Brief information about the automatic coupling equipment of the car.

The automatic coupler is designed to couple the wagons to each other and to the locomotive.

Until 1948, the rolling stock of domestic railways was equipped with screw couplers - devices for manually coupling cars. Coupling and uncoupling of wagons was carried out by special workers - couplers. The work of the coupler was very dangerous, and the level of injuries among workers in this specialty was quite high. At present, the rolling stock is equipped with SA-3 automatic couplers. Thanks to this, the operations of coupling and uncoupling of wagons have become safe due to the absence of people at the time of coupling or uncoupling of wagons in the inter-car space. In addition, it became possible to significantly increase the weight of the train, speed up and simplify the process of forming trains, especially at marshalling yards, and speed up and simplify shunting work at stations. Of course, with the installation of an automatic coupler on rolling stock, the level of traffic safety has significantly increased.

Adjacent automatic couplers engage automatically when pressed or bumped. Disengagement of the coupled couplers occurs when the handle of the uncoupling lever of one of the couplers is turned. The lever is located on the end beam of the car on the side. After coupling, the coupling equipment perceives and transmits tensile and compressive forces in the train and perceives shock loads that occur during shunting work.

Automatic couplings are divided into three types: non-rigid, rigid and semi-rigid.

Rice. eight a- non-rigid type; b- semi-rigid type; in-- rigid type

non-rigid , automatic couplers (Fig. 8 a) allow relative movement of coupled housings in the vertical direction. In the event of a difference in the height of the longitudinal axes, non-rigid automatic couplers are arranged in steps, while maintaining a horizontal position. Movement in the horizontal plane in them is provided by relatively simple hinges at the ends of the body of automatic couplers.

Rigid couplers (Fig. 8 in) exclude the relative movement of coupled bodies in vertical plane. If before the coupling of the cars there was a difference in the heights of the longitudinal axes, then after the coupling they will be combined and take an inclined position, located along one straight line. At the ends of the body of such automatic couplers there are complex hinges that provide relative vertical and horizontal angular movements.

semi-rigid couplers (Fig. 8 b) interact with each other during operation as non-rigid, however, their vertical movements relative to each other are limited by safety brackets located on the small teeth of the housings. Semi-rigid couplers are used in wagons, and there are less impacts between mating surfaces; facilitating the operation of the automatic coupler mechanism as a result of smaller movements of parts; reduction of noise during the movement of cars, which is important for creating comfort for passengers.

To virtues non-rigid automatic couplers relate : ensuring guaranteed adhesion of cars with a significant difference in longitudinal axes in height, especially when coupling a loaded car with an empty car; lack of complex end hinges; less weight of the automatic coupler, simple design. Non-rigid automatic couplers are used in surface railway cars, and rigid ones in subway cars.

The body of the coupler (fig. 9) is a hollow shaped casting, consisting of a head part and a shank.

Inside the head part are parts of the automatic coupling mechanism.

She has a big 1 and small 4 teeth, which, when combined, form a pharynx. The end surfaces of the small tooth and the throat perceive compressive forces, and the traction forces are transmitted by the rear surfaces of the large and small teeth. On the vertical wall of the pharynx near the small tooth there is a window for the lock 3, and next to it is a window for the lock holder 2. A protrusion 5 is molded in the upper part of the head, which takes a hard blow when

Rice. nine

through the socket on the car frame. On the side of the small tooth inside the head, a shelf is molded for the upper arm of the lock guard against self-release, and on the side of the large tooth there is a spike for hanging the lock holder.

In the lower part of the head there are holes for the protrusions of the automatic coupler lock and a horizontal hole for setting the lift roller.

An elongated hole is made in the hollow shank 6 (fig. 9) for the wedge connecting the body with the traction collar. The end of the shank 7 serves to transfer shock loads and has a cylindrical surface that provides horizontal turns of the automatic coupler.

The horizontal projection of the teeth, jaw and protruding part of the lock is called contour engagement.

Before coupling, automatic couplers can occupy various mutual positions and their axes can be shifted vertically or horizontally.

The height of the automatic coupler axle above the level of the rail heads must be no more than 1080 mm for freight and passenger cars and no less than 980 mm for cars with passengers.

The difference in height between the longitudinal axes of coupled automatic couplers of adjacent cars in passenger trains running at speeds up to 120 km/h should be no more than 70 mm, and in trains running at speeds over 120 km/h, no more than 50 mm.

Between the locomotive and the first car passenger train the difference in height between the longitudinal axes of coupled automatic couplers is allowed no more than 100 mm;

Rice. ten

Clutch automatic couplers occurs as follows (Fig. 10). When cars collide, the small tooth of the body of one automatic coupler slides along the guide surface of the small or large teeth (depending on the deviation of the heads in the horizontal plane in one direction or the other). Then the small tooth enters the pharynx and presses on the protruding part of the lock 5.

When the longitudinal axes of the automatic couplers coincide, the locks press each other. As a result of this, the locks go inside the pockets of the case, and with them the lock guards, upper arms 3 which slide along the shelves and pass over the stops of 2 counterweights 1 lock holders. Moving further in the jaws, small teeth press on the paws 4 lock holders, forcing them to turn. At this point, counterweights 1 lock holders are placed under the upper shoulders 3 fuses, creating a support for them. When the small teeth take the extreme right position against the large teeth, the locks 5 are released from pressing and, under the action of their own weight, fall back into the jaws, filling the resulting space in the engagement circuit, and ensure the locking of the automatic couplers. The locks cannot re-enter inside the pockets of the case, since the upper shoulders 3 fuses, slipping off the counterweights 1 lock holders for shelves 7, are located against the stops of 2 counterweights of the lock holders, ensuring that the lock is held in this position. The counterweight of the lock holder at this moment is in the upper position, and cannot go down, since the small tooth of the adjacent automatic coupler presses on its paw. This position of the parts prevents self-uncoupling of automatic couplers when the train is moving.

Signal processes 6 locks 5 coupled couplers are located inside the body pocket and are not visible from the outside.

To disengage automatic couplers (Fig. 11 a), it is enough to take at least one of the locks inside the housing pocket, which frees up space and makes it possible for small teeth to come out of the jaws.

Rice. eleven a-- switch off the fuse; b-- end of release

To do this, turn the lever of the uncoupling drive by means of a chain to turn the lift shaft. Then the lift 1, planted on a square 8 roller, rises and with his broad finger 3 presses on the lower curly shoulder 5 of the fuse and raises his upper shoulders 4 above the stop of the counterweight 6 of the lock holder. Thus, the fuse from self-release is turned off. With further rotation of the roller, a wide finger 3 lifter, resting against the ledge of the lock, will press it and take the lock 9 inside the pocket. narrow finger 3 (Fig. 11 b) the lift will press from below on the horizontal edge of the release angle 2 of the lock holder. Due to the presence of an oval hole in the lock holder, it rises up, passing a narrow finger 3 lift 1 past the vertical edge of the release angle 2. Released from pressure from below, the lock holder will drop down under its own gravity due to the oval hole. At the same time, the narrow finger 3 the lift will rest against the vertical edge of the release angle and will be held in a vertical position, not allowing the lock to go into the throat. In this position, the signal arm 7 of the lock will protrude from the housing, indicating that the couplers are disengaged. The mechanism will remain in this state until the wagons are moved apart.

When breeding wagons, small teeth of adjacent automatic couplers come out of the mouths, depriving the paw of the lock holder of the stop. The lock holder rotates under the action of the counterweight. His paw goes into the throat, and the release angle 2 releases the lift 1 and a lock, which, under the influence of their own gravity, fall to the lower position, ensuring the readiness of the mechanism for subsequent engagement.

If the automatic couplers were erroneously disengaged, then the coupled position of the mechanism can be restored without moving the cars apart by lifting the lock holder up. To do this, a hole is provided in the bottom of the case through which a thin rod is passed, which is used to press on the foot of the lock holder. Thanks to the oval hole, the lock holder rises, and the parts of the mechanism fall down - the automatic couplers are coupled and protected from self-disengagement.

The most common consequence of various malfunctions in the coupler is self-release automatic couplers , reasons whom may be :

• 1. Bending or kink of the safety device against self-release and counterweight or the foot of the lock holder;
• 2. Falling of the lock holder from the spike and, at the same time, jamming of the lock, breaking of the spike of the lock for hanging the safety device from self-release;
• 3. Breakage of the jumper of the slot in the lock for the lower arm of the fuse against self-release;
• 4. The lift falls into the oval cutout of the lock, as a result of which its mobility is lost;
• 5. Thinness of the castle;
• 6. Bending of the signaling process of the lock, as a result of which the process does not pass freely through the hole for it at the bottom of the pocket of the coupler body;
• 7. Wear of traction and impact surfaces of large and small teeth;

widening of the pharynx;

• 8. Falling out of the elevator roller or jamming it when turning;
• 9. Bent holder or release lever;
• 10. Breakage of the fixing bolts or breakage of the holder and arm of the lever;
• 11. Short or long release chain.

short chain when the automatic coupler is extended due to the compression of the draft gear, as well as with significant lateral deviations of the automatic coupler body on curved sections of the track, it is pulled and turns the lift roller, which is why the safety lock from self-release is turned off. Long chain It can also create conditions for self-uncoupling of automatic couplers, since in case of inattentive inspection, the car can be sent with the lever in the uncoupling position. In this case, either incomplete coupling occurs, or, as with a short chain, the safety lock from self-release is turned off.

Cause self-release may be foreign objects getting under the lock, and in winter, accumulation of snow or ice at the bottom of the pocket of the automatic coupler due to the fact that when engaging, the lock will not be able to fully return to its lower position and the self-release safety device will be turned off.

Other cause - this is an excess of the permissible difference in heights between the longitudinal axes of the automatic couplers, which leads to self-uncoupling when the train follows sections of the track with a large drawdown or deeps, as well as when a group of cars is lowered from the hump of the marshalling yard.

In the event of self-uncoupling of automatic couplers in a passenger train, due to the separation of the brake hoses, the train will self-brake.

In the event of separation of the brake hoses in the train conductors wagons at the command of the head of the train, they are obliged to give a stop signal in the direction of the locomotive, taking into account the visibility of the locomotive crew, using a red signal flag or a red light of a signal lamp. The removal of this signal is also carried out by order of the head of the train. Boss trains and train electromechanic notify the locomotive driver about the self-uncoupling in the train and, together with the employees of the locomotive crew, perform a preliminary inspection of the automatic couplers of the uncoupled cars. Beforehand, it is necessary to brake the uncoupled wagons using the hand brake. Then visually check the condition of the vertical movement limiters of the automatic coupler heads. Then, using template 873, the condition of both disengaged couplers must be checked. The width of the pharynx is considered normal if the template attached to the corner of the small tooth does not pass by the toe of the large tooth with its other end (Fig. 12, a).

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The length of a small tooth is normal if the template is set to position I (Fig. 12, b) does not fit completely. The distance from the shock wall of the throat to the traction surface of the large tooth is checked with a template, as shown in position II. In a working automatic coupler, the template should not pass into the space between the indicated surfaces. The thickness of the lock is considered within tolerance when the size of the cutout in the template is less than this thickness (Fig. 12, c).

When checking the operation of the fuse against self-release, the template, located perpendicular to the impact wall of the automatic coupling mouth, should rest against the paw of the lock holder at one end, and with the square against the traction surface of the large tooth (Fig. 12, G). The fuse is good if, when the lock is pressed, it goes into the pocket of the automatic coupler by no more than 20 mm.

The same position of the template allows you to check the action of the mechanism to hold the lock in the disengaged state until the wagons are moved apart. To do this, the lift roller is turned to failure, and then released. The lock should be held in the disengaged position, and after the template stops pressing on the lock holder leg, it should fall under its own weight to the lower position.

Using template 873, you can check the difference in height between the longitudinal axes of coupled automatic couplers (Fig. 12, e). To do this, the template rests with a ledge against the lower surface of the automatic coupler lock located above, and the other ledge, spaced at a distance of 100 mm from the first, should not reach the lock of the second automatic coupler.

After the measurements made, the cause of the self-uncoupling is established, the issue of eliminating the detected malfunctions or requesting an auxiliary locomotive is decided. To replace failed parts, spare parts or parts of extreme automatic couplers from the tail car or locomotive can be used. After the malfunction is eliminated, it is necessary to couple the disconnected couplers. To do this, it is necessary to release the brakes of the head of the train and, at a speed of no more than 3 km / h, reinforce it until it engages with the unhooked part of the train. After coupling the automatic couplers, it is necessary to slightly move the composition forward in order to check the reliability of the coupling. If the automatic couplers are coupled, then it is necessary to connect the brake hoses, open the end valves, release the hand brakes of the uncoupled part of the train. After performing these operations, it is necessary to carry out a short test of the brakes, after which the train can be sent from the haul. It is necessary to follow to the nearest PTO, where, with the participation of wagon inspectors, a complete inspection of the disengaged automatic couplers should be carried out. During the journey of the train to the point where a full inspection will be carried out, the passage through the end doors of the cars, between which there was a self-release, must be locked.

Based on the results of the preliminary inspection, an act is drawn up in the form indicated in Appendix No. 1. The act is signed by the employees of the train and locomotive crews. Based on the results of a full inspection, an act is also drawn up, which is signed by the employees of the train crew, the employees of the locomotive crew and the workers of the PTO who carried out the full inspection. Both acts are drawn up in triplicate. One copy remains with the locomotive crew, the other with the head of the train, and the third is transferred to the depot, which is territorially investigating this case of marriage. Faulty parts of automatic couplers and other items that caused self-uncoupling are stored at the PTO until the end of the investigation of the marriage case and must be presented at the request of the representative of the registry depot.

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 part of the train from the haul, 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 light of a lantern and write down the numbers of the tail cars.

carriages of the rest of the train and the output.

In the event of a break in the automatic couplers of wagons, the driver is obliged to declare

brake check.

2.9. Procedure for detecting derailment of rolling stock.

If a rolling stock derailment is detected, the assistant driver must

immediately fix the tail section of the train, in accordance with the regulations

fastenings, fencing of the place of descent, in accordance with the norms of the fencing and report

train driver.

The train driver, having received information about the derailment of the rolling stock,

Turn on the red lights of the buffer lights;

Ensure that the train is fenced in accordance with the established procedure;

Report to the DSC (chipboard limiting the stage);

after a personal inspection of the gathering place, transfer the DSC (DSP,

restricting the run) the following information:

whether there are casualties, the presence of a gauge on the adjacent track, indicate exactly at what kilometer and picket the derailment occurred, the nature of the terrain, whether there are entrances to the railway track, how many units of rolling stock derailed (is there a derailment

locomotive), data on the state of the contact network and supports of the contact network;

In the future, be guided by the instructions of the DNC.

2.10. The procedure for detecting a breakdown of the stop valve in the passenger

train. If, upon inspection of a passenger train, it turns out that the pressure drop

in the brake line occurred due to the breakdown of the stop valve, then

no further examination is carried out. The locomotive driver acts on

based on the decision on further movement made by the head of the train.

The locomotive driver must receive an act of the established form, which

is made by the head of the train on the fact and on the reasons for the breakdown of the stop crane.

3. Procedure in case of detection of malfunction "Jog"

On my way.

3.1. Upon detection of a lateral, vertical “push” along the route, the train driver must:

Apply service braking and closely monitor the condition

rolling stock to the train stop;

If a track malfunction is detected while traveling with a train,

directly creating a threat to traffic safety (rail break,

path erosion, landslide, snow drift, path ejection, etc.) apply an emergency

braking, taking all possible measures to stop the train to a dangerous

Immediately inform the drivers via train radio communication after

oncoming or oncoming trains (when a threat to traffic safety is created

along the adjacent track), chipboard, limiting the stage, or DNC in the form:

"Attention, attention! Listen to everyone! I, the driver (surname) of train N .... on

km picket detected a "push" (lateral, vertical or knock, etc.) when

speed km/h. I have no information about the presence of the gauge on the adjacent track

(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" is perceived

drivers following oncoming and oncoming trains, as well as chipboard,

limiting run.

3.2. Chipboard, having received a message from the driver about the presence of a "jolt" on the way

is obliged to stop the departure of passing trains on the haul at the specified

way, report a "shock" on the way to the drivers of trains sent from

station earlier and the road foreman (track foreman).

3.3. After the passenger train stops, it is inspected

driver together with the head of the train. Inspection of other trains

train driver.

3.4. If, during the inspection of 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

driving at a speed of no more than 20 km / h is allowed. After proceeding

dangerous place with the whole composition to follow at a set speed.

3.5. If the cause of the push was: a broken rail, washing out the path,

collapse, ejection of the track and other track malfunctions that threaten safety

train traffic, further train movement in a dangerous place

permitted only after inspection this place track worker (position

not lower than the foreman) and obligatory entry by him in the form DU-61 about the possibility

proceed dangerous place indicating the speed of movement.

If the train is stopped at a broken rail, along which, according to the conclusion

foreman of the track (entry in the warning form for the train DU-61), possibly

skip a train, then only one first train is allowed to pass through it. By

a broken rail within a bridge or tunnel allowing trains to pass in all cases

prohibited.

In the event of an obstacle (washout of the path, landslide, snow drift,

loose cargo, etc.) on the adjacent track, the driver must give a signal

general alarm (one long and three short ones) and organize his alarm

in accordance with the requirements of clause 3.16 of the Instructions for signaling on railways

Russian Federation dated May 26, 2000 No. TsRB-757.

3.6. The train driver who discovered a track malfunction

radio communication malfunction is obliged to take all possible measures to transmit

relevant information DSP or DNC. In exceptional cases

cell phone is allowed.

3.7. Drivers of following trains, having received information about the "shock"

Stop the train near the indicated place of the obstacle, make sure that

the possibility of further movement and follow this place with the whole composition

at a speed that ensures the safety of train traffic, but not more than 20

Report malfunctions detected at the site of the obstacle by

radio communications to drivers following trains and chipboard, and upon detection

malfunction that threatens traffic safety, stop the train and

Answer:9. When disconnecting (breaking) a train on a stretch, the driver must:

1) immediately report the incident by radio to the drivers of the trains following the haul, and the chipboard stations that limit the haul, who immediately report this to the DSC. 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 train. The detached parts of the coupling train should be set down with extreme caution so that in the event of a collision of wagons, the speed does not exceed 3 km / h;

3) replace damaged brake hoses with spare ones or removed from the tail car and at the front beam of the locomotive.

In all cases when operations to connect the disconnected parts of the train cannot be completed within 20 minutes, the driver must take measures to ensure that the part of the train left without a locomotive is secured with brake shoes and hand brakes.

After coupling the disconnected parts, the assistant driver, by the number of the tail car and the presence of a train signal on it, must verify the integrity of the train. Before the resumption of movement, hand brakes must be released, a reduced testing of auto brakes should be carried out, and brake shoes removed from under the cars.

10. It is not allowed to connect parts of the train on the haul:

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

2) if the unhooked part is on a slope steeper than 0.0025 and from the push during connection it can go in the direction opposite to the direction of the train.

In exceptional cases, a locomotive behind the moving train may be used to connect with the unhooked part of the train in the manner prescribed 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 annex, a train locomotive (with or without wagons) may be used to deliver a written request for assistance to a 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 unguarded trains in which there are wagons with people and dangerous goods of class 1 (VM) on the haul.

3. Fencing of places of obstacles and work at the station with stop signals on public and non-public tracks. ISI p .42

Answer: 42. Any obstacle to traffic on the station railway tracks and turnouts must be fenced with stop signals, regardless of whether a train (shunting stock) is expected or not.

When fencing an obstacle or work performance on a station railway track with stop signals, all arrows 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. A portable red signal is installed at the site of an obstacle or work on the axis of the railway track (Fig. 98).

If any of these arrows are directed by wits towards the place of obstacle or work and do not make it possible to isolate the railway track, such a place on both sides is fenced with portable red signals installed on railway tracks public at a distance of 50 m, and on non-public railway tracks - 15 m from the boundaries of the place of obstacle or work (Fig. 99). In the case when the points of points on public railway tracks are located closer than 50 m, and on non-public railway lines - closer than 15 m from the place of the obstacle or work, a portable red signal is installed between the points of each such switch (Fig. 100).

When fencing with portable red signals the place of an obstacle or the performance of work on a turnout, the signals are installed: from 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 switch point (Fig. 101).

If another switch is located close to the turnout to be fenced, which can be put in such a position that the railway rolling stock cannot leave the turnout 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 from the side of such an insulating arrow (Fig. 102).

When the arrow cannot be put in the indicated position, then on public railway tracks at a distance of 50 m, and on non-public railway tracks - 15 m from the place of the obstacle or work in the direction of this arrow, a portable red signal is installed (Fig. 101).

If the place of an obstacle or work is located on the entrance arrow, then from the side of the stage it is fenced off with a closed input signal, and from the side of the railway station - with portable red signals installed on the axis of each of the converging railway tracks against the limit column (Fig. 103).

When the place of an obstacle or work is located between the input arrow and the input signal, then from the side of the stage it is protected by a closed input signal, and from the side of the railway station - by a portable red signal installed between the wits of the input arrow (Fig. 104).

The turnout duty officer who discovered an obstacle at the turnout must immediately install one portable red signal at the place of the obstacle (before the start of repair work) and report this to the railway station duty officer.

Ticket 8

1. Duties of the driver when driving the train (the driver must). What is prohibited for the driver on the route (not entitled). PTE appendix 6 p. 99.100

Answer: 99. When driving a train, the driver must:

have braking devices always ready for action, check them along the way, prevent pressure drops in the main tank and in the line below the established norms;

in case of prohibiting indications of constant signals, indications of speed reduction signals and other signals requiring speed reduction, applying 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 enclosing the neutral insert (in order to avoid stopping the locomotive on it), at a speed of at least 20 km/h;

in the event of a sudden signal to stop or a sudden occurrence of an obstacle, immediately apply emergency braking means to stop the train.

100. On the way, the driver is not entitled to:

exceed the speeds established by these Rules, by 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 driving a locomotive, multiple unit train, special self-propelled rolling stock, its maintenance and monitoring of signals and the state of the railway track;

disable properly functioning security devices or interfere with their operation;

go on a haul in case of a failure on a locomotive, a special self-propelled rolling stock of traction equipment that ensures the driving of a train, and it is impossible to eliminate the cause of the failure.

2. Departure of a delayed train after blocking the output signal of a traffic light in semi-automatic blocking. IDP app.3 p.6

Answer: 6. If, for some reason, the train is not sent after the opening of the exit traffic light, the DSP of the station 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 DNC. Departure of a delayed or other train of the same direction is carried out at a closed exit traffic light by permission on the form DU-52 with filling in point I. The neighboring separate point of the time of the actual departure of the train is notified by phone. With electromechanical blocking without executive posts, after the actual departure of a delayed or other train in the same direction, a blocking signal is sent to a neighboring separate point. The following trains depart on blocking in the usual way. A permit on the form DU-52 with the completion of paragraph I is issued to the driver of the leading locomotive also in cases of spontaneous closing of the exit traffic light (due to false employment of the isolated section, burnout of the traffic light or erroneous closing of the exit traffic light) when the blocking is working properly.

At railway stations where train radio communication devices are equipped with a system for automatic recording of conversations, instead of issuing permission on the form DU-52, the train driver can be transmitted by radio the order to send, recorded on the recorder of conversations, in accordance with paragraph 17.1 of Table No. 2 of Appendix No. 20 to this Instructions. At railway stations that have devices that, with a free run, allow the exit traffic light to be reopened, the train departs at the newly opened exit traffic light. The DSP station can use devices for reopening the exit traffic light only with the consent of the DSC.

3. Pointer "Lower pantograph", purpose. Installation of a pointer and permanent signs to it. ISI p.66,69

Answer: . On electrified DC sections in front of air gaps, where in the event of a sudden loss of voltage in one of the sections of the contact network, the passage of an 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 band of a transparent white color appears on the signal indicator, the driver is obliged to immediately take measures to follow the enclosed air gap with the pantographs lowered. Normally, the signal strips of the indicators do not light up and in this position the indicators have no signal value. In the case of the use of signal indicators “Lower the pantograph”, a permanent signal sign with reflectors “Attention! Current section "(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 indicators "Lower the pantograph" and permanent signal signs "Raise the pantograph" and "Attention! Current division” are shown in fig. 149, 150. Their placement should not impair the visibility and perception of permanent signals.

When circulating 12-car electric trains, the distance from the air gap to the permanent sign "Raise the pantograph" must be at least 250 m.

Ticket 9

1. Way and signal signs, their purpose and place of installation. PTE appendix 1 item 30

Answer: The owner of the infrastructure, the owner of the non-public railway track shall establish:

at the main railway tracks signal and way signs;

at turnouts and in other places of connection of railway tracks, limit posts.

If necessary, special waymarks are installed to mark the boundaries of the railway right of way of railway tracks for general and non-public use, as well as to mark hidden structures of the subgrade 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 travel, 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 outermost railway track.

In recesses (except for rocky ones) and at their exits, 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 trays on the field side. In heavily drifted recesses and at their exits (up to 100 m), these signs are installed at a distance of at least 5700 mm from the axis of the outermost railway track. The list of such excavations is established, respectively, by the owner of the infrastructure, the owner of non-public railway tracks. In electrified sections, signal and way signs can be installed on contact network supports, except for those supports on which traffic light heads, complete transformer substations, disconnectors and arresters of the contact network are installed.

Limit posts are installed in the middle between the tracks in the place where the distance between the axes of converging railway tracks is 4100 mm. On the existing station railway tracks, on which the railway rolling stock built according to the T gauge does not circulate, it is allowed to maintain a distance of 3810 mm. On reloading 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, track and special way signs must comply with the rules and regulations.

2. The procedure for receiving trains at the station with a prohibitory indication of the input traffic light by order of the station attendant. IDP annex 9 p.32

Answer: The acceptance of a train at a prohibitory indication of the input traffic light is carried out according to the registered order of the station's chipboard, transmitted to the train driver via radio communication in accordance with paragraph 4.1 of Table No. 2 of Appendix No. 20 to this Instruction.

When the train follows the wrong railway track and there is no input signal along this railway track, the train is accepted according to the registered order of the station chipboard, transmitted to the train driver via radio communication in accordance with clause 4.2 of Table No. 2 of Appendix No. 20 to this Instruction

Having repeated the order and having received confirmation from the chipboard station that the order was understood correctly, the driver enters the train to the railway station.

A similar order from the chipboard station is transmitted to the driver about the train going to the railway station at a prohibitory indication of the input traffic light, if this permission is transmitted by a special telephone installed at the input traffic light (Station Border sign). Only locomotive crews can use this phone.

As a rule, the order is transmitted by radio to the driver in advance, when the train approaches the railway station. The order is transmitted to the driver by a special phone after the train stops in front of the entrance traffic light (signal sign "Station Border").

3. Designation of the head and tail of a freight train when the wagons move forward along the right and wrong track. ISI p.87,88

Answer: . The head of a freight train, when moving by cars forward on single-track and along the correct railway track on double-track sections, is not indicated by signals during the day, but at night it is indicated by a transparent white light of a lantern near the buffer beam (Fig. 190).

When wagons move forward along an incorrect railway track, the head of a freight train is indicated: in the daytime - by an unfurled red flag, shown on the left side by an employee accompanying the train, located on the front transition platform; at night - with a transparent white light of a lantern near the buffer beam and a red light of a hand lantern shown on the left side by an employee accompanying the train (Fig. 191).

88. The tail of the train when driving on single-track and on the right and wrong railway track on double-track sections is indicated:

The tail of the train when moving on single-track and along the correct and incorrect railway track on double-track sections is indicated:

1) train head:

in the daytime - the locomotive is not indicated by signals, and the car is indicated by a red disc near the buffer beam of the car on the right side (Fig. 195);

at night - two transparent white lights of lanterns at the buffer bar of the locomotive (Fig. 188) or one transparent white light at the buffer bar of the car on the right side, while the head car is supplemented by an audible signaling device;

2) train tail:

in the afternoon - a red disk at 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 - with one transparent white light of a lantern 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. The duties of the driver after hitching the locomotive to the composition. PTEpril.6 p.97

Answer: 97. After hitching a locomotive to a train set (special self-propelled rolling stock to an utility train set), the driver must:

make sure that the locomotive, special self-propelled rolling stock is correctly coupled to the first car of the train and the connection of air hoses and electrical wires, 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 norms, and test the auto brakes;

obtain a certificate on the provision of the train with brakes, compare the number of the tail car indicated in it with the full-scale sheet and make sure that the brake pressure in the train complies with the established standards;

get acquainted with the full-scale sheet with the composition of a freight and freight-passenger train - the presence of wagons occupied by people, goods certain categories specified in the rules for the carriage of goods on railway transport, as well as open railway rolling stock;

get acquainted with the full-scale list with the composition of the passenger and mail-luggage train - the presence of wagons occupied by cargo luggage and luggage;

if the locomotive is equipped with an individual call radio, set the assigned train number on the radio control panel.

After hitching the locomotive to the composition of the passenger train with the electric heating of the cars, the driver is obliged 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 lead locomotive, multiple unit 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 head (mechanic-foreman) of a passenger train and, accordingly, with the head of work in an economic train.

2. In what cases is the acceptance and procedure for receiving trains to the station with a prohibitory indication of the input traffic light by written permission. IDP app.9 p.34

Answer: 34. In exceptional cases, when other types of permits provided for in paragraph 30 of this Appendix cannot be used to receive a train at a railway station at a prohibitive indication of the entrance traffic light, the train is accepted upon written permission from the station's chipboard with the following content:

“The driver of train No. ... is allowed to follow the ... station track. The receiving 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).

In order to transfer written permission to the driver of the arriving train, turnout posts on duty, signalmen, operators on duty and operators of centralization posts, employees of the drafting teams and other employees in the manner prescribed in the TPA of the station or instructions on the procedure for servicing and organizing traffic on non-public railway tracks may be involved.

3. How and in what cases the warning signal is given. ISI p.97

Answer: 97. Warning signal - one long whistle, and when driving on the wrong railway track - one long, short and long whistle of a locomotive, motor-carriage train, special self-propelled railway rolling stock is given:

1) when a train approaches railway stations, waypoints, passenger stopping points, portable and manual signals requiring a reduction in speed, signal signs "C", recesses, curved sections of the railway track, tunnels, railway crossings, removable railcars, removable repair towers, track cars and other removable mobile units, and on non-public railway tracks, in addition, when approaching car dumpers, bunkers, overpasses, wagon scales, devices for restoring cargo flowability, cargo defrosting garages, as well as other objects located on non-public railway tracks;

2) when the train approaches the place of work, 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 following during fog, blizzard and other adverse conditions that reduce visibility, the warning signal is repeated several times.

Compilers of trains who have stopped maneuvers due to the acceptance of a train, signalmen and turnouts on duty are obliged to check and make sure that the safety of the movement of the received train is ensured at the warning signal.

Ticket 11

1. Visibility of traffic signal lights on the main and side tracks of the station. PTZ pr.3p.4

Answer: 4. Red, yellow and green signal lights of traffic lights for entrance, warning, passage, barrier and cover on straight sections of the public railway track must be clearly visible day and night from the control cabin of the mobile unit at a distance of at least 1000 m. On curved sections of the railway track the indications of these traffic lights, as well as the signal strips at traffic lights, must be clearly distinguishable at a distance of at least 400 m. In rugged terrain (mountains, deep depressions), a reduction in visibility distance is allowed, but not less than 200 m.

On non-public railway tracks, the signal lights of traffic lights for entrance, warning, passage, barrier and cover on straight sections of the railway track must be clearly visible day and night from the control cabin of the rolling unit at a distance not less than the braking distance determined for this place during full service braking and the established speed of movement, and the entrance and technological signaling - at least 50 m.

The indications of the output and route traffic lights of the main railway tracks must be clearly distinguishable at a distance of at least 400 m, the output and route traffic lights of the side railway tracks, invitation signals and shunting traffic lights - at a distance of at least 200 m, and the indications of route indicators - at a distance of at least 100 m.

2. The action of the driver after stopping the train in front of a traffic light with a red light, as well as with an incomprehensible indication or extinguished during auto-blocking. IDP app.1 p.2

Answer: 2. In case of automatic blocking, the permission for the train to occupy the block section is the permissive indication of the exit or through traffic light.

As an exception, at the traffic lights (except for those located in front of the entrance traffic lights) located on long slopes, 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 conditional permissive signal given by a sign in the form of the letter "T", applied on the traffic light pole. The presence of this signal serves as a permission for a freight train to follow a red traffic light without stopping. At the same time, the train must follow 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 incomprehensible indication or an extinguished light, if the driver sees or knows that the block ahead is occupied by the train or there is another obstacle to movement, it is forbidden to continue moving until the block area will not be released. If the driver does not know that he is on the block section of the train in front (another obstacle), he must, after stopping, release the auto brakes and, if during this time there is no clear light 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.

In the case when the next traffic light is in the same position, the movement of the train after the stop continues in the same order.

In the event that after passing in the order established by this Instruction a traffic light with a prohibitory indication, with an incomprehensible indication or an extinguished fire and further following the block section, a yellow or green light appears at the locomotive traffic light, the train driver may increase the speed to 40 km/h and follow with extreme vigilance until the next traffic light.

In the event of an unstable indication of lights at a locomotive traffic light while moving 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 the train is moving along the section, the train driver and his assistant are obliged to monitor the indications of traffic lights and strictly comply with their requirements, and if there is an automatic locomotive signaling (hereinafter referred to as ALSN), follow the indications of both track and locomotive traffic lights.

When the traffic light signal is not visible (due to 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 at a visibility distance.

3. Signals given by exit traffic lights during semi-automatic blocking.

ISI p.14,16,17

Answer: 14. The exit traffic lights in the sections equipped with semi-automatic blocking signal:

1) one green light - the train is allowed to leave the railway station and proceed at the set speed; the haul to the next railway station (track post) is free (Fig. 28);

2) one red light - stop! It is forbidden 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 follows with a deviation along the turnout; the haul to the next railway station (track post) is free (Fig. 30);

4) two yellow lights, of which the upper one is flashing - the train is allowed to leave the railway station at a reduced speed; the train follows with a deviation along the turnout; the haul to the next railway station (way post) is free; the entrance traffic light of the next railway station is open (Fig. 30a).

16. If there is a branch equipped with track blocking, as well as to indicate the railway track to which the train departs on multi-track sections equipped with track blocking, and on double-track sections equipped with two-way automatic blocking, exit traffic lights, if necessary, established by the owner of the infrastructure or the 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 to use the signal until the reconstruction of signaling devices: two green lights at the exit traffic light - when the train leaves for a branch or railway track of a multi-track section, or along the wrong railway track with two-way automatic blocking, which indicates the freeness of at least two block sections with automatic blocking, for the freedom of the haul to the next railway station (way post) - with semi-automatic blocking (Fig. 33).

On double-track sections, where movement along the correct railway track is carried out according to auto-blocking signals, and along 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 At the railway station, it is allowed to give a signal to the wrong railway track: 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 on the wrong railway track of double-track and multi-track hauls 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 established for the correct railway track.

The speed of movement when leaving for the wrong railway track on double-track (multi-track) sections equipped with a permanent two-way automatic blocking for movement along the wrong railway track according to the indications of a locomotive traffic light is set by the owner of the infrastructure or the owner of non-public railway tracks.

17. At railway stations with exit traffic lights, if there is a branch that is not equipped with track blocking, 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 a branch with the issuance of a key-baton or a form DU-50 (hereinafter referred to as the Travel Note) to the driver with a moon-white light and the red light of the exit traffic light is extinguished (Fig. 35).

At railway stations on 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 exit traffic lights may be supplemented with appropriate indications, the values ​​of which are set by the owner of the non-public railway tracks.

If there is a shunting signal at the railway stations, when the route of departure for a branch is ready, the signal of one moon-white light is supplemented by the indication of the 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, on its reverse side a repeater head is installed, signaling with a green light when the output (route) traffic light is open and two or more block sections are free ahead (Fig. 36).

Ticket 12

1. Requirements for automatic and semi-automatic blocking. PTE appendix 3 p.19-23

Answer: 19. The hauls 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 haul in both directions is carried out according to the signals of locomotive traffic lights.

20. Devices for automatic and semi-automatic blocking, as well as automatic locomotive signaling, used as an independent means of signaling and communication, should not allow the opening of the output or, respectively, the checkpoint or locomotive traffic light until the rolling stock of the block section enclosed by them or the inter-station (inter-post) haul is released by the rolling stock, as well as spontaneous closing of the traffic light as a result of the transition from the main to the backup technological power supply or vice versa.

21. On single-track hauls equipped with automatic or semi-automatic blocking, after the opening of an exit traffic light at a railway station, the possibility of opening exit and passing traffic lights by a neighboring railway station for the departure of trains to the same haul in the opposite direction should be excluded.

It is allowed to have devices on the railway tracks that allow, when trains are sent to a stage, the length of which is less than the length of the train or less than the stopping distance for this section and when the borders coincide railway stations, 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 hauls of freight-loaded lines, where traffic according to traffic lights

7.18 . On sections equipped with automatic blocking and train radio communication, in conditions of good visibility, to assist a train that has stopped on the haul, you can use:

a single locomotive following a stopped train along the haul;

a locomotive uncoupled from the composition of a freight train following the haul behind the stopped train;

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

This or that method of providing 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.

It is forbidden to unhook a 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 cannot also be used to provide assistance without uncoupling the locomotive from the train.

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

"To the driver of the locomotive of train No. .... Help the train No. .... DNC...." that has stopped in front.

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

"To the driver of train No. .... Secure the train, unhook it and provide assistance to the train No. .... DNC...." that stopped in front.

Before sending such an order, the train dispatcher is obliged to make sure that the composition of the train from which the locomotive is to be uncoupled is located on a favorable profile and can be secured in the manner provided for in paragraph 7.2 of this Instruction. The locomotive driver is prohibited from uncoupling the locomotive from the train without securing the wagons from leaving.

7.20 . Drivers of locomotives used for assistance, after receiving the order of the train dispatcher, are allowed to proceed to the occupied block section and continue at a speed that ensures a stop at the front standing train. Before reaching the composition of this train, the driver must stop, personally inspect the automatic coupler of the tail car, fix the automatic coupler of the locomotive in the “buffer” position, and only after that carefully drive up to the train. The pushing begins on a signal (instruction) given by the driver of the first train, and in the future, the drivers of both locomotives are required to communicate with each other by radio and coordinate their actions. After 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 the stopped train, then after the pushing stops, it continues to move, independently guided by the auto-blocking signals.

When providing assistance by a locomotive uncoupled from the train behind, this locomotive, after the pushing stops, returns to the abandoned train, and if this locomotive arrives at the station in front in the process of providing assistance, it will return to the train left on the haul at the direction of the duty officer. station without issuing additional permission to occupy the haul. 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 hitching to the train is carried out with extreme caution.

After hitching the locomotive and charging the brake air line to the set pressure, a short test of the auto brakes is performed, and then the employees 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 stopped on the haul by a moving train 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 for assistance does not exceed the established norms. Simultaneously with the establishment of sections and stages where such a method of 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 become uncoupled on the haul, in the cases provided for in paragraph 7.10 of this Instruction, only at the request of the driver of the train in which the separation has occurred. Assistance can be provided by a single locomotive following or following a disengaged train by freight train, without uncoupling the lead locomotive from it.

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 cars that have unhooked from the train No. .... that has stopped in front, and assist in connecting these cars with the head of the train. DNC....".

Regardless of whether assistance is provided by a single locomotive or by a locomotive together with a train behind the moving train, the assisting locomotive must be coupled with the last car of the unhooked 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 unhooked parts of the train, the track profile, etc., the connection can be carried out either by upsetting the head part of the first train, or by pushing the unhooked 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 to move independently, guided by the auto-blocking signals.

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

The possibility of applying such an order 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 following a haul equipped with automatic blocking stops on the rise and, in order to be able to move further, 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 the person on duty behind the lying station when free from trains of the track section from the tail of the train to the station:

"The driver of train No. .... I allow the train to stop the train on a lighter profile, the section of the track to the entrance signal (signal sign "Station Border") of the station .... is free from trains. The span .... is closed for traffic. DNC.. ..".

7.25 . In the event of a forced stop of a multi-unit train on the haul and when its further independent movement is impossible, it is allowed to attach the following multi-unit train to it in order to withdraw from the haul to the first passing station in a double train. Autobrakes 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 all available means of communication for this purpose) in the form:

"Drivers of trains No. .... and No. .... connect the trains and follow the double train to the station .... DNC ....".

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 not exceed 25 km/h. In the head cab of the first train there must be a driver who is obliged to monitor the movement and, if necessary, take measures to stop it by emergency braking.

The procedure for the actions of the locomotive crews of both trains when connecting and following 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 haul 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 head (mechanic-foreman) of the passenger train and conductors about this.

(white with red diagonal stripe)

Note. The permit must indicate the purpose for which the train is sent to the closed section, for example: "to take train No. ... from the stage to the station ...," to push train No. ... that stopped on the stage and return after pushing back to the station ... "," for the performance of work on the repair of the track on the stage and the subsequent return (arrival) to the station ... at the direction of the work manager, etc.

Actions of the locomotive brigade during the disconnection, rupture of the train on the haul.

14.1. 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 move away in the direction opposite to the direction of movement;

If the train contains wagons with bit loads.

14.3. 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.

14.4. 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 the recessed state, drown the lock of the second automatic coupler in the same way and insert the brake shoe into the vacant space.

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

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

14.6. 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.

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

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.

14.8. If necessary, the withdrawal of a part of the train from the haul with non-braked tail 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.

Investigation of faulty 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 that he is on the block section of the train in front, he must release the brakes after stopping and, if the indication has not switched to permissive during this time, drive the train from at a speed of no more than 20 km / h until the next traffic light with special vigilance and readiness to stop when an obstacle arises.

Periodically, when following the entire block section, give vigilance signals (- --).

If, after passing a traffic light with a red light or an incomprehensible indication, a permissive indication appears on 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 push is felt, do not increase the speed, and if necessary, stop to find out why.

15.2. If the readings of the floor and locomotive traffic lights do not match, then be guided by the readings of the floor traffic light.

15.3. If the fire is not lit at the passing traffic light, and white is lit at the locomotive, it is followed in the manner 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 give vigilance signals. (- ---).

15.5. Report the malfunctions listed in clauses 15.1, 15.2, 15.3, 15.4 to the DSP.

Before handing over the speedometer tape, on the reverse side of it, make an appropriate entry and the name of the chipboard to which the message was sent.

The tape in such cases should be handed over together with the route to the duty officer of the main depot immediately after the trip.