defined by clauses 7.9. - 7 .. IDP.
If it is impossible to connect the train, the driver must request
auxiliary locomotive at the tail of the train. When withdrawing a part of a train from the haul, it is necessary to protect the tail car of the withdrawn part of the train with an unfurled yellow flag near the buffer bar on the right side, and at night with a yellow light from a lantern and write down the numbers of the tail
the carriages of the rest of the train and the withdrawn.
In case of breakage of automatic couplers of cars, the driver must declare
control check of brakes.
2.9. Procedure for detecting rolling stock derailment.
If a rolling stock derailment is detected, the driver's assistant must
immediately fix the tail section of the train, in accordance with the norms
fastening, fencing the place of descent, in accordance with the norms of fencing and report
train driver.
The train driver, having received information about the departure of the rolling stock,
Turn on the red lights of the buffer lights;
Provide the train fencing according to the established procedure;
Report to the DNTs (chipboard, limiting the run);
after a personal inspection of the place of gathering, transfer the DNTs (chipboard,
limiting overtaking) the following information:
whether there are human casualties, whether there is a clearance along the next track, indicate exactly at which kilometer and picket the derailment occurred, the nature of the terrain, are there any approaches to the railway track, how many units of rolling stock derailed (is there a derailment
locomotive), data on the state of the overhead and overhead supports;
In the future, be guided by the instructions of the DNTs.
2.10. The procedure for detecting a failure of the stop valve in the passenger
train. If, when examining a passenger train, it turns out that the pressure drop
in the brake line happened due to the failure of the stop valve, then
no further inspection is performed. The locomotive driver acts on
on the basis of the decision on further travel made by the head of the train.
The locomotive driver must receive an act of the established form, which
is drawn up by the head of the train on the fact and on the reasons for the failure of the stop valve.
3. Procedure in the event of a "Jolt" fault
On my way.
3.1. If a lateral, vertical "push" is detected along the route of the Trail, the train driver must:
Apply service braking and monitor the condition closely
rolling stock before the train stops;
If a track fault is found while traveling with a train,
directly posing a threat to traffic safety (broken rail,
path erosion, landslide, snow drift, path blowout, etc.) apply an emergency
braking, taking all possible measures to stop the train to a dangerous
Immediately inform the train drivers following
oncoming or oncoming trains (when there is a threat to traffic safety
along the adjacent path), chipboard, limiting the stretch, or DNTs in the form:
"Attention, attention! Listen everyone! I, the driver (surname) of train N .... on
km of the picket detected a "push" (lateral, vertical or knock, etc.) when
speed km / h. I have no information about the presence of the dimensions along the next path.
(or available).
When traveling with a passenger train, transmit information about
the reason for the stop to the head of the train.
Get confirmation that the information about the "push" has been received
drivers of following and oncoming trains, as well as particle boards,
limiting distillation.
3.2. Chipboard, having received a message from the driver about the presence of a "push" on the way
is obliged to stop the departure of passing trains for the section on the specified
track, report the "jolt" on the way to train drivers sent from
station earlier and the road foreman (foreman of the track).
3.3. After stopping a passenger train, it is inspected
driver together with the head of the train. Inspection of other trains produces
train driver.
3.4. If, when inspecting the train, malfunctions of the locomotive, wagons and track
under the composition were not identified, after the report of the chipboard on the results of the inspection
movement is allowed at a speed not exceeding 20 km / h. After following
a dangerous place with the whole composition to follow at a set speed.
3.5. If the cause of the shock was: a broken rail, erosion of the track,
landslide, track ejection and other track malfunctions that threaten safety
train movements, further movement of the train through a dangerous place
is allowed only after inspection of the given place by a track worker (position
not lower than the foreman) and his obligatory entry in the DU-61 form about the possibility
proceed to a dangerous place with an indication of the speed of movement.
If the train is stopped at a broken rail, according to which, according to the conclusion
track foreman (entry in the warning form for the DU-61 train), possibly
skip a train, then only one first train is allowed to pass on it. By
a broken rail within a bridge or a tunnel, passing trains in all cases
is prohibited.
In the event of an obstacle (erosion of the path, landslide, snow drift,
collapsed cargo, etc.) on the adjacent track, the driver must give a signal
general anxiety (one long and three short) and organize it
in accordance with the requirements of clause 3.16 of the Instructions for signaling on railways
Of the Russian Federation dated May 26, 2000 No. TsRB-757.
3.6. The train driver who discovered a track fault, when
radio communication failure is obliged to take all possible measures to transmit
relevant information chipboard or DNTs. In exceptional cases
it is allowed to use cellular communication.
3.7. The drivers of the following trains, having received information about the "push"
Stop the train near the indicated place of the obstacle, make sure
the possibility of further following and follow this place with the whole composition
at a speed that ensures the safety of train traffic, but not more than 20
Notify any faults found at the site of the obstacle by
radio communication to the drivers following trains and particle boards, and upon detection
a malfunction that threatens traffic safety, stop the train and
Actions of the locomotive brigade when disconnecting, breaking a train on the stretch.
14.1. When disconnecting (self-uncoupling) a train on a stretch, the driver must:
Immediately report the incident by radio communication to the train drivers following the section and DSP stations that limit the section;
Through the assistant driver or personally check the condition of the coupling devices of the separated cars and, if they are in good working order, couple the train;
Carry out an abbreviated brake test;
Before resuming the movement, check the number of the tail car and the presence of a tail signal on the sheet.
a) during fog, snowstorm and other unfavorable conditions, when the signals are difficult to distinguish;
b) if the detached part is on a slope steeper than 0.0025 and, when pushed, can go away, in the direction opposite to the direction of movement;
If the train contains wagons with bit cargo.
14.3. In these cases, to connect the separated parts, assistance can be provided following a single locomotive or freight train with or without uncoupling the locomotive from the train by a registered order of the train dispatcher, transmitted to the drivers of both trains by radio communication.
In this case, the uncoupled train is connected in the following order:
The driver of the second locomotive, having received an order from the dispatcher, interlocks with the tail section of the first train;
The clutch is performed either by pulling the head part down, or by pushing the tail part by a locomotive or by a train following it.
14.4. In case of self-uncoupling of a train due to a malfunction of the automatic coupler mechanism, it is necessary to proceed as follows:
a) if the lock spontaneously sinks into the coupler body, it is necessary to bring it into a coupled state and hammer in a wooden wedge between the signal branch and the coupler body from the side of the small tooth;
b) if the lock is stuck in the recessed state, drown the lock of the second automatic coupler in the same way and insert the brake shoe into the vacated space.
Check the adhesion by pulling the train.
14.5. Following with a jammed automatic coupler is allowed only to the first station, where it must be repaired or the carriage uncoupled.
14.6. If it is impossible to connect the train, the driver must inform the dispatcher about it.
In this case, the train can be withdrawn:
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.
14.7. In any case, if the tail section of the train is brought 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.
In this case, the following speed should not exceed 5 km / h.
At the same time, in front of the direction of travel, on the brake platform or on a special footboard, there must be an assistant driver.
14.8. If necessary, the withdrawal of a part of the train from the haul with non-brake tail cars is possible only if the train is on the site or on a slope towards the station ahead. Otherwise it is necessary to call an auxiliary locomotive.
Follow-up of faulty passing traffic lights.
15.1. If the train stopped at a traffic light with a red light, as well as with an incomprehensible indication and the driver does not know about being on the block section of the train in front, he must release the brakes after stopping and, if during this time the indication has not switched to permissive, drive the train with speed of no more than 20 km / h until the next traffic light with special vigilance and readiness to stop when an obstacle occurs.Periodically, while following the entire block-site, give vigilance signals (- -).
If, after following a traffic light with a red light or an incomprehensible indication, a permissive indication appears at the locomotive traffic light, the driver is allowed to increase the speed to the next traffic light up to 40 km / h, but at the same time, if a jolt is felt, do not increase the speed, but if necessary, stop to find out the reason.
15.2. If the readings of the floor and locomotive traffic lights do not coincide, then be guided by the reading of the floor traffic lights.
15.3. If no light is on at a traffic light, but a white light is on at a locomotive, it must be followed in the order specified in clause 15.1.
15.4. Non-burning traffic lights, regardless of their number, if there is a permissive indication at the locomotive traffic light, it is allowed to proceed without stopping, guided by the indication of the locomotive traffic light. Follow with increased vigilance, periodically throughout the entire block section to give vigilance signals. (- ---).
15.5. Inform the EAF about the faults listed in clauses 15.1, 15.2, 15.3, 15.4.
Before handing over the speed meter tape, on the reverse side of it, make an appropriate entry and the name of the chipboard, to which the message was transmitted.
In such cases, the tape must be handed over together with the route to the attendant of the main depot immediately after the trip.
In the case when there is another freight train on the stretch behind the train, in the car of which the auto-coupler devices break, you can use it to withdraw the tail section of the train from the stretch, provided that it does not, as a rule, exceed ten cars. For this, in agreement with the DNTs and the first train driver, the second train is combined with a group of carriages that remained on the stretch after the automatic coupling was broken. Before connecting to these wagons, make sure that they are secured and will not slide forward when connected. After coupling with a group of cars, it is necessary to connect the hoses of the brake line, charge the brakes of the group of cars, test their action on triggering and releasing the brakes of the first and second cars in the direction of travel and after the received order from the DNTs (which makes sure that the head of the train has already arrived at the station ) follow to the first station at a speed of 5-10 km / h. To give manual signals or give information to the driver using a portable radio station (mobile phone), the first carriage in the direction of the train must have an assistant driver or another road worker who fulfills the driver's requirements. If the number of cars that must be removed from the haul exceeds 10, or there is a passenger (multi-unit) train after these cars, then the haul is freed from trains sent after the train, in which the automatic couplers break and the remaining part of the train is removed by an auxiliary locomotive.
1.3 Order of withdrawal trains from the haul
at breaking the integrity of the brake line of the train
or faulty brakes in the last two cars
In the event of a rupture or malfunction of the brake line of the train, the absence of compressed air in the TM of the last cars and the impossibility of restoring its integrity by the forces of the locomotive brigade, malfunction of the tomoses in one or 2 last cars, the train is removed from the haul only by an auxiliary locomotive, which becomes the tail of the train, with speed limit for freight trains no more than 25 km / h, for passenger no more than 15 km / h.
When requesting an auxiliary locomotive, the train driver who stopped on the stretch is obliged to report the DSC of the section personally, or
through the chipboards of the nearest stations, on the number of cars in the tail section of the train, located after the car with the damaged TM. In the event that 30 or more carriages with faulty auto brakes remain at the tail end of the train, only a two-section freight locomotive should be issued to assist the train. If there are up to 30 cars with serviceable brakes in the tail end of the train, assistance can be provided, in addition to the above locomotives, and a diesel locomotive of the ChME-3 series (taking into account the weight of the train that stopped on the stretch, the profile of the track and the place of stopping with the condition of taking the train from its place).
A passenger train or electric train can be assisted by a locomotive of any series.
If the other train is on the stretch from the side of the station from which assistance will be provided from the tail of a stopped train, the following procedure for releasing the section is established:
■ If there is a passenger locomotive on the stretch, assistance is provided only to a passenger or suburban train.
■ If there is a freight train on the haul, the locomotive crew fixes the freight train, the locomotive is uncoupled from the train by the order of the DNTs, and this locomotive provides assistance to the freight or passenger train. It is strictly forbidden to uncouple a locomotive from a human train or a train containing wagons with dangerous goods.
■ If a passenger train with locomotive traction is on the stretch following a stopped freight train, it will be taken out of the section by a separate locomotive to a station, from which assistance will be provided to a freight train that has stopped due to a fault with automatic brakes.
■ If there is an electric train on the stretch, then at the command of the DSC of the section, the locomotive brigade changes the control cabin and returns to the station without stopping, from which assistance will be provided to a freight train that has stopped due to a failure of automatic brakes.
■ If on the stretch it is necessary to provide assistance to a passenger train that has stopped due to a brake failure and there is also a passenger train behind it, then, by order of the DNTs, such trains can connect at a speed of no more than 15 km / h leave the stretch to the first station, where the TM train is being repaired.
After attaching the auxiliary locomotive to the tail of the train, the locomotive team of the head locomotive closes the end cranes of the TM car (group of cars), in which (in which) the integrity of the brake line is violated on both sides, the locomotive team helps
The main locomotive turns on the brakes of the tail section of the train into the brake line of the locomotive (train) and takes control of the tail section of the train. Both locomotive crews check the action of the brakes in two cars in front of (after) a faulty carriage (group of cars) of their group for braking and release; the driver of the head locomotive recalculates the actual braking pressure in the train, taking into account the disengaged part of the brakes, and follows with a speed limit to the first station, at which the malfunction of the brake line must be eliminated or the faulty carriage is uncoupled from the train.
While driving the train along the haul, the driver of the auxiliary locomotive follows all the instructions of the driver of the head locomotive. When braking or decreasing the speed for stopping, the driver of the head locomotive first performs a tampering stage, after which he gives the driver of the auxiliary locomotive an indication of the amount of discharge of the TM (taking into account the length of each part of the train, the presence of empty and loaded cars, etc.). If it is necessary to release the brakes while the train is moving or before setting it in motion after a stop, the driver of the auxiliary locomotive first releases the brakes, and after the completion of the release of the brakes and the transfer of RKM No. 394 (395) to the second position, he notifies the driver of the head locomotive. It is allowed to release the brakes at the head end not earlier than 10 With. after the start of the release of the brakes at the rear of the train. The brakes of a double passenger train are controlled by the command of the front locomotive driver at the same time.
While traveling along the haul with such a train, the tubes of the radio stations on both locomotives must be removed from the control panel.
In cases that threaten traffic safety (derailment of rolling stock, fire on a train or locomotive, breakage of a contact wire, prevention of collisions with people or vehicles, etc.), the drivers of both locomotives are allowed to use emergency braking with the transfer of information about this to the driver of the head (auxiliary) locomotive immediately after braking.
7.18 ... In areas equipped with automatic blocking and train radio communication, in good visibility conditions, to assist a train stopped on the stretch, you can use:
a single locomotive following a stopped train;
a locomotive uncoupled from the composition of a freight train following along the haul after a stopped train;
behind a freight train going without uncoupling the leading locomotive from it.
One way or another of assistance is carried out according to the registered order of the train dispatcher, transmitted to the drivers of both locomotives after a comprehensive assessment of the situation created by him.
It is forbidden to disconnect the locomotive from a human train and a train in which there are wagons with dangerous goods of class 1 (VM) to provide assistance. Such trains can also not 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, the order is transmitted in the form:
"To the driver of the locomotive of train No. .... Help the train No. .... DNTs .... that stopped ahead."
When providing assistance with a single locomotive, uncoupled from the train behind a moving freight train, the order is transmitted in the form:
"To the driver of train No. .... Secure the train, unhook from it and render assistance to the train No. .... DNTs .... which stopped ahead."
Before the transmission of such an order, the train dispatcher must make sure that the train composition from which the locomotive must be uncoupled is located on a favorable profile and can be fixed in the order provided for in clause 7.2 of this Instruction. The locomotive driver is prohibited from uncoupling the locomotive from the train without securing the cars from leaving.
7.20 ... The drivers of the locomotives used to provide assistance, after receiving the order of 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 tail car coupler, fix the locomotive coupler in the "buffer" position, and only then carefully drive up to the train. Pushing begins at the signal (instruction) given by the driver of the first train, and then the drivers of both locomotives are required to communicate with each other by radio and coordinate their actions. When the need for assistance has passed, the second locomotive, upon a signal (instruction) from the lead locomotive, stops pushing. If assistance was provided by a single locomotive following a stopped train, then after the pushing stopped, it continues to move, independently being guided by auto-blocking signals.
When providing assistance by a locomotive, uncoupled from the rear of the running train, this locomotive, after the pushing stops, returns to the abandoned train, and if this locomotive in the process of rendering assistance arrives at the station in front with the train, its return to the train left on the stretch is made at the direction of the person on duty. stations without giving additional permission to engage in the haul. Before reaching the abandoned train, the driver stops the locomotive and personally makes sure that the coupler is ready for coupling. Further movement of the locomotive for coupling to the train is carried out with extreme caution.
After hitching the locomotive and charging the brake air line to the set pressure, an abbreviated testing of the auto brakes is performed, and then the workers of the locomotive crew or the chief conductor remove the brake shoes from under the wheels of the cars and release the hand brakes.
7.21 ... Assistance to a train that has stopped on the stretch from behind by a running train without uncoupling the leading locomotive from it is carried out in exceptional cases, only on sections established by the head of the railway, and provided that the weight and length of the train used to provide assistance does not exceed the established norms. Simultaneously with the establishment of sections and routes where such a method of rendering 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 is provided for connecting parts of a freight train that has been uncoupled on a stretch in the cases provided for in paragraph 7.10 of this Instruction, only at the request of the train driver in which the disconnection took place. Assistance can be provided by a single locomotive following a disengaged train or a freight train following it, without uncoupling the lead locomotive.
The dispatcher's order for assistance is transmitted in these cases in the form:
"To the driver of the locomotive of train No. .... Connect with the tail carriages that have detached from the train No. .... that has stopped in front, and render assistance in connecting these cars with the head of the train. DNTs ....".
Regardless of whether the assistance is carried out by a single locomotive or by a locomotive together with the composition behind the running train, the locomotive providing assistance must be coupled with the last car of the uncoupled part of the train. Further actions are carried out at the direction of the locomotive driver of the first train after he fulfills the requirements provided for in clause 7.9 of this Instruction, while 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 upsetting the head of the first train, or by pushing the uncoupled cars until they are connected to the head of the first train. After connecting the uncoupled parts, the assistant driver of the second train uncouples the locomotive from the last carriage, and both trains continue to move independently, guided by the automatic blocking signals.
7.23 ... When stopping on a stretch equipped with an automatic blocking of a single locomotive or special self-propelled rolling stock, when their further independent movement is impossible, their withdrawal from the stretch to the nearest station can be carried out from the back by a running train without uncoupling the locomotive from the train. This is also carried out by order of the train dispatcher, transferred to the drivers of both locomotives and the duty officer in front of the station located. In this case, the stopped locomotive (special self-propelled rolling stock) is coupled to the locomotive behind the running train. The speed of further travel to the nearest station should not exceed 25 km / h.
The possibility of using such an order on the sections is established by the head of the railway, depending on the plan and profile of the track.
7.24 ... If a freight train, following a section equipped with an automatic blocking, stopped on the rise and for the possibility of further movement it must be upset on a lighter profile, then this can only be carried out by a registered order of the train dispatcher, transmitted to the locomotive driver and the officer on duty behind the lying station when free from trains of the section of the path from the tail of the train to the station:
"To the driver of train No. .... I authorize to besiege the train to a lighter profile, the section of the path to the entrance signal (signal sign" Station Border ") of the station .... is free of trains. The section .... is closed for movement. .. ".
7.25 ... In the event of a forced stop of a multiple-unit train on a stretch and when its further independent movement is impossible, it is allowed to attach a following multiple-unit train to it for withdrawal from the section to the first passing station with a double train. The automatic brakes of both trains must be included in the common line.
The connection of the trains is carried out according to the registered order of the train dispatcher, transmitted to the drivers of both trains (using for this purpose all available means of communication) in the form:
"Train drivers No. .... and No. .... connect the trains and follow the 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. In the head cabin of the first train, there must be a driver who is obliged to monitor the movement and, if necessary, take measures to stop with emergency braking.
The procedure for the actions of the locomotive crews of both trains when connecting and following double trains is established by the head of the railway in accordance with local conditions.
7.26 ... In case 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 the 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 conductors about this.
(white with a red diagonal stripe)
Note. The permit must indicate for what purpose the train is sent to a closed section, for example: "to withdraw the train No. from the section ... to the station ...," to push the train No. stopped on the section ... and return after pushing back to the station ... "," for the production of work on the repair of the track on the stretch and the subsequent return (arrival) to the station ... at the direction of the work manager ", etc.
