement for employees servicing the train is “Slow down!”).

9.9. After all attempts made to stop the train, the locomotive crew is obliged to give a general alarm signal and, via train radio communication, additionally inform the traffic control department limiting the stretch or the DNC (when organizing train movement with dispatch centralization) about the failure of the brakes on the train and the impossibility of stopping it under the conditions of the track profile.

9.10. In the event of a spontaneous stop of an uncontrollable train along the track profile (ascent), the driver immediately secures the train with brake shoes and hand brakes, in accordance with the requirement of Chapter 3 of Appendix No. 2 of Rules No. 151 and begins to identify the cause of the brake failure.

9.11. If the cause of the failure of the auto brakes is not identified or it is impossible to eliminate the identified cause independently, the locomotive crew is obliged to report to the DSC about the order of the train.

To ensure sufficient braking pressure and safe removal of an uncontrollable train from the stretch, it can be removed using several locomotives coupled to the train or in parts, providing each part of the train removed from the stretch with a brake pressure that ensures traffic safety.

9.12. Having received information about the passage of a train that has lost control of the brakes, the DNC and DSP are obliged, based on the train situation, to implement measures to minimize the severity of the consequences, excluding the departure of trains from oncoming and passing directions for the passage.

If such trains were previously sent for a haul, he is obliged to inform the drivers of the sent trains the track number and the name of the stretch along which the uncontrolled train is following, as well as its number. First of all, messages are transmitted to the drivers of trains following the adjacent haul tracks, then to the driver of the train following the haul path ahead of the out-of-control train.

When an uncontrollable train is moving to the station, they organize its stop using all available means (installation of brake shoes, using a locomotive, SSPS, reset points and switches, wheel release shoes, stationary brake stops, etc.).

When an out-of-control train is directed onto a haul path occupied by a train. Train locomotive crews must be warned of the current situation.

Take all possible measures to stop a train that has lost control of the brakes.

9.13. The message about the passage of 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 reduce the speed by laying down the brake shoes, for which he sends the assistant driver forward to install the brake shoes on the rails on the adjacent track. The brake shoes are installed on both rail threads and soil is added to the contact area of ​​the wheel with the toe of the brake shoe in order to reduce the likelihood of the brake shoe being knocked out when the wheel hits.

10. Procedure when receiving information about the passage of an oncoming train that has lost control of the brakes or in the event of unauthorized movement of cars

10.1. After receiving a message from the DSP or DSC (when organizing train driving with dispatch centralization) about the passage of an oncoming train that has lost control of the brakes of the rolling stock or the unauthorized movement of cars, the driver is obliged to:

Immediately stop the train with emergency braking, at the same time confirm the information received, clarify the time the train (cars) leaves for the route;

Via train radio communication, inform the DNC, DSPs limiting the stretch, and the drivers of oncoming and passing trains on the stretch about the stop location;

Unhook the locomotive from the stalled train and drive away from it as far as possible, while sending an assistant driver to lay the brake shoes and apply the hand brakes to secure the train from leaving;

Depending on the situation, inform the DSC or DSP by radio about the measures taken;

After stopping, brake the locomotive with an auxiliary brake until the maximum air pressure is reached in the brake cylinders and, depending on the type of locomotive, lower the pantographs, turn off the diesel engine, turn off the battery switch, and apply the hand brakes.

10.2. Depending on the current situation, after stopping a train or a locomotive that has become uncoupled from the train, the driver, observing personal safety measures, is obliged to place the brake shoes on the rails at the greatest possible distance from the locomotive in order to detain unauthorized departing cars (an oncoming train) and, observing personal safety measures, immediately move away to a safe distance.

10.3. Upon receiving information about unauthorized movement of cars towards the passenger train along the route, the driver is obliged to stop the train with emergency braking. Call the head of the passenger train via VHF radio and give the command to apply the hand brakes of the cars and immediately evacuate passengers. The head of the passenger train, having received this information, ensures that the train crew evacuates passengers and activates the hand brakes of the cars.

10.4. If there is a malfunction or absence of train radio communication after the train stops, the driver transmits a command through the conductor of the first car to immediately evacuate passengers and secure the train with hand brakes, which the conductor of the first car informs the head of the passenger train along the chain.

10.5. After transmitting the information, the locomotive crew is obliged to uncouple the locomotive from the train and move away from the train as far as possible towards the moving cars. In their visibility zone, stop the locomotive, put it inoperative and leave the control cabin, move to a safe distance from the rolling stock.

10.6. The MVPS driver, upon receiving information about the unauthorized movement of cars towards the opposite direction along the route, is obliged to stop the train with emergency braking, announce to passengers via loudspeaker communication about the immediate evacuation and their withdrawal to a safe distance from the train. When evacuating passengers, the assistant driver secures the rolling stock with brake shoes and provides assistance to passengers.

The driver is obliged to call the railway station in front of the railway station via train radio, report the situation and leave the control cabin, moving to a safe distance.

11. Procedure for action in the event of alarm readings from means of automatic monitoring of the technical condition of rolling stock while the train is moving

11.1. The train driver, guided by the voice informant message "Attention! Driver of the odd (even) train to the station (station name) KTSM. Alarm-1, (Alarm-2). Warning", indicating the chipboard or DNC and (or) the indications of the signal light indicator or The entrance (exit) traffic light of a station must:

When receiving information about the detection of a PE in a train with indications of the "Alarm-1" level, take measures to smoothly reduce the speed in order to follow the station's entrance switches at a speed of no more than 20 km/h and follow with special vigilance, watching the train, to the station receiving path with a train stop;

Upon receipt of information about the detection of a PE in a train with indications of the "Alarm-2" level, immediately take measures to stop the train with service braking, inform the train drivers on the stretch, DSP (DNC) about this. Inspect the PUs in which KTSM recorded signs of malfunction and report to the DSP (DNC) about the possibility of traveling with the train to the station or request carriage workers to join the train (if they are present at the station) or the need to obtain advice from carriage workers about the possibility of further travel on the train faulty PE.

In the event of a stop of a passenger train, the driver is obliged to inform the head of the train about this and, together with him, inspect the PUs in which the KTSM recorded signs of malfunction. Depending on the condition of the car components, the train manager makes a decision on the possibility of the PE traveling with the train or the need to request carriage workers from the DSP for the train, which he informs the train driver about in order to transfer the information to the DSP (DNC).

If information is received about the detection of a PU in a multi-unit rolling stock with indications 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 PUs in which KTSM recorded signs of malfunction. At the end of the inspection, the train driver is obliged to report to the DSP (DNC) the inventory numbers of the cars, the presence of heating of the axle boxes, signs of malfunction and the order of further movement of the train.

All actions to inspect the unit and make a decision on the order of further movement of the multiple unit rolling stock are carried out personally by the driver.

11.2. Carriage workers (if they are absent, the locomotive crew), after stopping the train according to the indications of KTSM at a station or section, are required to inspect the shown PU (if heated axle boxes are detected) no later than 15 minutes after the train stops. Inspection of components and running parts of locomotives, electric train cars, special self-propelled rolling stock and multiple unit train cars is carried out by the locomotive crew.

If, as a result of the inspection, it is determined that there are no faulty components in the cars shown by KTSM (during “Alarm-1” or “Alarm-2”), two adjacent PUs should be inspected on both sides of the fixed one. If there is information about KTSM failures in the PU account for this train, all PUs on the specified KTSM side of the train are inspected.

Inspection of cars at the station is carried out by carriage workers (in their absence, by the locomotive crew). If necessary, a notification is given to the DSP (DNC) about the uncoupling of faulty cars.

In the event of a train stop according to the indications of the KTSM on the stretch and an inspection of the rolling stock by the locomotive crew, if it has been established that it is impossible for the train to proceed to the station, the inspection and the decision to remove faulty cars from the stretch to the nearest station must be made by the carriage workers who arrived at the place where the train stopped.

It is prohibited to send trains if a heated axle box unit of cars is detected without a decision being made by a carriage specialist. The departure of such trains without the conclusion of a carriage specialist must be carried out only after uncoupling the faulty carriage.

After completing the inspection or repair of the PE, the carriage workers (locomotive crew) notify the DSP (DNC) or the person taking readings from the recording devices that the train is ready for departure.

Inspection of components and chassis of special rolling stock traveling with an escort team is carried out by the locomotive crew and the escort team.

11.3. If, upon inspection of the PUs in which signs of a malfunction have been recorded, it is determined 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 PU, the type of malfunction is transmitted through the operator of the central post (CPC) to the next station to increase the vigilance of carriage workers, and when the train stops - to inspect such cars. Similar information is transmitted in the case when axle boxes or generator drive pulleys with a pre-emergency heating level were not inspected at this control point due to the lack of a train stop at the station according to the schedule.

11.4. In the event that, during an inspection of trains at a station in front of which KTSM are installed, faulty components of the rolling stock 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, the inspection-repairman (inspector) and the train driver draw up a report in which information about the technical condition is noted controlled node carriage, train number, carriage number, control time, etc.

11.5. In case of detection of wheel pairs of brakes, the locomotive crew is obliged to identify the cause (in passenger trains, together with the train chief or his deputy) and, if possible, eliminate the malfunction (in passenger trains, assist the train chief or his deputy), in the absence of defects, rejection parameters on the rolling surface of the wheel pairs proceed further at the set speed to the station where there is a depot or a wagon maintenance point.

11.6. If obvious external signs of destruction of the axle box unit are detected, the driver must, through the DSP (DNC), call a carriage worker to determine the possibility of further movement of the registered car.

The decision to depart the train from the station upon confirmation of heating with readings exceeding the rejection heating level for a given type of unit is made by the car maintenance worker. The departure of such trains without the conclusion of a carriage operator must be carried out only after the faulty carriage has been uncoupled from the train.

To organize the uncoupling of a faulty car at stations with dispatch centralization, the DSC calls the station's DSP, which is obliged to organize shunting movements to uncouple the faulty car. When uncoupling a faulty car, the speed of movement is no more than 5 km/h, while a station worker must follow next to the faulty wheel pair, ready to give the locomotive driver a stop signal in case of a threat of derailment of the car or destruction of the mechanical part of the car.

In the case where the train was stopped due to information about dragging, and the driver did not identify the reason when inspecting the registered carriage, as well as in the presence of information about failures of control means in the carriage count, he is obliged to inspect the condition of the entire train from both sides.

11.7. In all cases of a train stopping according to the indications of the KTSM (Alarm-1, Alarm-2), after stopping the train, the driver is obliged to check with the DSP (DNC) the previously received information:

The presence of faulty cars on the train and their number;

Type of malfunction (heating of the axlebox, wheel set braking, violation of the lower clearance (dragging));

Serial number of the registered PE;

Side in the direction of travel and serial number of the axis of the registered PU;

Level (temperature) of heating;

Presence of control failures in the wagon count.

When monitoring the condition of the axle box unit, the driver is required to check visually, with an infrared instrument for measuring temperature of the Kelvin type (if available) and by touch, the degree of heating of the axle box units, wheel rims and inspect the rolling surface of the wheels in order to identify sliders, weld deposits, and discoloration due to for wheel pairs of brakes (in the event of a malfunction of the auto-braking equipment of cars), paying attention to:

The presence of a “fresh” release of lubricant onto the disk, rim, wheel hub, and parts of the brake lever transmission;

Condition of the axle box cover (presence of scale, tarnish, paint swelling, deformation and holes in the cover);

The presence of bolts securing the inspection and fastening covers, their possible turning out or loosening;

Fresh streaks of lubricant in the lower part of the axle box housing, the presence of the smell of heated lubricant;

Displacement (shift) of the axle box body;

Misalignment of the axle box, turning it around in the axle box opening of the bogie side;

IN winter time- for melting snow on the axlebox body (unlike other axleboxes).

If, based on the results of the inspection, it is determined that there are no axle box malfunctions and braked wheel pairs, the train proceeds further at the set speed to the station where there is a car maintenance worker and a report is drawn up together with him.

If, as a result of an inspection of the train during the stretch, it is established that the condition of the axle box unit allows it to proceed 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 moving to the first station, which is reported by the DSP of the nearest station (DNC) and calls carriage workers 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 a train stops at a station according to the indications of KTSM or according to the traffic schedule, the locomotive crew (in the absence of a car inspector) is obliged to inspect cars with a pre-accident heating level (Alarm - 0) of the axle box unit or wheel pairs of brakes (if they have such information).

11.9. In order to eliminate unjustified stops of the train, based on indications from the KTSM control devices, the driver must choose a stopping place and the mode of further movement of the train in such a way as to follow the KTSM floor devices at a constant speed of at least 10 km/h.

12. Procedure for triggering rolling stock derailment control devices

12.1. DSP or DNC, having received information about the operation of the UKPSS and about the blocking of the entrance or passage traffic lights from a permissive indication to a prohibitive one, and having made sure that a train is in the area approaching the station, is obliged to:

Eliminate the departure of oncoming and passing trains to the adjacent track (on double-track and multi-track sections of railways);

Call the driver of the train by radio, during the passage of which the UKPSS was triggered, inform him about this with the following text:

"Attention! Train driver N... Your train triggered the UKPSS! Stop immediately! Station chipboard... (station name, surname)";

Call the driver of the train in the opposite direction via radio communication, if he is traveling through the station or has previously been sent to the stage, inform him about the activation of the UCSPS and the stop of the train on the adjacent track;

Having received information about the results of the train inspection, together with the DSC, it establishes the procedure for the further movement of the train and the organization of train traffic, makes a decision on transferring information to the station managers and on carrying out emergency recovery measures.

12.2. If, when approaching a railway station (artificial structure) in front of which a UKPSS is installed, the entrance (passage) traffic light switches from a permissive to a prohibiting indication, a warning traffic light to a more prohibitive indication, a barrier traffic light is turned on, or when receiving information about the operation of a UKPSS from a voice informant , DSP (DNC) via train radio communication, the driver is obliged to:

Stop the train with the service brake and turn on the red lights at the buffer beam of the locomotive;

Report via radio communication about the train stopping in accordance with the procedure established in these Regulations;

Give a general alarm signal (sound and light with a transparent white spotlight) when an oncoming train approaches in the line of sight, if no response is received from it via radio communication;

Send an assistant driver to inspect the train;

Report the results of the inspection and the measures taken, as well as the possibility of further movement of trains on the stretch, to the DSP or DNC.

The assistant driver is obliged to:

Inspect the train from both sides to the tail of the train;

Pay attention to dragging, parts going beyond the dimensions of the rolling stock, or derailment of wheelsets on the train;

Inspect the condition of the UKPSS sensors, provided they are located 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 elements of the train running parts (if possible, make photo and video recording of the condition of the sensors).

12.3. If the locomotive crew of a stopped train detects a derailment or dragging of parts of the rolling stock, it is obliged to:

Find out the condition of the rolling stock, the presence of clearance on the adjacent track and report this information to the DNC or DSP stations limiting this section;

In the event of a rolling stock derailment, immediately fencing it.

The driver of a train in the opposite direction, having received a radio message about a train stopping on a neighboring railway track, must reduce the speed to 20 km/h and follow the stationary train at a speed of no more than 20 km/h with special vigilance and readiness to stop if an obstacle to further movement is encountered . After a train standing on a nearby railway track has passed and there is no obstacle to movement, the driver informs the DNC (DSP) about this and then drives the train according to the traffic lights.

The driver of the train, during the passage of which the UCSPS was triggered, after stopping the train, is obliged to send an assistant driver to inspect the train on both sides in order to detect dragging parts or derailed wheel pairs of the railway rolling stock. The driver reports to the DSC (DSP) about the results of the inspection and the measures taken.

When a train driver is driving a train without an assistant driver, the procedure for inspecting the train when the UCSPS is activated is established by the owner of the infrastructure.

In case of elimination of the causes of operation or false operation of the UKPSS, the driver reports this to the DNC (DSP).

12.4. If no fault is detected in the train, then the EAF, in agreement with the DNC, accepts the train in accordance with the established procedure.

12.5. A train arriving at a station is inspected by a carriage worker, and in his absence, by a locomotive driver. Based on the results of the inspection, the further procedure is determined. If no malfunction is detected, then the train proceeds to the nearest car maintenance point at the set speed.

12.6. If a train driver, in the event of a malfunction or derailment of the rolling stock, is unable to call the DSP or DNC via radio communication, then he must inform the drivers of trains in the same and oncoming directions about this in order to transmit the relevant information.

12.7. When the UKPSS is triggered under a train moving along the wrong track based on automatic locomotive signaling signals on a double-track (multi-track) section or when moving on a single-track section, the DNC or DSP of the departure station via train radio communication must give the train driver the following command:

"Attention! The driver of train N..., following... the track in the wrong direction on the stretch... stop immediately! Your train triggered the UKPSS! DNC (DSP station).

The command is transmitted until the train driver responds.

12.8. In the event of a stop of a passenger train on a stretch due to the activation of the UCSPS, the driver, after fulfilling the requirements of these Regulations, is obliged to inform the train manager about this and, together with him, inspect the cars and locomotive.

12.9. If the MVPS stops due to the operation of the UKPSS, the train driver inspects the train. Based on the results of the inspection, the driver independently makes a decision on the further procedure and the need for a repeat inspection, which is reported to the DSP or DNC.

13. Procedure in case of damage to the lower gauge bar of rolling stock

13.1. Upon receipt of information about damage to the lower gauge bar of rolling stock, the driver is obliged to:

Stop the train using the service brake;

To inform about the stop via radio communication about the stop of the train in the manner established in these regulations;

Turn on the red lights of the lanterns at the buffer beam 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 beyond the dimensions of the rolling stock, or derailment of wheelsets on the train;

Report the results of the inspection and the measures taken, as well as the possibility of further movement of trains on the stretch, to the DSP or DNC.

13.2. If the locomotive crew of a stopped train detects a derailment or dragging of parts of the rolling stock, then it is obliged to:

Find out the condition of the rolling stock, the presence of clearance on the adjacent track and immediately transmit this information to the DNC or DSP that limits this section;

In the event of a rolling stock derailment, immediately fencing it;

Measures to eliminate the consequences of dragging or derailment of rolling stock and restore traffic should be coordinated with the DSP or DNC.

13.3. If a fault is not detected in the train, the train proceeds to the nearest car maintenance point at the set speed.

13.4. If a train driver, in the event of a malfunction or breakdown of the rolling stock, cannot call the DSP or DNC by radio, he is obliged to inform the drivers of trains in the same or oncoming direction, the crossing duty officer, or use cellular communications to transmit the relevant information.

13.5. In the event of a passenger train stopping on a stretch due to damage to the lower gauge bar of the rolling stock, the driver, after fulfilling the requirements of these Regulations, is obliged to inform the train manager about this and, together with him, inspect the cars and locomotive.

Based on the results of the inspection or elimination of the malfunction, the head of the train, together with the locomotive driver, make a decision on the order of further travel, which the driver is obliged to report to the DSP (DNC) via radio communication. The head of the train draws up a report on the reasons and time of the stop, which is handed over to the driver at the next station where the train will stop according to schedule.

The train travels at a set speed to the point of technical inspection of passenger cars, where the cars and locomotive are inspected by carriage and locomotive workers.

13.6. If the MVPS stops due to damage to the gauge bar of the rolling stock, the driver inspects the train. Based on the results of the inspection, the driver independently makes a decision on the order of further travel, which is reported to the DSP or DNC. The train travels at the set speed to the final station, where the train is re-inspected.

14. Procedure in case of a forced stop of a train on a stretch due to a locomotive malfunction

14.1. If the equipment on the locomotive that ensures the operation of the train fails and the cause of the failure cannot be eliminated, the driver is strictly forbidden to proceed to the station and go on the haul.

14.2. When following a stretch, depending on the current situation and train conditions and the impossibility of bringing the train to the station, the driver is obliged to:

Stop the train, if possible, on the platform and on a straight section of the track, unless an emergency stop is required;

Activate the automatic brakes of the train and the auxiliary brake of the locomotive, fixing it in the extreme braking position, and, if necessary, secure the train with hand brakes and brake shoes;

Immediately announce by radio the reasons and place of the stop in accordance with the requirements of these Regulations (in addition, the driver of a passenger train is obliged to inform the head or electrician of the passenger train, and the driver of a special self-propelled rolling stock - to the manager of work on the service train), after which the 10th hour begins minute countdown to determine the occurrence of a malfunction and the possibility of eliminating it. In exceptional cases, in the absence of train radio communication with the DSP or DNC, the driver of the stopped train takes measures to transmit a message about the stop (about the request of an auxiliary locomotive) through the drivers of trains in the opposite (passing) direction or using cellular communications.

14.3. After receiving a report from the train driver about a forced stop due to a malfunction of the traction rolling stock, DNC and DSP, it is prohibited to distract the locomotive crew with radio calls for 10 minutes.

14.4. In the event of failures of locomotive equipment (MVPS, SSPS), to restore their functionality, the locomotive crew must, while observing safety measures, use standard emergency circuits provided by the manufacturer.

14.5. If it is impossible to eliminate a malfunction within 10 minutes after the train stops, the driver must:

Personally verify the actual location of the train at the nearest kilometer and picket posts;

Through the DSP (DNC) request an auxiliary locomotive, indicating at what kilometer or 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 hold the train in place with automatic brakes, give a signal to activate the hand brakes included in the composition by conductors of passenger cars, conductors, supervisors of work on the utility train, instruct an assistant the driver to secure the freight train with brake shoes and hand brakes of the cars;

Report via radio to the nearest traffic control center limiting the stretch and the DNC about securing the train, indicating the number of brake shoes with which the rolling stock is secured;

When servicing locomotives of passenger trains by one driver, operations to secure and fencing the train are carried out by the head of the train (train electrician) and the conductor of the tail car at the driver’s direction, transmitted via radio communication.

14.6. In case of troubleshooting on a locomotive (MVPS, SSPS), the driver of the locomotive (MVPS, SSPS), who stopped on the haul and requested an auxiliary locomotive, is strictly prohibited from setting the locomotive (MVPS, SSPS) in motion, and the driver is obliged to report via radio to the nearest traffic control unit limiting the haul and DNC about troubleshooting and coordinate further actions with him.

If the movement of the train cannot be resumed within 20 minutes from the moment it stops and it is impossible to hold the train in place with automatic brakes, at the direction 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 loaded cars from the side of the slope (the toe of the brake shoe runner laid on the rail must touch the rim of the car wheel). Fastening is carried out at the rate of one brake shoe for one car.

If necessary, hand brakes of cars are activated in quantity and in accordance with the standards specified in Appendix No. 2, Section III.7., Table No. III.4 of Rules No. 151.

Emergency tables indicating fastening standards depending on the weight of the train and the track profile of the serviced sections are developed in operational locomotive depots;

After returning, report to the driver, the DSP 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 about this in the TU-152 form log.

When receiving permission from the DSC to depart from the stage independently, the driver is obliged to:

Carry out a short brake test (if necessary);

Give a command to the driver's assistant 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 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 hand brakes (MVPS, SSPS).

14.7. The assistant driver is obliged to:

Record the time of transmission by the driver via radio communication 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 behind the oncoming and (or) oncoming trains, DSP, DNC on confirmation of the information received by them on the back of the warning form form DU-61;

Apply the locomotive's hand brakes;

Take air into the reserve reservoir of the pantograph (if this is provided for by the design of the locomotive);

Make sure that the train is braked and the control element of the auxiliary brake valve is in the extreme braking position with a special device securing it to the latch;

If it is necessary to eliminate a malfunction when entering the high-voltage chamber of an electric locomotive, visually verify that the pantographs are lowered;

If necessary, negotiate via radio communication indicating your name and position;

Monitor the countdown of time from the moment of stopping and report to the driver;

To determine the layout of the brake shoes based on the full-scale train sheet, establish the location of the loaded cars in the composition and their serial numbers from the head;

If the movement of the train cannot be resumed within 15 minutes from the moment it stops and it is impossible to hold the train in place with automatic brakes, take action in accordance with these Regulations.

14.8. The order to close the section for the movement of trains is transmitted by the DSC to the traffic control unit limiting the section to the train driver who requested assistance and the driver of the auxiliary locomotive.

14.9. When a train is forced to stop on a stretch, the driver, after receiving an order from the DNC to close the stretch and information on the procedure for providing assistance, ensures fencing of 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 driver's assistant with the rest of the trains.

14.10. After determining the procedure for providing assistance (in accordance with the requirements of the IDP), the DNC, the DSP and the driver of the auxiliary locomotive are required to verify via radio communication with the driver of the stopped train the data on the stopping place of the locomotive (MVPS, SSPS) that requested assistance and information about the departure of the auxiliary locomotive.

14.11. Permission form DU-64 is issued to the DSC after receiving the order from the DNC to close the section (transport route), and when organizing traffic with dispatch centralization, a registered order from the DNC.

14.12. The driver of an auxiliary locomotive, when providing assistance to a stopped train (on a stretch), must be guided by the Procedure for the actions of employees of JSC Russian Railways in the event of a forced stop of a train on a stretch, followed by assistance from an auxiliary locomotive, approved by the order of JSC Russian Railways dated February 27, 2015 N 554r:

When moving on the wrong track, to provide assistance to 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 permit form DU-64 - at a speed no more than 20 km/h;

When moving on the correct track, to provide assistance to a train stopped on the stretch from the rear of the train using automatic blocking signals, and after stopping at a red traffic light - at a speed of no more than 20 km/h;

Along the correct route, to provide assistance to a train stopped on the stretch from the tail of the train when semi-automatically blocked, 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 form DU-64 - at a speed no more than 20 km/h;

With an electric rod system and telephone communications, the same as with 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 permission form DU-64, is obliged to:

Contact by radio the driver of a train stopped on the section (MVPS, SSPS) to clarify its actual location and coordinate actions;

At the signal given by the assistant driver guarding the train, stop and, after removing the firecrackers, board the train on the locomotive, continue 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, engage the clutch, charge the brakes and perform a short test on passenger trains, technological testing on freight trains, make sure that the brake shoes are removed and the hand brakes of the rolling stock are released ;

Report to DNC (via DSP) about readiness for departure.

14.14. If a multiple unit train is forced to stop during a stretch and its further independent movement is impossible, it is permitted to attach the following multiple unit rolling stock to it for transport to the railway station. The procedure for providing assistance is determined by the owner of the infrastructure.

15. Procedure in the event of a malfunction of the contact network or damage to pantographs

15.1. The driver of a train stopped during a stretch due to damage to the contact network or other power supply devices is obliged to:

Immediately report via radio communication that the train has stopped in accordance with the procedure established by these Regulations;

In cases of detection of damage to pantographs, roof equipment of the locomotive, MVPS or overhead contact network, apply emergency braking and at the same time take measures to lower pantographs on electric rolling stock;

If the contact wire is located on the roof of the rolling stock, after stopping the train, take possible measures to prevent people from getting into danger zone, with a passenger train, warn the head of the train at the MVPS via loudspeaker about the prohibition of passengers leaving the cars.

It is prohibited to climb or perform any work on the roof of the locomotive until the voltage has been removed and the contact network has been grounded by the arriving ECH workers.

15.2. After stopping the train, the locomotive crew is obliged to:

Turn off the power and auxiliary circuits, heating contactors of passenger train cars on the locomotive, MVPS, lower the pantographs;

Inspect the locomotive, MVPS (without lifting to the roof), overhead contact network and train composition;

Call the nearest station or DNC via radio communication and report the nature of the malfunction of the contact network, locomotive, MVPS (broken string, contact line clamp, burnt or broken contact wire, broken pantograph, excessive zigzag of the contact wire, tilt or fall of the contact line support and the presence of a clearance along the adjacent path), indicating possible reason damage;

If the inspection determines that traffic can be resumed, continue driving, informing the DSP (DNC) about the measures taken;

In case of damage to the contact network, allowing the movement of the locomotive. MVPS with lowered pantographs inform the DSP (DNC) kilometer, picket and numbers of supports 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 trace the location of the damage to the contact network with lowered pantographs or when the damaged structures extend beyond the gauge of the rolling stock, stop the train, inform the radio communication board (DNC) of the stations limiting the stretch, and the drivers of the following trains, about the reason for the stop, carry out securing the rolling stock, in accordance with established standards, drawing air into the main and reserve tanks and, if possible, ensuring the specified air pressure in the supply and brake lines;

In the event 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 gauge of the upper structure of the track or the gauge of the rolling stock, immediately call the contact network workers.

15.3. Workers of the power supply distance begin restoration work on the contact network only after receiving an order to carry out work from the ECC.

The ECC, through the chipboard (DNC), notifies the driver about the removal of voltage in the contact network at the fault site.

15.4. Workers of the power supply distance are allowed onto the roof of the locomotive, MVPS only after grounding the contact network with portable grounding rods and presenting to the driver a certificate for the right to carry out work on the contact network. In this case, EC workers are the first to climb onto the roof of the rolling stock.

15.5. Work on inspecting and linking the pantograph is carried out under the guidance of an electrical operator in accordance with the safety instructions for overhead line electricians. The driver, together with the electric power plant worker, links the pantograph after removing the voltage and grounding the contact network on both sides of the place of work on the electrical power station by the electric power plant workers. In this case, the faulty pantograph must be disconnected from the power circuit by a high-voltage disconnector.

A pantograph with a skid that is missing for some reason must also be linked.

The driver is responsible for the quality of the connection of pantographs and the technical condition of other roof equipment.

Upon completion of the inspection and linking of pantographs, removal of grounding from the contact network, the driver must receive a notification from the electric power supply workers about the supply of voltage to the contact network.

When operating DC locomotives according to the conditions of the characteristics of pantographs based on the maximum current value, it is prohibited to depart if two or more pantographs are faulty.

15.6. Representatives of the operational and service locomotive depots, together with employees of the contact network, investigate the causes of damage at the point of changing locomotive crews or changing the locomotive with the execution of a joint report.

16. Procedure for turning off the voltage in the contact network

16.1. When the voltage in the contact network is turned off, the driver is obliged to:

Immediately move the controller to the zero position and visually check the condition of the pantographs and elements of the contact network;

In the absence of damage to the pantographs and the contact network, the train continues to move on the freewheel with the power and auxiliary circuits and the train heating contactor turned off;

Monitor the air supply in the main tanks of the locomotive, the reading of the kilovoltmeter of the contact network;

If voltage is successfully supplied to the contact network, resume the train's movement in traction mode.

When the kilovoltmeter reading is zero, the driver checks the presence of voltage in the contact network in accordance with design features locomotive and MVPS using a kilovoltmeter located in the rear cabin.

16.2. If there is no voltage in the contact network, in the interval from the first to the second minute the driver must lower the pantographs.

16.3. In a time interval from two to four minutes inclusive, after lowering all pantographs on the EPS, the serviceability of power supply devices is checked, and the train is stopped by service braking, followed by a report on the state of the EAF contact network (DNC).

16.4. In the time interval from 4 to 10 minutes after the first removal of voltage from the contact network, locomotive crews begin, in agreement with the DNC on the hauls and the EAF at the stations, to alternately lift the pantographs to the EPS. At the MVPS, the first to rise is the pantograph, which is located first in the direction of the train. At the same time, locomotive crews carefully monitor the condition of pantographs and other roof electrical equipment to identify malfunctions. If there are no visible faults, the power and auxiliary circuits and the train heating contactor are turned on at the EPS. If there is voltage in the contact network, movement in traction mode resumes.

17. Procedure for recharging the brake line on a passenger train

17.1. In the event of an unauthorized increase in pressure in the brake line of a passenger train, the overcharge of the TM is eliminated after it is stopped by the braking stage on automatic brakes with a discharge of 0.03-0.04 MPa. In this case, the driver must:

If the TM is overcharged to 0.6 MPa, perform service braking with a discharge to 0.4 MPa and release the brakes with an increase in pressure in the UR to 0.53-0.54 MPa (this pressure value is 0.02-0.03 MPa higher pressure remaining in the reserve tank of the car with the smallest rod outlet);

If the line is recharged 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 brake control to 0.4 MPa and releasing the brakes by increasing the pressure to 0.53-0.54 MPa;

In case of recharging to 0.8 MPa, perform three brakes, each time reducing the pressure by 0.2 MPa and increasing it when releasing by 0.12 MPa after 1.0-1.5 minutes;

In the case of recharging the brake line above the compressor switch-on pressure, take into account that if the pressure in the GR drops below the recharging pressure of the TM, the brakes on the train will operate.

After the charging pressure has been restored, the driver must send an assistant driver to the rear of the train to check the release of the brakes. If during inspection the brakes of individual cars do not release, the assistant driver must release the brakes by releasing air from the spare reservoirs through the release valve.

After charging the train brakes, the train driver must brake with a TM discharge of 0.05-0.06 MPa and release the brakes. The driver's assistant, when moving from the tail car to the locomotive, is obliged to check the release of all cars in the train.

17.2. In case of unauthorized increase in pressure in the brake line of the MVPS, the driver must:

Smoothly stop the train with an electro-pneumatic brake using a minimum amount of pressure in the brake cylinders;

Close the isolation valve from the driver's valve. N 395 to the brake line;

Discharge the surge tank to normal charging pressure;

Using electro-pneumatic brakes, perform several braking followed by release until the pressure in the brake line decreases to a pressure of 0.01-0.02 MPa less than in the surge tank;

Open the isolation valve from the driver's valve condition. N 395 to the brake line and perform the braking stage with automatic brakes with a discharge of 0.1 MPa;

After eliminating the overcharging of the brake line, in cases where there is no 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 for the absence of release of the brake cylinder rods and the separation of the brake pads from the wheels;

After convincing the assistant driver that the brakes of the entire train have been released and his report on this upon arrival in the rear control cabin, carry out a short brake test;

When the MVPS is equipped with a signaling device for the operation and release of the brakes of the tail car, conduct a short test of the brakes when its warning lamp is activated, without the participation of an assistant driver.

18. Procedure for recharging the brake line on a freight train

18.1. When controlling the brakes of a freight train (the air distributors are set to flat mode) and increasing the pressure in the brake line, the driver is required to check that the control element of the driver's crane is clearly set to the "Train" position. Provided that the driver's crane stabilizer is correctly adjusted at a rate of 0.02 MPa in 80-120 seconds. and satisfactory density of the equalizing piston, the pressure decrease to the charging one will occur automatically. For trains of increased length, the pressure reduction 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 control braking or spontaneous operation of the train’s automatic brakes occurs, the driver is obliged to:

Stop the train by discharging the brake line to the first stage value of 0.06-0.07 MPa;

After stopping, reduce the pressure in the train's brake line to 0.35 MPa and after 1 minute, with the brake compressor running and the maximum pressure in the supply line, release the brakes by increasing the pressure on the pressure gauge of the surge tank by 0.03-0.05 MPa above the charging one to 400 axles and 0.05- 0.07 MPa over 400 axles depending on brake line tightness.

18.3. The assistant driver is obliged to:

Inspect the train, making sure that the brakes of each car are released;

If cars with unreleased brakes are identified, release them manually by discharging the working chamber of the air distributor;

Upon arrival at the tail car of the train, purge the brake line by opening the end valve of the connecting hose with a time delay of 8-10 seconds;

Upon completion of purge of the brake line, together with the driver, perform a short testing of the brakes by triggering the 2 tail cars by discharging the brake line according to the pressure gauge of the surge tank at 0.06-0.07 MPa;

Write down the number of the tail car and make sure that there is a tail car guard signal in the form of a disk at the lower right buffer;

When returning to the locomotive, check the release of the brakes on 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 driver’s valve control element in position II, the driver must move it to IV while using a pressure gauge to observe the change in compressed air pressure:

If the increase in compressed air pressure has stopped, then, according to the conditions of driving the train and the discretion of the driver, continue moving to the first nearby railway station by moving the control element of the driver's crane from position II to IV and back, fulfilling one condition under which a 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 control body of the driver's crane is in position II in the equalization tank and brake line has not stopped and the possibility of further travel to the first railway station is excluded by tightening the stabilizer spring clockwise, increase the rate of elimination of overcharge pressure;

If there is no reduction in compressed air pressure by increasing the rate of elimination of overcharge pressure, smoothly loosen the valve plug in the upper part of the stabilizer.

The locomotive driver indicates all facts of excessive charging pressure in the brake line, the identified causes and the actions taken to eliminate them in the logbook of the TU-152 form and in the report.

19. Procedure in the event of a fire on a train

19.1. If a fire is detected on a locomotive or on a train while moving along a stretch, the driver must stop it on a section, if possible, on a horizontal and favorable track profile and the possibility of access for fire trucks (near highways, crossings).

19.2. It is strictly forbidden to stop a train with burning cars, regardless of the type of cargo: railway bridges, in tunnels, under bridges, near transformer substations, traction substations, combustible buildings or other places that pose a threat of rapid fire spread or impede the organization of fire extinguishing and the evacuation of passengers.

In some cases, when the train is located on an unfavorable section of the track (a excavation, a high embankment, etc.) or when it is not possible to extinguish the fire using available means, the train driver, having made sure from the documents that there are no dangerous goods in the burning cars and in nearby cars, 1-3 classes, in agreement with the DNC, can continue to the nearest station, reporting the fire and the type of burning cargo to the DNC or DSP, to which the train is heading, so that they can take action.

Stopping a train on electrified railway lines must be done in such a way that burning cars or a locomotive are not located under rigid or flexible crossbars, sectional insulators, or 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 communications or any other type of communication possible in the current situation, report the fire to the nearest station to call the fire department. , as well as the head of the passenger train.

19.4. Before receiving an order from the ECC to remove the voltage in the contact network and ground it, ECH workers 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 until they are grounded.

Until the voltage in the contact network is removed, extinguishing burning objects is allowed only with carbon dioxide, aerosol and powder fire extinguishers, without approaching the contact network wires closer than 2 m.

The use of water, chemical, foam or air-foam fire extinguishers is permitted only after the voltage has been removed and the contact network has been grounded.

Extinguishing burning materials located at a distance of more than 8 m from an energized contact network is permitted 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. Organization of work to extinguish a fire on a train before the arrival of fire departments is carried out:

at the railway station by the station manager, his deputy, and in their absence, the DSP;

on the stretch - by the locomotive crew together with the train crew of the passenger train;

in all other cases by the locomotive crew.

19.6. After stopping the train, the locomotive crew is obliged to:

Take measures to secure it in place and identify the carriage in which the fire was discovered;

Open the package with transportation documents, determine the name of the cargo in the burning and adjacent cars, and if there is dangerous cargo, its quantity, the emergency card number.

19.7. In case of fire, the locomotive crew must:

Cars with flammable cargo, simultaneously with calling the fire department, secure the abandoned cars with brake shoes and uncouple the train, moving the burning cars 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 (flammable) and combustible (CL) liquids, remove burning tanks from the train to a distance where there are no fire-hazardous objects within a radius of 200 m;

Cars with compressed and liquefied gases in cylinders - unhook and move the burning car away from the train 200 m, secure it and at the same time begin to extinguish it with the fire extinguishing means at its disposal;

A tank with liquefied gas compressed under pressure and if there is a danger of its explosion, move the burning tank to a safe distance and organize its security (extinguishing such a tank with fire extinguishers is prohibited);

For a carriage with explosive materials (EM), immediately uncouple the train, take the burning carriage to a safe distance specified in the emergency card, but not less than 800 m, and then act in accordance with the requirements set out in the emergency card for this type of cargo or instructions held by the accompanying persons load of persons

In passenger train cars, 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 cars, they are secured in accordance with established standards.

19.8. If a fire occurs in a locomotive, the locomotive crew is obliged to:

Move the driver's console controller to the zero position, stop the diesel engine (on a diesel 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 turn off the control devices and the locomotive battery switch;

On electric locomotives, make sure that the pantograph is lowered and the contact wire does not touch the roof or the equipment on it and, if the fire is located no closer than 2 m to the contact wire, begin, together with the driver’s assistant, to extinguish the fire using available fire extinguishers and dry sand;

Turn on the stationary fire extinguishing system depending on the design features of the locomotive;

If traction motors or supply cables to them catch fire, start extinguishing the fire from the locomotive body;

If the fire cannot be extinguished on your own and with available means, uncouple the electric locomotive and take it away from the train at a distance of at least 50 meters and after that, if there is a danger of fire spreading from the burning section to another, uncouple them from the outlet 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 halon fire extinguishers, carbon dioxide fire extinguishers equipped with a diffuser made of polymer materials, as well as air-emulsion fire extinguishers with a fine spray jet should be used to extinguish it;

When using a carbon dioxide fire extinguisher, you must use cotton mittens (gloves). It is forbidden to handle the mouth of a carbon dioxide fire extinguisher to avoid frostbite on your hands;

It is prohibited to use water and air-foam fire extinguishers and water when extinguishing electrical appliances, equipment, cables, and electrical machines that are under voltage.

If a fire occurs on a gas-diesel locomotive (gas-turbine locomotive), the locomotive crew must:

Stop the engine (power unit);

Ensure that the gas flow from the cryogenic tank is cut off using an automatic control system;

Activate the fire extinguishing system. It is prohibited to be 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-diesel locomotive (gas-turbine locomotive) at a distance of 800 m.

Do not approach a burning cryogenic container.

If foam gets on unprotected areas of the body, it is necessary to wipe it off with a scarf or other material and rinse generously with a weak stream of running water;

If clothing catches fire, extinguish the fire. At the same time, you should not put out the flame with unprotected hands;

Quickly throw off flammable clothing, tear it off, or extinguish it by filling it with water or, in winter, sprinkling it with snow. Put out the flames by rolling around in burning clothes on the floor or ground. Throw a thick cloth, blanket, or tarpaulin over a person wearing burning clothes, which must be removed after the flame is extinguished in order to reduce the thermal effect on the person’s skin.

A person wearing burning clothes should not be covered over his head, as this can lead to damage to the respiratory tract and poisoning by toxic combustion products.

After extinguishing the fire, supplying voltage to the locomotive (starting the diesel engine), where there was damage to electrical devices and wires, is prohibited. A locomotive damaged by fire must proceed to the depot with pantographs lowered and control circuits disconnected.

19.9. In the event of a fire in the MVPS, the locomotive crew is obliged to:

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 (carriage cars, rail buses) - move the controller handle to the zero position and stop the diesel engine, turn off all control devices on the control panel, stop the diesel train (carriage car, rail bus) and take measures to keep it in place;

Sound a fire alarm (one long, two short) and report the fire to the DNC or chipboard that limits the stretch;

Make sure that all pantographs are lowered and that the contact wire, which could be burned, does not touch the cars;

If necessary, notify passengers about the incident via in-cabin communication, organize the evacuation of passengers from a burning carriage and carriages that are in danger;

Lock the cabin from which the control was carried out and, together with an assistant, begin to extinguish the fire using the available fire extinguishers and sand;

If the rolling stock is equipped with a fire extinguishing system, activate it;

If the fire cannot be extinguished on your own and with available means, take measures to uncouple the train and move the burning car to a distance that excludes the possibility of the fire spreading to neighboring cars or those located near buildings and structures, at least 50 m, securing it with brake shoes and together with arrived fire departments to extinguish the fire.

20. Procedure for detecting faults in rolling stock wheelsets along the route

20.1. If faults are detected along the route in the wheel sets of a locomotive, MVPS, or wagons, the locomotive crew is obliged to:

Notify the DSP (DNTs) via radio about the reason for the stop;

Inspect the wheelset and determine if the bandage on the rim of the wheel center is loose and, if the bandage is not loose, check the condition of the locking ring;

If the bandage or retaining ring is weakened in more than 3 places: along its circumference, the total length of the weakened place is more than 30% of the total circumference of the ring - for locomotives and more than 20% for MVPS, and also 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, the brake cylinder of the faulty wheel pair and follow in reserve at a speed of no more than 15 km/h;

When turning the tire of a wheel pair without signs of weakening of the tire and locking ring on this wheel pair, turn off the traction motor, eliminate the brakes, put a new mark and, having established control over the technical condition of this wheel pair, bring the train to the final station;

If a repeated rotation of the band is detected along the route, uncouple the locomotive from the freight train and proceed in reserve at a speed of no more than 15 km/h with the traction electric motor and the brake cylinder of the faulty wheel set turned off;

When traveling with a passenger train, request an auxiliary locomotive, and after the arrival of the auxiliary locomotive, turn off the traction motor and brake cylinder of the faulty wheel pair and proceed in reserve at a speed of no more than 15 km/h to the nearest station;

Make an entry about the detected rotation of the bandage in the technical condition log of the locomotive, form TU-152.

20.2. Procedure for detecting malfunctions of rolling stock wheelsets along the route:

If a slider (pothole) with a depth of more than 1 mm, but not more than 2 mm, is discovered along the route of a passenger or freight car (except for a motor car (except for an MVPS motor car or a tender with axle boxes with roller bearings), it is allowed to bring such a car (tender) without uncoupling from the train to the nearest a maintenance point that has the means to replace wheel sets, at a speed of no more than 100 km/h with a passenger train, while the brakes are controlled on automatic brakes during further travel, and with freight trains no more than 70 km/h;

When the depth of the slide is over 2 to 6 mm for cars, except for the MVPS motor car, and from 1 to 2 mm for the locomotive and MVPS motor car, the train is allowed to travel 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 of over 6 to 12 mm and over 2 to 4 mm, respectively - at a speed of no more than 10 km/h. The wheelset must be replaced at the nearest railway station;

When the depth of the slide is more than 12 mm for a wagon and tender, and more than 4 mm for a locomotive and motor car, the MVPS is allowed to travel 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 a hand brake ). In this case, the locomotive must be uncoupled from the train, the brake cylinders and the traction electric motor (motor group) of the damaged wheel pair must be disconnected.

The depth of the slide is measured using an absolute template. In the absence of a template, it is allowed at stops along the route to determine the depth of the slide by its length using the data indicated in the table:

Slider depth, mm	Slider 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 an inspection at intermediate stations, passenger cars are detected at speeds up to 140 km/h with gouges on the rolling surface of wheels of length:

From 25 mm but not more than 40 mm, further movement of the car at the established speed is allowed to the nearest point that has means for changing wheel pairs;

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 pairs;

More than 80 mm, the train is allowed to travel at a speed of no more than 15 km/h to the nearest station, where the wheel pair must be replaced or the car must be uncoupled.

Gouges on the wheel pairs 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 DNC or DSP station about this from the nearest railway station (personally or through an assistant driver, conductor, chief (mechanic-foreman) of the passenger train and other available means of communication) and follow the order of the DNC transmitted DSP stations limiting the haul to the nearest railway station, where replacement (repair) of train radio communication devices must be made without uncoupling the locomotive or replacement of the locomotive, 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 communications at the MVPS fail, the driver must bring the train to the final station, provided that the assistant driver is in the rear cabin, as well as working inter-cabin communication, working and switched on radio communication in the rear cabin. The train travels by order of the DNC.

22. Procedure in case of malfunction of locomotive safety devices

22.1. In the event of a malfunction of the main safety systems ALSN, CLUB, CLUB-U, BLOK and the impossibility of restoring their operation, the driver is obliged to:

Immediately request a registered order from the DNC to operate a train with faulty safety devices;

If there is a message from the DSC about the freedom of the interstation section, proceed at a speed of no more than 100 km/h for passenger trains and interstationary trains and no more than 70 km/h for freight trains;

In the absence of a message from the DSC about the freedom of the interstation section, follow the green light of the traffic light at a speed of no more than 80 km/h for passenger trains and interstationary trains and no more than 50 km/h for freight trains;

If you see a traffic light with a yellow light (two yellow lights), proceed at a speed of no more than 40 km/h.

22.2. When moving along the section, the driver is obliged to periodically check the functionality of the safety devices and, if their functionality is restored, continue driving with the devices turned on, notifying the DNC to receive a registered order to cancel the previous order to proceed.

22.3. Upon arrival at the final destination, the driver is obliged to report to the depot duty officer about the case of driving a train with faulty safety devices. Make an entry on the reverse side of the speed tape or accompanying documents if electronic storage media are available, and also make an entry in the technical condition log of the locomotive, form TU-152.

Actions of locomotive crew workers in the event of a malfunction of locomotive safety devices when traveling through sections equipped with an interval control system for train traffic with movable block sections on sections not equipped with track traffic lights

22.4. In train circulation areas equipped with an interval control system for train movement, in cases of detection of any malfunction of the on-board ALS devices before the train departs from the station or when a train departs from a non-coded track, the operation of the interval control system for train movement on the stretch is closed and train movement is established via telephone communications. in accordance with the procedure provided for in Appendix No. 5 to the IDP.

22.5. In the event of a violation of the normal operation of on-board automatic locomotive signaling devices when moving along the railway tracks of a haul, the driver is obliged to stop the train using the service brake, and then follow section 5.6. Instructions on the procedure for using continuous type locomotive signaling (ALSN) and driver vigilance monitoring devices dated October 25, 2001 N TsT-TsSh-889.

22.6. Malfunctions in which it is necessary to terminate the System during the stretch and switch to telephone communications include:

False occupancy of three or more DCs located in a row;

Impossibility of changing direction, including using the auxiliary mode (use of devices in the established direction of movement is allowed);

Availability of control over the vacancy of a track section on a stretch when it is actually occupied by a train;

Driving on the white signal of a locomotive traffic light (display 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 assistant driver;

The assistant driver must leave the control cabin.

23. Procedure in case of receiving a message about a train mining or a terrorist attack on a train

Upon receiving an oral report that a train has been mined, the locomotive crew must:

Remember the external signs of the applicant, as well as information about the location of the explosion or planting of an explosive device, the time of its operation, immediately transmit the information received to the DNC, 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 proceed to the station indicated by the DSC;

When traveling with a passenger train, inform the train chief about this, and if it is impossible to call the train chief via radio, stop the train and transmit the received information to the conductor of the first car;

If necessary, take part in the evacuation of passengers.

24. Procedure in case the driver loses the ability to control the locomotive

24.1. If the driver loses the ability to control the locomotive, the assistant driver is obliged to:

Stop the train with emergency braking or move the handle of the combined valve to the extreme right position;

After stopping the train, move the control element of the auxiliary brake valve to the extreme braking position and secure it with a special device against spontaneous release;

Report the incident via radio communication to the DNC, the DSPs limiting the stretch, and the drivers of oncoming and passing trains on the stretch, in the passenger train to the head of the train, in the MVPS to make an announcement on the warning installation about calling medical workers from among the passengers to provide assistance;

Provide first aid to the driver;

Agree with the DNC on the procedure for further actions;

If it is impossible to proceed further, in agreement with the DSC, 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 a passing direction), who received information about the train stopping due to the driver losing the ability to control the locomotive, must:

Stop to provide medical assistance and transport 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 working capacity of the driver while driving the train, the assistant driver, who has the rights to control the locomotive in agreement with the DNC, 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 the event of a collision with a person, machinery, foreign object or collision with a vehicle

25.1. If there is a person, machinery, a foreign object (outside the size of the rolling stock) or a vehicle on a railway track that is part of the train’s route, the locomotive crew is obliged to:

Give a warning signal until the person or vehicle leaves the danger zone;

Apply emergency braking in the event of a threat of a collision or collision (a person does not respond to sound signals, the vehicle does not leave the danger zone, track workers do not remove equipment or mechanisms);

If it is impossible to prevent a collision with a vehicle, the locomotive crew must leave the control cabin before the collision.

25.2. After a collision with a vehicle, a collision with equipment or machinery, or a foreign object, the driver is obliged to:

Report the reasons for the stop, the presence or absence of a clearance via radio communication to the DNC, DSP and 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 report the presence of victims, the need to call an emergency medical resuscitation team, and the presence of clearance on the adjacent track;

Inspect the locomotive with the train cars and, if possible, eliminate the malfunctions, and if it is impossible to eliminate them, notify the DSC (DSP);

If it is impossible to proceed further, request an auxiliary locomotive or recovery train (if necessary);

Agree with the DNC (DSP) on the procedure for further actions in the event that there are casualties, fatalities or clearance violations.

25.3. When hitting a person, the driver is obliged to:

Report the reasons for the stop via radio communication to the DSC, DSP, drivers of oncoming and passing trains on the stretch, and in a passenger train - to the head of the train;

Send an assistant driver to the scene of the incident;

After receiving information from the assistant driver about the results of the inspection of the scene of the incident, coordinate further actions with the DNC (in case the train stops on the stretch) or with the DSP (in case the train stops within the station): wait for the ambulance team, and if it is impossible for medical personnel to arrive workers to the scene of a transport accident - ensure, if technically possible (passenger train carriage, MVPS, SSPS, etc.), delivery of the victim under the supervision of workers or passengers not engaged in production duties (as agreed), trained in the rules of first aid, until the nearest place where it can be transferred to an emergency medical team;

When transferring the victim to the emergency medical team, records information about the number of the emergency medical team.

25.4. When hitting a person, the assistant driver is obliged to:

Find the victim and assess his condition;

Determine the need for first aid to the victim and provide first aid to the victim;

Report to the train driver about the condition of the victim. Observe the victim until the ambulance arrives or receives further instructions from the driver.

The driver, working as one person, acts according to the instructions of the DSP (DNC).

25.5. If the victim has no signs of life or the presence of injuries incompatible with life, information about the victim is transmitted via train radio communication (by the driver's assistant through the driver) to the DSP of the nearest railway station along the route in order to call medical workers to the scene of the transport accident (for verification). death of the victim) and other operational services (if necessary).

25.6. In the event that there are no ambulance, police or other specialized services at the place of delivery of the victim, further actions of the locomotive crew until the victim is transferred to the relevant workers are agreed upon with the DSP (DNC).

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 for the formation and turnover of passenger trains, changing locomotives and locomotive crews, workers who are responsible for carrying out this technological process are required to check the serviceability of the selenium rectifier EVR.

To determine the malfunction of the rectifier, the driver, upon the command of the workers testing the brakes “Release the brakes,” is obliged to turn off the power source of the electro-pneumatic brake when the control body of the driver’s crane is in position IV (roof with power), ensuring the maintenance of the specified pressure after braking. After releasing the brakes, the driver, after 15-25 seconds. includes a power source for the electro-pneumatic brake, and workers involved in testing the brakes are required to check their release on each car in the passenger train.

In the event of a breakdown of the rectifier valve and the control element of the driver's valve is in position IV, ensuring the maintenance of the specified pressure after braking, the electromagnetic valve providing braking will be under constant power, which will lead to the filling of the car's brake cylinders to a reserve tank pressure of 0.49 MPa. The use of an electric air distributor with this malfunction can lead to jamming of the wheel pairs 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, workers who are responsible for testing the brakes at the railway station must ensure that compressed air flows freely and that at least two emergency brake accelerators of the air distributors on cars in the tail and head of the train are activated. . To process this technological process, an employee located at the head of the passenger train needs to be between the first and second cars and control the operation of the emergency braking accelerators.

The employees who are responsible for testing the brakes are responsible for the free passage of compressed air in the brake line, the serviceability and functionality of the emergency braking accelerators for the activation of passenger cars. On passenger locomotives, responsibility for the activation of emergency braking accelerators rests with the locomotive driver under whose control he is located, while the pressure in the brake line must decrease by at least 0.08 MPa according to the TM pressure gauge in the locomotive cabin.

26.3. The failure of the emergency braking accelerators to operate 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 a plug that has formed or a narrowing of the brake line cross-section, as well as a malfunction of the emergency braking accelerator of the air distributor conv. N 292, which do not allow achieving the required rate of pressure reduction for the accelerators to operate.

The driver is strictly prohibited from leaving the railway station for the stretch with this malfunction, as this may lead to unauthorized activation of the emergency brake accelerators when traveling through the service area.

26.4. If in a train, on the rolling surface of the wheel pairs, dents, sliders or (gains) are detected on at least one wheel pair, the workers who are entrusted with the responsibility of testing the brakes make a note in the certificate about the provision of the train with brakes and their proper operation, about the nature of the malfunction, indicating the results of measurements taken and the permissible speed of further travel. In this case, the driver is obliged to drive the train along the section to the wagon maintenance point, where the wheelset will be replaced or a wagon operator’s conclusion will be issued on the possibility of traveling without any restrictions, exclusively on automatic brakes without the use of electro-pneumatic ones.

27. Procedure for preventing the formation of wheel pair sliders in passenger trains after applying emergency braking

The reason for the formation of sliders can also be the premature setting of a passenger train into motion after emergency braking before the end of the full release of the brakes, due to incomplete restoration of the charging pressure in the brake line, spare tanks of passenger cars and, as a consequence, failure of the pads and movement of the wheel pairs by skidding.

To prevent wheel sets of passenger cars from skidding after applying emergency braking, the locomotive crew must take the following actions:

Carry out release at maximum pressure in the main reservoirs and charge the automatic brakes of the passenger train in accordance with paragraph 56 of Chapter 2 of Appendix 3 of Rules No. 151;

Carry out service braking by reducing the pressure in the equalization tank and brake line by 0.05-0.06 MPa, followed by releasing the control element of the driver's crane to position 1, conditional. N 395, 130 up to a pressure of 0.52 MPa;

When setting the train in motion after stopping in accordance with the requirement of paragraph 57 of Chapter 2 of Appendix 3 of Rules No. 151, assess the “freedom” of the train;

Require the head (mechanic-foreman) of the train to check the release of the brakes by the conductors of each car;

Receive confirmation of leave by radio communication from the driver-chief (mechanic-foreman) of the train and the absence of extraneous knocking on the wheel pairs of cars when pulling the train a distance of at least 50 meters at a speed of no more than 5 km/h;

If you suspect that the brakes have not been released or receive information from the head (mechanic-foreman) of the train about extraneous knocking on the wheel pairs of cars, stop the train and send an assistant driver to inspect the train together with the head of the train;

If sliders (gains) are detected on the wheel pairs of cars, the decision on the further movement of the train is made by the head of the train.

28. Procedure in case of detection of people passing on the external parts of the interstate transport system

28.1. When detecting or receiving information about the presence of people on the external parts of the MVPS, the driver is obliged to:

Stop the train using service braking, if possible, within the passenger platforms, at the station - without passing the exit traffic lights (with the exception of bridges, tunnels, and other artificial structures);

Immediately inform by radio about the reasons for the forced stop to the drivers of all trains located in the coverage area of ​​the radio communication, DSP (DNC) indicating the exact stop location (km, p.c.), warn about the danger of people going onto the railway tracks in an unspecified place, showing increased vigilance when proceeding train stopping places;

Inform passengers about the unscheduled stop of the train, call police and/or security officers accompanying the train via in-cabin communication to the place where people are found on the outer parts of the interstate train to suppress illegal actions and remove people;

Personally or through an assistant driver, carry out a visual inspection of the train;

Report the results of the inspection, the measures taken, as well as the possibility of further movement to the DSP (DNC);

If necessary, request police officers (if they are not on the train) through the DSP or DNC to the train to suppress illegal actions and remove people, and if there are victims, call an ambulance or the Ministry of Emergency Situations, depending on the circumstances, deliver the victim(s) to the station.

28.2. The procedure for inspecting the composition:

If possible, carry out a visual inspection of the train from both sides from the head to the tail car of the train, while moving along the tracks along the train with special attention, monitoring the approach of oncoming trains along an adjacent track (when a train approaches along an 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 outer rail at established train speeds of up to 140 km/h and 5 m - at established speeds of more than 140 km/h or to the middle of a wide intertrack), while wearing a signal vest, with a stencil applied. An employee of the locomotive crew, located in the control cabin through an open side window (or an external surveillance camera), observes the movement of the driver (assistant driver) along the tracks;

Pay attention to the presence and number of people on the external parts of the rolling stock, the presence of victims, the need to call police, ambulance, and the Ministry of Emergency Situations;

Make sure that there is no or no damage to the MVPS that would impede further travel.

28.3. The driver is prohibited from lifting the pantographs (if they are lowered) and setting the train in motion in the presence of people on the outer parts of the MVPS.

28.4. The departure of a train from a stretch or station is carried out in agreement with the DSP (DNC) after the removal by police officers of 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 crew continues further. If people have created the appearance of stopping illegal actions (they have gone to a safe distance), and when traffic resumes, they are again located on the outer parts of the MVPS, the locomotive crew makes a second stop and acts in the above order.

28.6. The locomotive crew of the train, having received information about the stop of the oncoming train (passing on a multi-track section) commuter train due to the presence of people on the outer parts of the MVPS, it is obliged to follow the stopped train with special vigilance, giving signals at high volume and being ready to stop immediately if an obstacle appears.

28.7. When passing a stopped MVPS, the driver of the oncoming train inspects the train for the presence of people on the outer parts of the MVPS.

28.8. The locomotive crew of the oncoming train reports the results to the driver of the stopped MVPS via train radio communication.

28.9. When receiving information from employees of JSC Russian Railways about the presence of people on the outer parts of the interim railway station, the DSP immediately informs the driver of the train about this and notifies the DSC.

29. Procedure in case of detection of people passing on the roof of an MVPS

29.1. After detecting or receiving information about the passage of people on the roof of the serviced MVPS, the driver acts in accordance with these Regulations. In addition, you are additionally required to:

Take measures to lower pantographs;

Inform the chipboard (DNC) about the need to relieve voltage in the contact network;

After stopping, visually inspect the train by walking along the MVPS without climbing onto the roof in accordance with these Regulations.

29.2. When receiving information from employees of Russian Railways OJSC about the presence of unauthorized persons on the roof of an electrified section, the chipboard informs the ECC to promptly relieve voltage in the contact network, informs the drivers of oncoming and passing trains about the train stopping on the stretch, indicating the exact location of the stopped train (km, p.c. ), the need to proceed to the stopping place with special vigilance.

29.3. In case of refusal of unauthorized persons to leave the roof voluntarily, the driver informs the DSP (DNC) about the need to call the police to remove people, as well as the contact network district team to ground the MVPS.

If there are victims, the driver additionally calls ambulance workers and the Ministry of Emergency Situations.

After the driver’s report on the results of the inspection, the chipboard, if necessary, calls the police, ambulance or Ministry of Emergency Situations to remove unauthorized persons or provide assistance.

When calling police officers, the traffic police department determines with the line police department the order in which officers will go to the stopped train. DSP uses any train to deliver police officers to the stage.

29.4. When the MVPS driver requests through the DSP (DNC) about the need to ground the contact network, the ECC organizes the departure of a team from the contact network area to ground the area with the installation of grounding rods. Until the workers of the power supply and grounding distance of the electric train arrive, climbing onto the roof of the MVPS is prohibited.

29.5. Removal of the victim from the roof of the car is carried out only by employees of the Ministry of Emergency Situations in the presence of emergency personnel and the driver.

29.6. Voltage is supplied to the contact network only at the command of the electrical unit after the causes of the stop have been eliminated (removal or voluntary departure of people).

29.7. In the event of damage to the contact network or pantograph, EC workers and the locomotive crew, after removing the victim, act in accordance with instruction No. TsT-TsE-860 dated October 9, 2001, Ministry of Railways of the Russian Federation.

29.8. 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 by the DSP (DNC).

30. Procedure if a passenger in a commuter train develops a condition or disease that threatens his life and health

30.1. When the locomotive crew receives information about the presence of a passenger on the train whose condition or illness threatens his life and health, he clarifies:

30.2. Via in-cabin communication, attracts other train passengers with medical education, knowledge and practical skills to provide first aid to the injured passenger using the first aid kit.

30.3. Informs the duty officer at the nearest station or train dispatcher via train radio about the current unusual situation, specifying:

Condition of the injured passenger (conscious/unconscious);

The cause of deterioration in health (signs);

The need to call a resuscitation ambulance team.

30.4. The further order of the train, its stop and parking in the area of ​​accessibility of medical care is carried out in agreement with the emergency medical team workers in accordance with the commands of the DSP (DNC).

Document overview

The regulations for the interaction of workers 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 Russian Railways infrastructure have been updated.

In particular, the procedure is prescribed in the event of detection of people passing on the external parts or roof of a motor-car rolling stock, as well as in the event of a condition or disease developing in a passenger in a commuter train carriage that threatens his life and health.

ANSWER: Procedure for detecting a train disconnection (break). If during inspection of the train a self-release or broken automatic couplers are detected, the assistant driver is obliged to:
- take measures to secure the uncoupled part of the train by laying brake shoes on the side of the slope and activating the existing hand brakes of freight cars, in accordance with the securing standards;
- in a passenger train, through the car conductors, activate the hand brakes of each car of the uncoupled part;
- make sure that the number of the last car of the uncoupled group corresponds to the number indicated in the certificate of form VU-45;
- report to the driver about the securing of uncoupled cars, the distance between them, the condition of their automatic couplers and brake hoses.
After receiving information from the assistant driver, the driver coordinates further actions with the DNC.
In the passenger train, report the self-release to the train manager. Together with him and the train electrician, after disconnecting the high-voltage heating cable of the train, inspect the automatic coupling devices. If the locks of both automatic couplers remain mobile and there are no visible faults in them, the assistant driver, in the presence of the train manager, must couple the cars with a settling speed of the head of the train of no more than 3 km/h. During the connection, the train manager is in the vestibule of the car at a working stop valve, monitoring the access and coupling of parts of the train.
In the event of a malfunction of the mechanism of one of the automatic couplers of disconnected cars, after connecting the train, replace the internal automatic coupler mechanism removed from the automatic coupler of the last car or locomotive.
If it is impossible to replace the mechanism or the automatic coupler is faulty, request an auxiliary locomotive.
- on a freight train, check the serviceability of the automatic coupler mechanism and connecting hoses of disconnected cars. After receiving information from the assistant driver about exiting the inter-car space, connect the train, while settling the head of the train should be done with extreme caution so that when coupling cars the speed does not exceed 3 km/h
- replace damaged brake hoses with spare ones, and if they are missing, remove them from the tail car or front beam of the locomotive;
After connecting the parts of the train during the stretch, charge the brakes, briefly test the brakes on the two tail cars, remove the brake shoes from under the cars, release the hand brakes and remove the rest of the train from the stage.
It is prohibited to connect parts of a train during a stretch:
a) during fog, snowstorm and other unfavorable conditions, when signals are difficult to distinguish;

b) if the uncoupled part is on a slope steeper than 2.5%o and can move away from the push when connected in the direction opposite to the direction of train movement.
If it is impossible to connect the train, the driver must request an auxiliary locomotive at the rear of the train, additionally indicating in the application the exact distance between the separated parts of the train.
When withdrawing part of a train from a section, it is necessary to protect the tail car of the withdrawn part of the train with an unfurled yellow flag at the buffer beam on the right side, and at night with a yellow lamp light and write down the numbers of the tail cars of the remaining part of the train and the withdrawn part.
It is prohibited to leave trains containing cars with people and dangerous goods of class 1 (explosive materials) on the stretch without security.
In the event of a break in the automatic coupling devices of wagons, the driver is obliged to order a control check of the brakes.

7.18 . In areas equipped with automatic blocking and train radio communication, in conditions of good visibility, to assist a train stopped on the stretch, you can use:

a single locomotive following a stopped train along the stretch;

a locomotive uncoupled from a freight train following a stopped train along the stretch;

a freight train running behind without the leading locomotive uncoupling from it.

One or another method of providing assistance is carried out according to a registered order from the train dispatcher, transmitted to the drivers of both locomotives after a comprehensive assessment of the situation.

It is prohibited to uncouple a locomotive from a passenger train or a train containing cars with dangerous goods of class 1 (VM) to provide assistance. Such trains also cannot be used to provide assistance without uncoupling the locomotive from the train.

7.19 . If assistance is provided by a single locomotive following a stopped train along the stretch, the order is transmitted in the form:

“To the driver of the locomotive of train No. .... Provide assistance to the stopped train No. .... DNC...”.

When providing assistance by a single locomotive uncoupled from the train behind a freight train, the order is transmitted in the form:

"To the driver of train No. .... Secure the train, uncouple from it and provide assistance to the stopped train No. .... DNC....".

Before transmitting such an order, the train dispatcher must make sure that the train from which the locomotive must be uncoupled is located on a favorable profile and can be secured in the manner provided for in paragraph 7.2 of these Instructions. The locomotive driver is prohibited from uncoupling the locomotive from the train without securing the cars from leaving.

7.20 . The drivers of locomotives used to provide assistance, after receiving an order from the train dispatcher, are allowed to proceed to the occupied block section and continue moving at a speed that ensures a stop at the train in front. Before reaching the train, the driver must stop, personally inspect the automatic coupler of the tail car, secure the locomotive's automatic coupler in the "buffer" position, and only then carefully approach the train. Pushing begins according to a signal (instruction) given by the driver of the first train, and subsequently the drivers of both locomotives are required to communicate with each other via radio and coordinate their actions. Once the need for assistance has passed, the second locomotive, upon a signal (instruction) from the leading locomotive, stops pushing. If assistance was provided by a single locomotive following a stopped train, then after the nudging stops, it continues moving, independently guided by auto-blocking signals.

When providing assistance by a locomotive uncoupled from the train behind, this locomotive, after the cessation of pushing, returns to the abandoned train, and if this locomotive, in the process of providing assistance, along with the train arrives at the station in front, its return to the train left on the stretch is carried out according to the instructions of the duty officer station without issuing additional permission to occupy the stage. Before reaching the abandoned train, the driver stops the locomotive and personally makes sure that the automatic coupler is ready for coupling. Further movement of the locomotive for coupling to the train is carried out with extreme caution.

After the locomotive is hitched and the brake air line is charged to the set pressure, a short test of the auto brakes is performed, and then the locomotive crew workers or the chief conductor remove the brake shoes from under the wheels of the cars and release the hand brakes.

7.21 . Providing assistance to a train stopped on a stretch by a train coming behind without uncoupling the leading locomotive from it is carried out in exceptional cases, only in areas established by the head railway, and provided that the weight and length of the train used to provide assistance does not exceed the established standards. Simultaneously with the establishment of sections and stages where this method of providing assistance is allowed to be used, the head of the railway must determine the procedure for the actions of employees (train dispatchers, train locomotive drivers, station attendants, etc.) when performing this operation.

7.22 . Assistance to connect parts of a freight train that has become disengaged during a stretch is provided in the cases provided for in paragraph 7.10 of these Instructions, only at the request of the driver of the train in which the disconnection occurred. Assistance can be provided by a single locomotive following an uncoupled train or a freight train following it, without uncoupling the leading locomotive from it.

The dispatcher's order to provide assistance is transmitted in these cases in the form:

"To the driver of the locomotive of train No. .... Connect with the tail cars uncoupled from the train No. ... stopped ahead, and provide assistance in connecting these cars with the head part of the train. DNC....".

Regardless of whether assistance is provided by a single locomotive or by a locomotive together with the train behind, the assisting locomotive must be coupled to the last car of the uncoupled part of the train. Further actions are carried out at the direction of the driver of the locomotive of the first train after he has fulfilled the requirements provided for in paragraph 7.9 of this Instruction, and depending on the distance between the uncoupled cars, the number of cars in the head and uncoupled parts of the train, the track profile, etc., the connection can be carried out either by settling the head part of the first train, or by pushing the uncoupled cars until they are connected to the head part of the first train. After connecting the disengaged parts, the assistant driver of the second train uncouples the locomotive from the last car and both trains continue moving independently, guided by the automatic blocking signals.

7.23 . When a single locomotive or special self-propelled rolling stock stops on a stretch equipped with automatic locking, when further independent movement is impossible, they can be removed from the stretch to the nearest station by a train coming from behind without uncoupling the locomotive from the train. This is also carried out by order of the train dispatcher, transmitted to the drivers of both locomotives and the duty officer at the station in front. In this case, the stopped locomotive (special self-propelled rolling stock) is coupled to the locomotive of the train behind. The speed of further travel to the nearest station should not exceed 25 km/h.

The possibility of applying such a procedure on sections is established by the head of the railway, depending on the plan and profile of the track.

7.24 . If a freight train traveling along a section equipped with automatic blocking stopped on a rise and in order to be able to move further it needs to be lowered onto a lighter profile, then this can only be done by a registered order from the train dispatcher, transmitted to the locomotive driver and the duty officer behind the station when there is no traffic. trains of the track section from the tail of the train to the station:

"I authorize the driver of train No.... to move the train onto a lighter profile, the section of the track up to the entrance signal (signal "Station Boundary") of the station... is free of trains. The section... is closed for traffic. DNC.. ..".

7.25 . When a multiple unit train is forced to stop on a stretch and when its further independent movement is impossible, it is allowed to attach a following multiple unit train to it for removal from the stretch to the first passing station in a double train. The automatic brakes of both trains must be included in the common line.

The connection of trains is carried out according to a registered order from the train dispatcher, transmitted to the drivers of both trains (using all available means of communication for this purpose) in the form:

"The drivers of trains No. .... and No. .... connect the trains and proceed as a double train to the station .... DNTs....".

If it is impossible to control the connected train from the head cabin of the first train, the train and brakes are controlled from the head cabin of the second train, and the speed in this case should be no more than 25 km/h. There must be a driver in the head cabin of the first train, who is obliged to monitor the movement and, if necessary, take measures to stop by emergency braking.

The procedure for the actions of the locomotive crews of both trains when connecting and traveling in double trains is established by the head of the railway in accordance with local conditions.

7.26 . In the event of a forced stop on the stretch of a passenger train, when its further independent movement is impossible, assistance to this train can be provided both from the head and from the tail of the train by an auxiliary locomotive, respectively, with the withdrawal of the passenger train to a station located in front or behind. The driver of the auxiliary locomotive is obliged to warn the driver of the passenger train about the direction of the upcoming movement, who, in turn, warns the chief (mechanic-foreman) of the passenger train and the conductors about this.

(white with red stripe diagonally)

Note. The permit must indicate for what purpose the train is sent to a closed section, for example: “to bring train No. ... out of the section to the station..., “to push train No. ... that has stopped on the section and return after pushing back to the station...", "for carrying out work to repair the track on the stretch and subsequent return (arrival) to the station... as directed by the work manager," etc.

1. Procedure in case of signs of violation of the integrity of the train brake line

1.1. The main reasons for the drop in pressure in the brake line of a train are:
- separation of brake hoses or other violation of the integrity of the brake line in the train;
- breakage (self-release) of the automatic coupler in the train;
- derailment of rolling stock with violation of the integrity of the brake line;
- breakdown of the stop valve on a passenger train.
1.2. Signs of a possible train brake line rupture include:
- reduction in speed that does not correspond to the track profile;
- frequent switching on of compressors;
- rapid decrease in pressure in the main reservoirs after turning off the compressors when sandboxes and typhons are not working;
- activation of the brake line rupture alarm with sensor N 418;
- longitudinal-dynamic reactions in the composition, unusual for a given track profile.
The integrity of the train's brake line is monitored by the driver using measuring and signaling devices located in the control cabin.
1.3. If the pressure in the brake line of a passenger (mail and luggage, freight and passenger) train drops, the driver must apply emergency braking by setting the handle of the driver's crane to the emergency braking position, turning on the sand supply and setting the auxiliary brake handle to the extreme braking position until a complete stop.
1.4. When a freight train is moving, if its speed does not decrease without activating the brakes, but there are signs of a possible rupture of the brake line, the driver must turn off the traction, move the handle of the driver's crane to position III for 5-7 seconds (overlap without power) and observe the pressure in the brake line, while:
- if there is a rapid and continuous drop in pressure in the brake line or a sharp slowdown in the movement of the train that does not correspond to the track profile, perform service braking, then move the driver’s valve handle to position III and stop the train without using the locomotive’s auxiliary brake;
- if there is no rapid and continuous decrease in pressure in the brake line and a sharp deceleration of the train, perform service braking by the amount of the first stage, then release the brakes in the prescribed manner;
- in the event of repeated braking of the train due to spontaneous activation of the automatic brakes in the train, in the absence of a continuous drop in pressure in the brake line when the driver's crane handle is set to position III - brake and release the automatic brakes in the established manner, informing the DNC or DSP about this and submitting a control check auto brakes, having agreed with the DNC station for its implementation.
1.5. When a train is forced to stop due to a drop in pressure in the brake line, the driver (driver's assistant) is obliged to announce in the established manner by radio the place and reason for stopping the train, indicating the lack of information about the presence of the rolling stock gauge.
1.6. When the train stops due to a drop in pressure in the brake line, the driver must send an assistant driver to inspect the train, having previously instructed him on the procedure.
Before leaving to inspect the train, the assistant driver must:
- write out the number of the tail car from the certificate of brakes, form VU-45;
- take signaling accessories with you, a flashlight at night;
- when stopping a freight train on an unfavorable profile, take a brake shoe to secure the cars;
- adjustable wrench;
- portable radio station;
- technical first aid kit.
To determine the cause of the pressure drop in the brake line, the assistant driver inspects the entire train. Having reached the last car, he checks it with the number indicated in the certificate form VU-45, makes sure that there are tail signals on the car, and also that the end valve is in the closed position, and the brake line hose is suspended on a bracket (in a passenger train additionally check with the conductor of the tail car).
Inspection of a passenger train is carried out jointly with the train manager or train electrician.
1.7. When disconnecting the brake hoses, check for signs of self-release on the train:
- traces of damage on the front stop of the impact sockets, the throat of the automatic coupler head;
- inspect the external condition of the brake hoses, traces of interaction with foreign parts of the track on the heads and rubber tubes of the hoses;
- write off the numbers of the cars between which a disconnection of the hoses was detected, upon arrival at the locomotive, make a reconciliation against the full-scale sheet
- nearby carriages. If the numbers do not correspond to the full-scale sheet, inform the dispatcher and agree on further actions.
If the brake hose is damaged, replace it with a spare one from the first aid kit or removed from the locomotive or tail car.
- make sure that the number of the tail car corresponds to the number specified in the certificate form VU-45, check the air permeability of the brake line by opening the valve of the tail car and briefly test the brakes.
If a violation of the integrity of the train brake line is detected due to a malfunction of the brake equipment of the cars and the impossibility of eliminating it, the locomotive crew is obliged to:
- in agreement with the DSC, order an auxiliary locomotive from the tail of the train to remove the tail section from the stage, or request carriage workers to eliminate the malfunction;
- if the end valve to the faulty car is closed, secure the tail part of the train from the faulty car, in accordance with the fastening standard in accordance with Appendix 1.
1.8. Procedure for detecting a train disconnection (break).
If during inspection of the train a self-release or broken automatic couplers are detected, the assistant driver is obliged to:
- take measures to secure the uncoupled part of the train by laying brake shoes on the side of the slope and activating the existing hand brakes of freight cars, in accordance with the securing standards;
- in a passenger train, through the car conductors, activate the hand brakes of each car of the uncoupled part;
- make sure that the number of the last car of the uncoupled group corresponds to the number indicated in the certificate of form VU-45;
- report to the driver about the securing of uncoupled cars, the distance between them, the condition of their automatic couplers and brake hoses.
After receiving information from the assistant driver, the driver coordinates further actions with the DNC.
In the passenger train, report the self-release to the train manager. Together with him and the train electrician, after disconnecting the high-voltage heating cable of the train, inspect the automatic coupling devices. If the locks of both automatic couplers remain mobile and there are no visible faults in them, the assistant driver, in the presence of the train manager, must couple the cars with a settling speed of the head of the train of no more than 3 km/h. During the connection, the train manager is in the vestibule of the car at a working stop valve, monitoring the access and coupling of parts of the train.
In the event of a malfunction of the mechanism of one of the automatic couplers of disconnected cars, after connecting the train, replace the internal automatic coupler mechanism removed from the automatic coupler of the last car or locomotive. If it is impossible to replace the mechanism or the automatic coupler is faulty, request an auxiliary locomotive.
- on a freight train, check the serviceability of the automatic coupler mechanism and connecting hoses of disconnected cars. After receiving information from the assistant driver about exiting the inter-car space, connect the train, while settling the head of the train should be done with extreme caution so that when coupling cars the speed does not exceed 3 km/h
- replace damaged brake hoses with spare ones, and if they are missing, remove them from the tail car or front beam of the locomotive;
After connecting the parts of the train on the stretch, charge the brakes, briefly test the brakes on the two tail cars, remove the brake shoes from under the cars, release the hand brakes and remove the rest of the train from the stage.
It is prohibited to connect parts of a train during a stretch:
a) during fog, snowstorm and other unfavorable conditions, when signals are difficult to distinguish;
b) if the uncoupled part is on a slope steeper than 2.5 o/oo and can move away from the push when connected in the direction opposite to the direction of movement of the train.
If it is impossible to connect the train, the driver must request an auxiliary locomotive at the rear of the train, additionally indicating in the application the exact distance between the separated parts of the train.
When withdrawing part of a train from a section, it is necessary to protect the tail car of the withdrawn part of the train with an unfurled yellow flag at the buffer beam on the right side, and at night with a yellow lamp light and write down the numbers of the tail cars of the remaining part of the train and the withdrawn part.
It is prohibited to leave trains containing cars with people and dangerous goods of class 1 (explosive materials) on the stretch without security.
In the event of a break in the automatic coupling devices of wagons, the driver is obliged to order a control check of the brakes.
1.9. Procedure for detecting rolling stock derailment.
If a rolling stock derailment is detected, the assistant driver is obliged to immediately secure the tail section of the train in accordance with the securing standards.
The train driver, having received information about the rolling stock derailment, is obliged to:
- turn on the red lights of the buffer lamps;
- provide train fencing in accordance with the established procedure;
- report to the DNC (chipboards limiting the stretch);
- after a personal inspection of the gathering place, transfer the following information to the DNC (chipboards limiting the route):
whether there are human casualties;
presence of clearance on the adjacent track;
indicate exactly at which kilometer and picket the derailment occurred, the nature of the terrain, whether there are any approaches to the railway track;
how many units of rolling stock derailed and characteristics of the cargo;
is there a derailment of the locomotive;
data on the state of the contact network and contact network supports;
In the future, follow the instructions of the DNC.
If a passenger train stops, fencing is done from the head side by the driver's assistant, and from the tail by the conductor of the last passenger car by laying firecrackers at a distance of 1000 m from the head and tail of the train.
When stopping other trains, fencing is carried out by the driver's assistant by placing firecrackers on the adjacent track from the side of the train expected along this track at a distance of 1000 m from the obstacle. If the head of the train is located more than 1000 m from the obstacle, firecrackers on the adjacent track are placed opposite the locomotive. If the train driver receives a message that a train has been sent along an adjacent track in the wrong direction, he must radio the assistant driver to lay firecrackers at the same distance from the obstacle on the opposite side.
In areas where passenger trains operate at speeds over 120 km/h, the distances at which firecrackers must be placed are set by the owner of the infrastructure.
After laying the firecrackers, the driver's assistant and the carriage conductor must move 20 m away from the place where the firecrackers were laid back to the train and show a red signal in the direction of a possible approaching train.
When servicing locomotives of passenger trains by one driver, fencing of the train during a forced stop on a stretch is carried out by the head (mechanic-foreman) of the passenger train and the carriage conductors at the driver’s direction, transmitted via radio communication.
1.10. Procedure for detecting a failure of the stop valve on a passenger train.
If, during an inspection of a passenger train, it turns out that the pressure drop in the brake line was due to the failure of the stop valve, then no further inspection is carried out. The locomotive driver acts on the basis of the decision on further travel made by the train manager. The locomotive driver must receive a report in the established form, which is drawn up by the head of the train on the fact and reasons for the failure of the stop valve.