TRAFFIC OF THE FIRST TRAINS 1.31. The schedule of train movement and the passage of the first train along the line (after the night window) should provide for an increase in running time by 2-3 minutes. When the first train passes through the tunnel, working and emergency lighting must be turned on.

TRAFFIC OF AUXILIARY TRAINS “In case of loss of control of the train, the driver is obliged to take measures to restore control. If control of the train is not restored within 5 minutes, the driver is obliged to request an auxiliary train” (paragraph 18.52 of the Rules of Technical

TRAIN TRAFFIC WHEN VISIBILITY IS DECREASED OR TRACK FLOODING 1.85. In case of fog, heavy rain, snowstorms, smoke and in other cases when the visibility of traffic lights is limited, the driver is obliged to drive the train at a speed that ensures the train stops before the

TRAIN TRAFFIC WHEN THE OPERATION OF THE MAIN SIGNALING MEANS IS DISCONTINUED (FAULT) 1.102. On the line where ALS-ARS is the main means of signaling the movement of trains, in the event of a malfunction of two or more adjacent track circuits, the movement of trains is carried out

TRAIN TRAFFIC DURING WORK ON TRACKS AND STRUCTURES 1.106. In the event of a malfunction of the track, structures and devices during the movement of electric trains that threatens traffic safety, at the request of the driver, road foreman or other employee

CHAPTER 6 TRAFFIC OF ECONOMIC TRAINS FORMATION OF ECONOMIC TRAINS 6.1. The formation of utility trains, as a rule, is carried out on park tracks with non-centralized switches. 6.2. When the movement of utility trains on track sections with a slope of more than 0.040

TRAFFIC OF ECONOMIC TRAINS DURING WORK ON TRACKS AND FACILITIES “Repair of artificial structures, track, contact rail, signaling and communication devices, power supply and other devices on hauls and stations should be carried out mainly at night

TRAIN TRAFFIC IN THE WRONG DIRECTION 6.54. The movement of economic trains in the wrong direction is carried out by order of the train dispatcher without closing the track. The right to follow the economic train in the wrong direction is issued to the driver

TRAFFIC OF AUXILIARY TRAINS 6.59. In case of damage to all types of pneumatic brakes of the locomotive, the further movement of the train is carried out only with the help of an auxiliary train. If the train cannot continue due to a malfunction, the driver must

III. Following in the wrong direction: 1. Returning from the haul to the station of departure Order of the train dispatcher to close the haul track (section); at a speed not exceeding 20 km/h to the place specified in

2. In the wrong direction from the station A copy of the train dispatcher's order to close the track (section); at a speed not exceeding 20

3. In the wrong direction from the haul Order of the train dispatcher to close the haul track (section); at a speed not exceeding 20

1. In the wrong direction Permission on a form with a red stripe diagonally, at a speed of no more than 20 km/h (when driving a locomotive crew - no more than 35 km/h) only for a train that is used for two-way traffic, with the right to enter the station.

1. In the wrong direction Permission on a form with a red stripe diagonally, at a speed of no more than 20 km/h (when driving a locomotive crew - no more than 35 km/h) for only one train, designated by the dispatcher, with the right to enter the station.

CHAPTER 18 TRAIN TRAFFIC GENERAL REQUIREMENTS 18.1. The movement on the line should be managed by only one employee - the train dispatcher, who is responsible for the implementation of the train schedule on the line he serves. Orders of the train dispatcher are subject to unconditional

The driver is obliged to take the order of the DSC to follow with a faulty ALS, R / st, for this (in the event of a malfunction of the R / st) it is necessary to stop at the first station and contact the DSP or DNC in another way.

In the event of a malfunction of the ALS, the order of the DSC is taken at each dispatch site, in addition:

at each pre-entry signal, the driver must, to confirm vigilance, briefly handle the driver's crane conv. No. 394 set to the 1st position (regardless of whether ALS is on or not);

follow the yellow signal (two yellow ones) at a speed of no more than 40 km / h; on the way, it is forbidden for the assistant driver to leave the control cabin, while one of the members of the brigade performs his duties while standing;

upon arrival and depot, make an entry in TU-152 and on the reverse side of the speedometer tape, report to the head of the depot with a report;

upon arrival at the PTOL, together with the instrumentation fitter, draw up a report on the existing malfunction (its cause);

Departure of the train, when following the arrival of the DNC with a faulty ALS, in conditions of poor visibility, should be carried out only on a free run.

The locomotive crew must remember that in the event of a malfunction of the ALS, a non-burning traffic light must be followed as prohibiting.

Movement but the wrong way on the signals of a locomotive traffic light

With a green light, drive at a speed of no more than 80 km / h.

When a yellow light appears at a locomotive traffic light, reduce speed to 50 km/h.

When a yellow light with red appears after a yellow light, slow down to 20 km / h and, following the procedure for approaching a prohibition signal, stop at the first passing signal in the opposite direction.

After stopping, finding out the next block section is free (if necessary), releasing the brakes, follow the point as a passing signal with a forbidding fire at a speed of no more than 20 km / h, with special vigilance and readiness to stop. If, while following the haul, the red signal of the locomotive traffic light changes to red and yellow - proceed at a speed of no more than 20 km / h, and when yellow or green appears - the driver can increase the speed, but not more than up to 40 km / h.

In the event of a sudden appearance at a locomotive traffic light instead of a permissive yellow light with a red, red or white light or when the lights of the locomotive traffic light disappear, the driver must take measures to reduce speed and drive the train to the end of the block section or until the permissive signal appears at the locomotive traffic light with a special vigilance and at a speed that ensures the possibility of timely stopping in front of an obstacle If at the end of the block section a yellow light with a red, red or white light remains at the locomotive traffic light or when the lights are not lit, stop at the first passing signal of the opposite direction and continue moving in the order indicated above

In all cases, the speed of entering the station of a train following the wrong track, with an enabling indication of the input traffic light should not exceed the one set for side track reception.

On double-track hauls equipped with automatic blocking with traffic on the wrong track according to the indications of the locomotive traffic light, if the exit traffic light for the wrong track does not open or is absent, The departure of the train is carried out after the termination of the auto-blocking.

If there are crossings on the stretch, follow the guarded crossing at a speed of no more than 40 km / h, along the unguarded crossing - no more than 25 km / h.

according to the signals of the locomotive traffic light.

26.1. The departure of the train on the wrong track according to the signals of the locomotive traffic light is carried out at the open exit traffic light with one white and one yellow flashing lights at a speed of not more than 40 km / h, and after entering the stage - according to the indications of the locomotive traffic light.

If it is impossible to open a traffic light, the departure is carried out after switching to telephone means of communication, a travel note serves as a permission to depart and occupy the stage.

26.2. The speed when following the wrong path along the haul according to the signals of a locomotive traffic light should be no more than:

Installed for this haul at green light;

50 km / h when a yellow light appears;

20 km/h at the appearance of "KZh" with a stop in front of a traffic light of the opposite direction, located on the left side.

26.3. In the event of a sudden appearance at a locomotive traffic light instead of a permissive indication of a white, red or red-yellow light, the driver must reduce the speed to 20 km / h, stop the train at the first oncoming traffic light located on the left side.

26.4. If, after stopping at the traffic light, the yellow or green light does not light up on the locomotive, then after the release of the brakes, further movement is allowed (except when the driver knows that the block section ahead is occupied by rolling stock) at a speed of no more than 20 km / hour, with special vigilance and readiness to stop in case of an obstacle, until the next traffic light located on the left side.

26.5. If, while driving, a yellow or green light appears at a locomotive traffic light, it is allowed to increase the speed until the next through traffic light up to 40 km/h.

26.6. When following the stage, it is necessary to give warning signals (-- - --) at least twice per kilometer.

Guarded crossings proceed at a speed of no more than 40 km / h, unguarded - 25 km / h.

26.7. The train is received at the station by an open input signal located on the left or right side.

In any case, the speed when receiving at the station on an open input signal should be no more than that set for reception on a lateral track.

If the input signal is closed or absent, then the train must be stopped (even if the input signal is further than the signal sign "Station border") without passing the sign "Station border".

This requirement must be met when driving a train by an electric locomotive, since stopping immediately before the input signal, you can find yourself in an air gap.

26.8. If at the temporarily installed traffic light (to receive trains from the wrong track), the red light goes out (lamp burnout or some other reason), when entering the block section in front of the entrance traffic light, a red light should appear on the locomotive traffic light. In this case, the driver must bring the train at a speed of no more than 20 km / h to the extinguished input traffic light and stop in front of it.

26.9. In order to avoid unreasonable braking when the connected train follows the wrong track, it is allowed to turn off the SAUT based on the ALSN signals.
27. Departure of trains from the station when switching to telephone means of communication

(according to travel note)

27.1. When a train departs on the right or wrong track on double-track, as well as on single-track sections, when switching to telephone means of communication, the right to depart and take the haul is a waybill.

The waybill gives the right to follow the prohibiting indication of the exit traffic light and follow the input signal or the signal sign "Station Border" of the next station.

In any case, after receiving a travel note, before departure, the driver must receive confirmation of departure from the chipboard (by R / S, station communication, manual departure signal, etc.)

27.2. The speed of following in this case along the correct path of a double-track section and on a single-track section is established by order of the head of the road.

The speed of following the wrong track of a double-track section is not more than 80 km / h for the first freight train (for a passenger train - set for a given haul on the right track), for subsequent ones - no more than 40 km / h for freight trains (60 km / h for passenger trains).

27.3. When following the wrong path of a double-track section, it is necessary to give warning signals (long-short-long) at least 2 times per 1 km, proceed at a guarded crossing at a speed of no more than 40 km / h, unguarded - 25 km / h.

27.4. The train can be received at the station by an open input signal or by one of the types of permits established for receiving trains with a closed input signal. (Item 16 of this recommendation).

27.5. When entering the haul, the driver must switch the ALSN with the VK button to a white light and follow in the periodic vigilance check mode.

If at the same time ALSN failures occur during the journey, then it is allowed to turn off the autostop with the EPK key for the entire period of the route. When entering the site, with a properly functioning auto-lock, immediately turn on the ALSN.
28. Reception and departure of trains in case of malfunction of route indicators

directions and ways of receiving.

28.1. When departing from the track with an open output signal, but not a burning route indicator (from white light bulbs), the driver must receive information from the chipboard where the train is going.

28.2. When receiving at the station with an open input traffic light, but not a burning indicator of the receiving path and the impossibility of promptly obtaining additional information from the chipboard, the driver must follow this traffic light non-stop, with increased vigilance and the minimum speed set for reception on a side track, since it is not known at what way or to which park the train is accepted.
29. The procedure for the departure of trains at group traffic lights.

29.1. In the event of a malfunction of a group traffic light, the departure is made by a registered order of the chipboard, transmitted by radio or by permission on a green form with the completion of paragraph No. 1.

29.2. In the event of a malfunction of the route indicator at a group traffic light (made of green lights), but an open signal, the departure is made according to the registered order of the station attendant, transmitted by R / C or by permission on a green form with filling in paragraph No. 2.
30. Departure of a train whose head is behind a traffic light and

the driver does not see an open signal.

The driver, after making sure that the floor signal is open, can set the train in motion only after receiving a registered chipboard order transmitted by radio or if there is permission on a green form with filling in paragraph No. 2.
31. Reception at the station of trains that do not fit within the boundaries of the useful length of the receiving track.

31.1. In this case, the station attendant by radio communication can transmit to the driver of the received train permission for the non-stop passage of the exit (route) traffic light on the receiving path along the moon-white light on the mast of this traffic light with the red light extinguished.

The driver must stop the train at the command of the chipboard, signalman or DSPP, or near the landmark indicated by the station attendant.

If, after passing the exit (route) traffic light with a moon-white light, a shunting traffic light with a prohibitory indication is encountered, the driver must stop in front of it.

31.2. If permission is not received via radio communication from the station duty officer for the non-stop passage of the moon-white light at the exit (route) traffic light, the driver must stop the train without passing it.

31.3. At the Barabinsk station, when receiving a long train, a train signal may be opened at the route traffic light. In this case, the chipboard warns the driver about the place where the locomotive stops, the route traffic light proceeds without stopping, the shunting signals included in the route have no signal value in this case.
32. Assistance by an auxiliary locomotive.

32.1. In the event of a forced stop of a train on a haul due to a malfunction in the train or on the locomotive, the driver, in the prescribed manner, notifies the drivers of the following trains, and when the brakes are activated, the drivers of oncoming trains, as well as the chipboard stations that limit the haul.

If a locomotive of a freight train malfunctions, the driver is obliged to request an auxiliary locomotive and proceed to find and eliminate the malfunction.

The driver of a passenger train, no later than 10 minutes after the stop, is obliged to report to the DSP about the possibility of moving on on his own or request assistance.

32.2. When requesting assistance, the driver is obliged to report the location of the head of the train (km, picket), the time of requesting assistance.

When disconnecting a train, the distance between parts of the train must be reported.

32.3. Auxiliary locomotives in all cases are sent to the haul, which is closed for the movement of all other trains. The locomotive driver is issued a permit on a white form with a red diagonal stripe. Based on the requirement and depending on which side (from the head or tail) assistance is provided, it must indicate the place (kilometer) to which the auxiliary locomotive should follow. With this permission, the driver can leave only after an additional indication of the chipboard, transmitted by R / S, station communication or a manual signal for departure.

The driver of the auxiliary locomotive, when entering the haul, is allowed to turn off the ALSN if the codes fail and it is impossible to drive with a white light at the locomotive traffic light.

32.4. The auxiliary locomotive must proceed at the prescribed speed for the given track, but two kilometers from the place specified in the permit, the driver must reduce the speed to ensure a stop in front of a sudden obstacle.

Before reaching the train, the driver is obliged to stop, coordinate actions with the driver of the standing train, and only after that perform the coupling.

After testing the brakes (if necessary), the train is taken to the station indicated in the permit on a white form with a red diagonal stripe.

When providing assistance to a passenger train by an electric locomotive, the train follows under the control of the driver of the passenger train. When assisting a passenger train by a diesel locomotive, the train follows under the control of the diesel locomotive driver, the passenger train driver is in the cabin of the diesel locomotive and directs the actions of the diesel locomotive driver. The speed of the passenger train in this case is determined by the design speed of the locomotive providing assistance.

In all cases, when moving along the wrong path, the driver is obliged to give warning signals at least 2 times per 1 km and the guarded crossings proceed at a speed of no more than 40 km / h, and unguarded - 25 km / h.
33. The movement of recovery and fire trains.

33.1. The departure of recovery and fire trains for the haul is carried out by permission on a white form with one red diagonal stripe, while the provisions of paragraph 32.4 must be complied with to ensure safe movement.

33.2. Each recovery or fire train sent to the haul must be accompanied by the head of the station limiting the haul, his deputy or an off-duty duty officer at the station.
34. Assistance to a train that has stopped on the haul, followed by a locomotive

or a locomotive with a train when auto-blocking.

34.1. On sections equipped with automatic blocking and train radio communication, in conditions of good visibility, to assist a stopped train, you can use:

A single locomotive following a stopped train along the haul;

Locomotive. uncoupled from the composition of a freight train following the haul after the stopped train;

Behind the going freight train without uncoupling the leading locomotive from it.

34.2. Assistance to the following single locomotive is carried out according to the registered order of the train dispatcher, transmitted by radio to both drivers.

Having received the order, the driver of the locomotive, without stopping, at a speed ensuring a stop at the tail of the train that has stopped in front, but not more than 20 km / h, without removing the red light at the locomotive traffic light with the "VK" button, will follow the through traffic light with a prohibitory indication.

Before reaching the tail car of the stopped train 15 - 20 meters, the driver must stop the locomotive and, after checking the automatic couplers and coordinating the actions with the driver of the standing train, attach to the train.

Further actions are performed at the command of the head locomotive driver.

34.3. The provision of assistance by a locomotive, uncoupled from the train behind the train, is carried out according to the registered order of the train dispatcher, transmitted by radio to the drivers of both trains.

Having received an order, the driver of the following train secures the left train with shoes and hand brakes, unhooks and follows the occupied block section without stopping at the red traffic light at a speed that ensures a stop at the tail of the train in front, but not more than 20 km / h. Before reaching the tail car of the stopped train 15 - 20 meters, stop, put the automatic coupler on the buffer and, having coordinated your actions with the driver of the standing train, drive up to the train.

The push starts at the command of the driver of the first train.

34.4. When the need has passed, the second locomotive returns to its train, the driver checks the condition of the automatic couplers, couples the locomotive with the train, charges the TM, makes a reduced brake test, and only after that the brake shoes are removed and the hand brakes on the cars are released.

Assistance to a train that has stopped on the haul due to a malfunction of the electric locomotive by a freight train going behind without uncoupling the leading locomotive from it is carried out in exceptional cases and provided that the weight of the docked trains per one serviceable locomotive does not exceed the established norm.

34.5 It is forbidden to unhook the locomotive from a human train, from a train with a discharge load for assistance, and if the braking means are not enough to secure the remaining train.

It is also forbidden to use such trains for assistance without uncoupling the locomotive.
35. Actions of the driver when signs are detected

violation of the integrity of the brake line

If, when a freight train is moving, its speed does not decrease without the driver activating the brakes, but there are signs of a possible rupture of the brake line (frequent switching on of compressors or a rapid decrease in pressure in the main tanks after turning off the compressors when the sandboxes and typhons are not working, the brake line rupture alarm with a sensor No. 418) turn off the thrust, transfer to 5–7 sec. the handle of the driver's crane to the shutdown position without power and observe the pressure of the brake line.

If after this there is a rapid and continuous decrease in pressure in the brake line or a sharp deceleration of the train, not corresponding to the influence of the track profile , perform service braking, after which the driver's crane handle translate intoIIIposition and stop the train without applying the auxiliary brake of the locomotive, find out and eliminate the cause.

When inspecting a train after the automatic brakes have been activated, even if the cause has been discovered and eliminated, the inspection should be carried out in any case up to the tail car with a mandatory check of the tail car number and the presence of a tail signal.
36. Actions of the locomotive brigade during the disconnection, rupture of the train on the haul.

36.1. When disconnecting (self-disengaging) a train on a haul, the driver must:

Immediately report the incident by radio communication to the drivers of trains following the haul and chipboard stations that limit the haul;

Through the assistant driver or personally check the condition of the couplers of the disconnected cars and, if they are in good condition, couple the train;

Carry out a reduced brake test;

Before resuming traffic, check the number of the tail car and the presence of a tail signal on it against the full-scale sheet.

a) during fog, blizzard and under other adverse conditions, when the signals are difficult to distinguish;

b) if the unhooked part is on a slope steeper than 0.0025 and, when pushed, can go in the direction opposite to the direction of movement;

If the train contains wagons with bit loads.

36.3. In these cases, to connect the disconnected parts, assistance can be provided to the following single locomotive or freight train with or without uncoupling of the locomotive from the train according to the registered order of the train dispatcher, transmitted to the drivers of both trains by radio.

In this case, the connection of the uncoupled train is carried out in the following order:

The driver of the second locomotive, having received the dispatcher's order, couples with the tail section of the first train;

Coupling is carried out either by retracting the head section, or by thrusting the tail section by the locomotive or by the following train.

36.4. In case of self-uncoupling of the train due to a malfunction of the automatic coupling mechanism, it is necessary to proceed as follows:

a) if the lock spontaneously sinks into the body of the automatic coupler, it is necessary to bring it into the engaged state and drive a wooden wedge between the signal process and the body of the automatic coupler from the side of the small tooth;

b) if the lock is stuck in a recessed state, it is necessary to interlock and hammer a brake block 40-45 mm thick into the space of one automatic coupler instead of the lock.

By tensioning the train, check the reliability of the clutch.

When checking the clutch, while the train is being tensioned, the driver's assistant must be in a safe place, since the block can fly out of the mouth of the automatic coupler.

36.5. Driving with a jammed automatic coupler is allowed only to the first station, where it must be repaired or the car uncoupled.

36.6. If it is impossible to connect the train, the driver must inform the dispatcher about this.

The withdrawal of the train in this case can be made:

With the help of an auxiliary locomotive sent from the station;

With the help of a following single locomotive;

With the help of the following train without uncoupling or with uncoupling of the locomotive;

In parts.

36.7. In any case, if the tail section of the train is driven forward by the cars, the brake line of the pushing locomotive must be connected to the brake line of the uncoupled part and a reduced brake test must be made with this group of cars.

The following speed in this case should not exceed 5 km/h.

At the same time, an assistant driver must be in front in the direction of travel on the brake pad or a special footboard.

36.8. The withdrawal of a train with tail non-brake cars is possible only if the train is on the platform or on a slope towards the station in front. Otherwise, an auxiliary locomotive must be called. In case of violation of the integrity of the brake line and the impossibility of eliminating the malfunction on the stage, the train is brought to the station in front at a speed of not more than 50 km/h in such a way that the input signal of the station follows at a speed of not more than 20 km/h, for 400 - 500 meters the speed should be no more than 10 km/h and stop the train at the prohibition signal.
37. Settling a freight train on a stretch on a lighter profile.

If a freight train following a haul equipped with automatic blocking stops on the rise and in order to be able to continue its movement, it must be laid down on a lighter profile, then this can only be done by a registered order of the train dispatcher, transmitted to the locomotive driver and chipboard behind the lying station when free from the trains of the track section from the train to the station:

"Order No. ___. Train driver No. _____, I allow the train to lay down on a lighter profile, a section of the track to the input signal (the signal sign "Station Border" is free from trains. DNTs _________."

During the back of the train, there must be an assistant driver or another employee of the railway. transport involved for this purpose.

The speed of upsetting is not more than 5 km/h.
38. The procedure for the return of the train to the station in case of automatic blocking.

38.1. In the event of a forced stop of a freight train on the haul and the need to return to the departure station, debarking is carried out in the following order:

a) if the tail of the train is within the station, then the stop of such a train is carried out by shunting on the oral instructions of the station attendant at a speed of not more than 5 km / h;

b) if the train stopped without releasing the first block section, then the stop of the train to the signal sign "Station Border" or the entrance signal is carried out with the permission of the station's chipboard. When the train stops at the border of the station, the speed must be no more than 5 km/h. Ahead of the upset train, there must be an assistant driver or another railway worker on the brake pad or on a special footboard of the car. transport involved for this purpose.

Reception of a train to the station from the sign "Station Border" is carried out according to the registered order of the station duty officer, transmitted by radio;

c) if the train has stopped, having completely passed the first block section or several block sections, then the stop of the train to the border of the station is carried out according to the registered order of the station duty officer, transmitted by radio at a speed of not more than 5 km / h with the obligatory presence on the brake pad or a special footboard of the first in the direction of the carriage of the assistant driver or other employee of the railway. vehicles for this purpose.

The train is accepted to the station according to another registered order of the chipboard, transmitted by radio.

Station duty officers, if the receiving path is free, can be given one registered order both to stop the train to the station border and to receive the train to the station.

38.2. If it is necessary to unload a single locomotive or MVPS at the departure station, their unloading to the station border and acceptance to the station is carried out according to the registered orders of the DSP.

In this case, the driver needs to go to the head (in the direction of travel) cab.

In this case, the speed of upsetting should ensure a timely stop within the visibility of the signals.

Stopping passenger trains is not allowed. Their return to the station is carried out by an auxiliary locomotive.
39. Transfer of locomotives in a non-operating state.

39.1. Transfer of inoperative electric locomotives of the operated fleet.

When the temperature is above zero and there is no snow cover, in the order of adjustment, it is possible to send electric locomotives of the VL10 series in an inactive state without a locomotive crew, as a rule, with trains with a second locomotive of no more than one, or in rafts of no more than 4 inactive under the control of one brigade.

39.2. The preparation of the raft is carried out in the following order:

Make sure that there is air in the GR of cold electric locomotives. The pressure must be at least 4 kgf / cm 2. If the pressure is less than 4 kgf / cm 2, then take in air from a neighboring locomotive by connecting pressure lines between them or, by raising the pantographs, pump up the GR with compressors .;

On all driven electric locomotives, open the cold-running valves, close the double-thrust crane in the working cabins, and the cock handle conv. No. 394 put in position 6, the handle of the crane conv. put No. 254 in the train position, put the engine cut-off knives in the neutral position, turn off the battery of all cold electric locomotives, except for the last one;

Connect the brake lines of electric locomotives;

Make sure that air passes through the cold running valve on each driven electric locomotive. For this purpose, on a cold electric locomotive, release air from the GR to a pressure of 4.0-4.5 kgf/cm 2 . After closing the drain valve, the pressure in the GR should rise to the pressure in the brake line;

Set V/R on the driven locomotives to medium and flat modes, on the leading locomotive - loaded, flat.

Test the brakes

Designate the raft with signals in the established order;

Close doors and windows on driven locomotives.

The speed of following the site is not more than 80 km / h.

The speed of following with a raft along the railway. bridge over the Irtysh, no more than 60 km/h.

39.3. Transfer of electric locomotives, if necessary in winter conditions, can be carried out in rafts of no more than 3 hot electric locomotives by two locomotive crews.

In any case, no more than 3 pantographs can be raised simultaneously in the raft.

The driver of the second brigade must be on the last locomotive, the assistant driver of the second brigade must be on the second locomotive.

Radios on all locomotives must be turned on.
40. Transfer of locomotives of an unused fleet.

The transfer of locomotives of an unused fleet can be carried out as part of a train or in rafts.

It is allowed to put two single-section locomotives, one two-section or three-section locomotive, or one steam locomotive into a freight train.

The speed of following with such trains depends only on the actual brake pressure in the composition and the permissible speed for these locomotives.

When sending locomotives of an inactive fleet, their number in rafts should not exceed:

20 single-section;

10 two-section;

7 three-section.

Rafts must be accompanied by conductors in the amount of three people for every 5 locomotives.
41. Actions of the locomotive brigade to prevent damage

contact network and current collectors.

(From order 127-N)

41.1. Under normal conditions, except for icy conditions, electric locomotives, as a rule, must operate on one pantograph.

At stops, it is necessary to raise the second pantograph. After departure and reaching a speed of 10-15 km / h, lower one pantograph.

With two electric locomotives at the head of the train or when following a raft, work is carried out with one raised pantograph on each electric locomotive.

When two electric locomotives are parked at the head of the train, it is necessary to lift the second pantograph on the first electric locomotive, which lowers after starting off at a speed of 10-15 km/h.

Raising and lowering pantographs is allowed only when the power and auxiliary circuits are disconnected.

Lifting of pantographs while moving is allowed only on the main tracks at a speed of not more than 60 km/h.

Before stopping at a speed of 5-10 km / h, it is allowed to lift the second pantograph with the power circuits disconnected.

41.2. Shunting work is carried out on two pantographs, while it is allowed to lower the second one if there is no sparking on the pantograph.

Stopping and parking of electric locomotives with raised pantographs in places of current divisions, on insulating mates of anchor sections (air gaps) and sectional insulators.

Raising and lowering pantographs when moving under artificial structures, anchor sections, sectional insulators, air arrows and at a distance closer than 70 m from them.

In the event of a forced stop under the current sections, immediately lower the pantographs and report this to the power dispatcher through the chipboard of the nearest station.

41.4. In order to reduce the wear of the contact wire and pads on the pantograph skis, following the Barabinsk - Ishim - Isilkul sections should be carried out on the rear pantograph.

When working in the transmission movement and on the Irtysh section, the rear pantograph must be raised during movement.

In the event of a malfunction of one of the pantographs, it is allowed to park and start the train from its place on one pantograph. Following with such an electric locomotive is allowed only to the nearest repair point.

41.5. Lowering the temperature below -30 o C.

For long-term (more than an hour) parking on station and traction tracks at a temperature of -30 ° C and below, every 30 minutes alternately raise and lower the pantographs with the power and auxiliary circuits turned off.

41.6. Lowering the temperature below -40 o C.

In order to avoid burnout of the contact wire, ensure the starting and departure of long standing trains (a day or more) with a pushing locomotive.

41.7. When the wind comes.

When winds exceed 30 m/s, warnings should be issued to limit the speed to 40 km/h in the following areas:

Driving Path Km

Kukharevo-Moskalenki 1 and 2 2792-2795

Moskalenki-Piketnoe 1 and 2 2812-2814

Piketnoye-Maryanovka 1 and 2 2845-2848

Luzino-Karbyshevo Branch No. 2 2887-2890

Nazyvaevskaya-Kochkovatsky 1 and 2 2574

Kochkovatsky-Dragunskaya 1 and 2 2588.2591-2596

Dragunskaya-Novokievskiy 1 and 2 2624-2625

Novokivevsky-Lyubinskaya 1 and 2 2651-2654

Lubinskaya-Petrushenko 1 and 2 2665-2669, 2680-2682

Petrushenko-Karbyshevo 1 and 2 2685, 2699-2704

Petrushenko-Entrance 1 10-11

Moskovka-Omsk Vostochny 1 1-4

Gustafyevo-Syropyatskaya 1 and 2 2731-2734

Syropyatskaya-Interchange 2 2-5

Syropyatskaya - Kormilovka 1 and 2 2751

Kormilovka-Kalachinskaya 1 and 2 2760-2764

Kalachinskaya-Valerino 1 and 2 2797

Valerino-Colony 1 and 2 2826-2830

Colony-Karatkansk 1 and 2 2833-2839

Karatkansk-Tatarskaya 1 and 2 2870-2874

Fadino-Irtyshskaya 1 and 2 25-Irtyshskaya

Kirzinskoe-Barabinsk 1 and 2 3010-3015

41.8. The onset of ice.

The release of heavy and double trains is prohibited.

41.9. The locomotive crew must:

When accepting an electric locomotive at the depot, check the condition of the pantographs, the presence of anti-icing lubricant on moving parts, which must be replaced immediately before being issued for the train;

When parking at the station or depot tracks, periodically clean the pantographs by raising and lowering them every 5-10 minutes with the power and auxiliary circuits turned off. If this measure does not release the pantograph from ice, lower it and immediately report to the chipboard and the train dispatcher;

Before the departure of the train after parking for 10 minutes or more, unhook the electric locomotive, lift two pantographs and run the wire 2-3 times within the area allowed by the station attendant, but not less than 30 m.

If after the above run-in ice is not removed from the wire, then the train is dispatched only after it has been upholstered with a vibropantograph or vibratory drums, or with a pushing locomotive.

When sending a train on double traction or a raft with two or three operating locomotives, raise three pantographs, two of them on the first electric locomotive. After the disappearance of the spark, lower the second pantograph;

If sparking from icing is noticed along the train route, it is necessary to raise the pantograph at a speed of not more than 60 km / h with the power and auxiliary circuits turned off.

Immediately inform the dispatcher about the appearance of ice.

41.11. When operating an electric locomotive with a vibropantograph for cleaning ice, monitor the quality of cleaning. At the same time, in order to avoid damage to the contact wire, the speed must be at least 5 km/h and not more than 40 km/h.

If one pass of the vibropantograph does not provide complete cleaning of the contact wire, it is necessary to pass 2-3 times. The worker of the contact network distance and the electric locomotive driver allocated for the detour are responsible for the quality of cleaning.

41.12. Self-oscillations of the contact network.

If self-oscillations (dance) of wires are observed on the contact network, drive through this section at a speed of no more than 30 km / h, lifting two pantographs, which is immediately reported to the energy dispatcher through the chipboard.

42. Shunting work.

42.1. Before starting shunting work, the locomotive crew must be familiarized with the plan for the upcoming work.

It is forbidden for the driver of a locomotive performing maneuvers to set the locomotive in motion without receiving instructions from the head of maneuvers personally, by radio communication or given by hand-held signaling devices. In addition to the indication or signal of the leader of the maneuvers, before leaving for the centralized turnouts, the driver must make sure that there is a permissive indication of the shunting traffic light.

Also, the driver of the locomotive performing shunting work is prohibited from setting the locomotive in motion to leave the track on which the cars remain, without receiving a message from the head of the maneuvers about their securing. In this case, the driver must be informed about the number of brake shoes and on which side they are laid. The driver must duplicate the received message to the station attendant via radio communication.

In the absence of shunting traffic lights, before leaving for the centralized turnouts, the driver must receive a message about the readiness of the turnouts for shunting movements from the station attendant.

Driver! Remember that if you, on a single locomotive or with a shunting train, followed the white light of the shunting traffic light and stopped in front of the centralized arrow, without using the prepared route to the end, and there is no shunting traffic light in front of it, then after 1 minute after the overlap on the prohibitory indication of the shunting signal left behind, it is possible to translate the arrows in front of the locomotive or shunting train. Therefore, further movement is possible only at the direction of the chipboard.

The chipboard does not have the right to redo the route without warning the driver, but it is precisely because of violations of these provisions, both by the station attendant and the driver, that the arrows crash without passing the prohibition signal.

42.2. The passage of a shunting traffic light with a prohibitory indication with a ready route is allowed at the direction of the duty officer at the station, post or park, handed over to the driver of the shunting locomotive personally, by radio, two-way park communication or through the work manager (compiler).

42.3. Shunting work with the number of wagons not more than 10 can be carried out with one drafter, with the number of wagons more than 10 - shunting work must be carried out with two compilers.

If, during shunting work, the nearest drafter disappeared from the field of view of the locomotive crew, then the driver must immediately stop the train.

42.4. In the presence of direct radio communication between the compiler and the driver of the shunting locomotive, the number of cars when working with one compiler is not limited.

42.5. When performing maneuvers with a group of wagons or with a composition, the brakes must all be on.

When performing maneuvers on station tracks located on slopes, the locomotive must be on the side of the descent. If it is impossible to set the locomotive from the side of the descent, the automatic brakes must be turned on and tested.

42.6. It is forbidden to follow the track from which the passenger train departs, locomotives and shunting trains until they completely clear this track.

Drivers of locomotives standing on a track occupied by a passenger train are prohibited from moving after a departing passenger train until they receive a message that the track has been completely cleared.

42.7. Shunting work with going beyond the border of the station.

On the right path on a double-track section - permission for chipboard.

On the wrong path on a double-track section - a travel note.

On a single-track section - a wand key or a travel note.

On a single-track section, in the presence of a wand key, the first exit is carried out by an open train signal at the exit traffic light. Subsequent trips outside the station are carried out, in the presence of a wand key, with a closed output signal, according to the signals of shunting traffic lights or, in their absence (malfunction), at the direction of the chipboard.

42.8. Fastening wagons.

When performing maneuvers, it is strictly forbidden to leave individual wagons or groups of wagons without securing them with brake shoes.
43. Securing wagons when uncoupling a locomotive from a train at stations and hauls.

43.1. At all stations, uncoupling from the train is prohibited until information is received on securing it with brake shoes in accordance with the norm established by the TPA of the station.

43.2. When a locomotive is uncoupled from the train at an intermediate station, it is fixed with brake shoes according to the norm established by the station's TRA, with a roll on the shoes.

In all cases at the station, when uncoupling a locomotive from a train, permission from the chipboard is required

43.3. If it is necessary to secure the train on the haul, the driver must be guided by the following standards in accordance with order 125-N dated 11.10.01:

On slopes up to 12 thousandths, for every 100 tons of train weight, the following is required:

For every 100 tf of train weight, 1 brake shoe must be laid or one brake axle should be actuated when the axle load is less than 10 tf and 0.6 brake shoe or one brake axle when the axle load is 10 tf or more.
44. Work with snowplows.

44.1. To work with snowplows, you must have at least one year of experience as a driver with the conclusion of an instructor driver with an entry in the work form.

44.2. Preparation of the locomotive for work with a plow snow plow.

When issuing an electric locomotive for a snow plow, it is necessary to carefully check the serviceability of snow protection devices. Place filter circles on the fan sockets, check the locks and close the prechamber doors. Operate the snow blower only at low fan speeds.

After working with a snow plow, clear the VVK, prechambers from snow, remove the filter circles. The electric locomotive should follow the reserve to the nearest main or reverse depot, where the insulation of electric machines should be checked and, if necessary, they should be dried.

44.3. Work with plow snow plows.

44.3.1. The path is cleared of snow on hauls by plow snow plows SDP or SDPM.

As a cover between the locomotive and the snowplow, an empty box car or gondola car is placed, equipped with a two-span air supply (brake line and a flight pipe for connecting the snowplow's working body) and with a serviceable automatic brake.

When working with new all-metal snowplows SDP and SDPM, which have an extended base and long-range snow throw beyond the track, you can work without cover.

44.3.2. The driver's crane is adjusted to a pressure in TM of 5.3-5.5 kgf/cm 2 .

The coupling of the locomotive with the wagons and the snow plow, the connection of the end sleeves of the brake and feed lines with the working body of the snow plow is carried out by the assistant locomotive driver on the signals and order of the work manager.

After connecting the lines, the snowplow driver is obliged to check the charge of the working line and the operation of the check valve and valves of the ZMD. The pressure in the working tanks of the snow plow should not exceed 6.0-6.2 kgf/cm 2 .

When checking the density of the working line of the snow plow at a pressure of 5.0 kgf / cm 2, a pressure drop of 0.2 kgf / cm 2 / 1 min is allowed.

After checking the density of the TM (with the double thrust valve closed, the pressure drop from the normal charger by 0.2 kg / cm 2 should not be faster than in one minute), a complete test of the brakes is carried out by the automatic inspector together with the snowplow driver and a certificate of brakes is issued to the driver VU-45.

The auto brakes of the snowplow, cover car and locomotive must be on.

The air distributor of the locomotive is set to the loaded mode.

The working line of the snowplow during operation is connected to the supply line of the electric locomotive.

44.3.3. The serviceability of sound signals, the serviceability of radio communication and the operation of the signaling between the locomotive and the snowplow are checked.

The correct condition of sound signals, radio communication and signaling between the locomotive is recorded in the logbook TU-152 and certified by the signatures of the locomotive driver and the work manager.

44.3.4. The operating speed on hauls of snowplows equipped with an automatic brake should be no more than 70 km / h, those not equipped with an automatic brake - no more than 60 km / h. Operating speed at the station is not more than 40 km/h, plow from 10 to 15 km/h.

When working with a snowplow located in front of the electric locomotive, ALSN and SAUT are turned off.

When following the haul, the head of work transmits the corresponding lights of floor traffic lights (Z, Zh, KZh) to a portable signaling device on the locomotive, and if necessary, stops, lights a red light.

When passing through places of speed limitation, fenced with portable signals, the work supervisor must turn on a yellow light on a portable signaling device and give sound signals to reduce the speed.

44.3.5. The locomotive driver on the route when the snowplow moves ahead must:

Repeat with a high volume sound signal the change of lights on a portable signaling device and comply with their requirements;

While moving, keep the handset of the radio station raised in the "Reception" mode, repeat all the commands of the work manager and carry them out;

When yellow and red lights appear on the locomotive signaling device at the same time, reduce speed so as to ensure a stop without passing the prohibition signal. When a red light appears on the locomotive signaling device, take all measures to stop without passing the prohibition signal.

44.4. Work with snowplows type SM.

44.4.1. Clearing of tracks at the stations is carried out by snow removal trains PKTB UP MPS.

The snowplow train consists of the head car CM-2, one or two intermediate and one end gondola cars. The snowplow train is moved by a locomotive. The locomotive is not specially prepared to work with a snowplow.

44.4.2. The locomotive driver must:

a) clearly and in a timely manner to carry out the commands of the work manager;

b) before hitching the locomotive to the snowplow train, obtain permission from the driver CM-2 to couple;

c) adjust the pressure in the TM within 5-6 kgf / cm 2, check the adhesion of the locomotive to the end gondola car SM-2 and the correct connection by the assistant driver of the locomotive cranes, end sleeves and the opening of the valves;

d) after charging the working line SM-2, close the combined valve and, together with the driver SM-2, check the operation of the check valve between the working and brake lines of the snowplow;

e) to carry out, together with the SM-2 driver, a complete testing of the brakes with an entry in the TU-152 log. Before leaving for the haul, a complete testing of the brakes is carried out jointly with the employees of the wagon economy with the issuance of a VU-45 certificate;

f) check the operation of radio communication with the CM-2 driver;

g) when unloading snow on electrified tracks between the supports of the contact network, carefully monitor the position of the unloading conveyor;

h) before setting the train in motion, make sure that there are no stop signals from the train and from station workers;

i) in cases that threaten people's lives or traffic safety, radio communication malfunctions, immediately stop work.

The speed during the operation of the snowplow should be no more than 5-10 km / h.

44.4.3. If it is necessary to transfer the snowplow train to other stations, the transfer is usually carried out by a separate locomotive.

The speed of movement on the main tracks of the haul and stations is not more than 50 km/h, on the side tracks - no more than 25 km/h.
45. Features of maintenance of electric locomotives in winter conditions.

45.1. In the winter period, a unified procedure for purging the mains of an electric locomotive is established during acceptance and delivery by locomotive crews.

The air intake louvres are fitted with investment fabric and vasoprone filters.

45.2. During sudden snowfalls and blizzards during the transitional period, if there are no filters on the blinds, install filter circles on the funnels, the fans should operate at low speed. It is also possible to switch to a partially closed ventilation system, described in paragraph 44.2.

After the end of the snowfall or blizzard, the locomotive crew must remove the filter circles, clear them of snow and fix them in the designated place. Clear the VVK and forechambers from snow.

45.3. When parking an electric locomotive at stations or a stage with raised pantographs at temperatures below -25 ° C, lower and raise the pantographs alternately every 30 minutes with the auxiliary machines and furnaces turned off. At temperatures below -30 ° C, periodically lower and raise the pantographs after 5-10 minutes.

For more accurate operation of electro-pneumatic devices in the winter period, regulate the pressure in the control circuits within the range of 6.0-6.5 kg / cm 2.

45.4. To prevent freezing of pneumatic drives of devices at temperatures below -30 ° C, it is recommended to heat the air in the VVK from the starting resistances with the removal of the extreme ceiling shields, preventing overheating of the starting resistances.

Warm up cycle.

2 minutes warm up - 5 minutes rest - 2 minutes warm up - etc.

Warm up to produce on 1-3 positions with two raised pantographs and a braked electric locomotive.