Processing trains upon arrival. Instructions on labor protection for the inspector of railway cars
Protracted descents with a steepness of 0.018 or more are considered steep protracted.
9.2.2. Full testing of electro-pneumatic brakes is carried out at stations for the formation and circulation of passenger trains from stationary devices or locomotives.
9.2.3. Full testing of the brakes of passenger trains.
Before carrying out a full test of the brakes, check the integrity of the brake line of the train and make sure that compressed air passes freely through it. To do this, the inspector of the tail group car is obliged, through the inspector of the head group of train cars, to notify the locomotive driver via park communication or radio communication about the start of the inspection and, in compliance with personal safety, open the last end valve of the tail car and, after the emergency braking accelerators of the VR cars are triggered, close it. For wagons with brakes of Western European types, open the valve for 2-4 seconds.
The driver of the locomotive, after receiving a signal to start checking the integrity of the TM, is obliged to put the handle of the driver’s crane to position III, and when the automatic brakes of the locomotive are activated (determined by the pressure gauge TM), stretch the speedometer tape, release the brakes of the train and charge the brake line, reporting the results of the check to the inspector wagons of the head group. Checking the integrity of the TM is performed with a fully charged network of the train.
After fully charging the TM train to set pressure the driver and the inspector of the wagons are obliged to check the tightness of the brake network of the train. When changing the locomotive of a transit train, the composition of which has not changed, the integrity of the brake line is not checked.
To check the tightness of the brake network in a passenger train, it is necessary to close the combined valve or the double thrust valve and, after 20 seconds, the pressure drop in the brake line is measured: the pressure decrease is allowed no more than 0.2 kgf / cm 2 per 1 min or 0.5 kgf / cm 2 in 2.5 min.
Check the operation of the EPT with the toggle switch of the duplicated power supply of wires No. 1 and 2 turned on. After charging the TM of the train to the set pressure, turn on the power source - the signal lamp "O" should light up. At the signal of the wagon inspector, perform the braking stage by setting the driver’s crane handle to position VE until the pressure in the brake cylinders of the locomotive reaches 1.0–1.5 kgf / cm 2, and then move the crane handle to position IV. When the driver’s crane handle is in the brake position, the “T” lamp should light up on the light signaling device or the driver’s console, the voltage of the power source should be at least 40 V, and when the crane handle is moved to the shutdown position, this lamp should go out and the “P” lamp will light up. The inspectors are obliged to check the operation of the EPT throughout the train and make sure that they are working properly. Disconnect and check the voltage of the EPT in the tail car, which should not be less than 30 V when the EPT is braked.
After that, at the signal of the inspector “Release the brakes”, turn off the toggle switch of the EPT power circuit, leaving the handle of the driver’s crane in the overlap position. After 15 seconds, when the brakes are released in the train, turn on the EPT power circuit toggle switch, after which the inspectors must check the brake release for all cars and inform the driver about the end of the test. Then the driver is obliged to transfer the handle of the driver's crane to the train position, charge the brake network of the train and turn off the power supply of the EPT. When testing the EPT from portable or station devices, the same operations are performed as when testing from a locomotive, with the brake line being supplied with compressed air of constant charging pressure. It is allowed to check the operation of the EPT in the automatic mode of repeated stages of braking and release from a stationary console without discharging the TM. In this case, in the process of checking by the inspectors of the full release, the power supply circuit of the EPT is supplied with an overlap voltage, which is turned off at the end of the check.
After complete testing of the EPT and full charging of the brake network, not earlier than 30 seconds later, check the operation of the automatic brakes at the signal of the inspector.
To check the auto brakes for sensitivity to braking, it is necessary to reduce the pressure in the surge tank at one time by 0.5–0.6 kgf / cm 2. After lowering the pressure in the UR by the specified value, transfer the RCM to the shut-off position with power. With this pressure position, all the automatic brakes of the train must come into action and not be released until they are released by the driver's crane.
Not earlier than 2 minutes after the braking, the inspectors are obliged to check the condition and operation of the brakes throughout the entire train for each car and make sure that the brakes work normally when the brake cylinder rods come out and the shoes are pressed against the wheel tread.
After finishing the braking action test, release the automatic brakes by moving the driver's crane handle to the train position.
The inspectors should check the release of the brakes for each car for the departure of the brake cylinder rod and the movement of the blocks from the wheels.
All detected malfunctions of the brake equipment on the cars must be eliminated and the operation of the brakes on these cars should be checked again.
9.2.4. Full testing of automatic brakes of freight and passenger-and-freight trains.
Before starting a full testing of automatic brakes, charge the TM, check the integrity of the brake line of the train and make sure that compressed air passes freely through it. To do this, the inspector of the cars of the tail section of the train through the park communication or radio communication is obliged, through the inspector of the head section of the train, to notify the locomotive driver about the start of the inspection, and then, observing safety precautions, open the last end valve of the tail car and close it after 5–7 seconds.
After the operation of the locomotive autobrakes, determined by the lighting of the “TM” lamp of signaling device No. 418, the driver must stretch the speedometer tape to produce a braking stage by reducing the pressure in the surge tank by 0.5–0.6 kgf / cm 2, if the TM lamp lights up and goes out, then additional pressure reduction is not required. After that, after 5-7 seconds, release and charge the brake network of the train and report the results of the check to the inspector of the cars of the head of the train.
After the train brake network is fully charged to the set pressure, the driver and the inspector must check the tightness of the train brake line. To do this, after turning off the compressors by the regulator when the maximum pressure in the main locomotive tanks is reached (on steam locomotives by closing the steam outlet valve of the pump) and then reducing this pressure by 0.4–0.5 kgf / cm 2, measure the time for its further decrease by 0.5 kgf / cm 2 at the train position of the driver's crane handle.
For trains with locomotives in the head, the shortest allowable pressure reduction time when checking the tightness of the brake network, depending on the series of the locomotive, the length of the train and the volume of the main tanks, is indicated in Table 9.1. this instruction.
Table 9.1.
Time to reduce pressure by 0.5 kgf/cm 2 in the main tanks when checking the tightness of the train brake network
| Series locomotive | Time (in sec), with train length in axes |
||||||||
| Up to 100 | 101-150 | 151-200 | 201-250 | 251-300 | 301-350 | 351-400 | 401-450 | 451-5000 |
|
| TE10, TG-106, TGM3, TGM5, TEM1, TEM2, ChME2, ChME3, PD, LV, L, C, TE, E (all indices), E (all indices) | 50 | 35 | 25 | 22 | 20 | 17 | 15 | 13 | 11 |
| VL60 (all indices), TE1, M62 | 50 | 40 | 30 | 25 | 22 | 19 | 17 | 15 | 13 |
| VL8, T2, VL10 (from No. 19), VL11 | 70 | 50 | 40 | 30 | 27 | 23 | 20 | 18 | 15 |
| VL80 (all indices), VL82 | 85 | 60 | 45 | 40 | 33 | 29 | 25 | 23 | 19 |
| VL10 (No. 1 - 18), 2TE10, 2TE116, TE3, TG16, TG20, TG102, VL11m, VL85 | 90 | 65 | 50 | 45 | 35 | 31 | 28 | 25 | 21 |
| VL15, 2TE10u | 112 | 81 | 62 | 56 | 44 | 39 | 35 | 31 | 26 |
Note to table 9.1:
The time for reducing pressure in the main tanks for locomotives of the series not listed in the table, as well as in the tanks of the PHE consoles, is taken according to the column of locomotives with the corresponding volume of the main tanks.
When working on a multi-unit system, when the main tanks are connected to one volume, increase the specified time in proportion to the change in the volumes of the main tanks.
When checking the density of the brake network of a freight train with an increased charging pressure of 6.0-6.2 kgf / cm 2, the time rate is reduced by 20%, with a charging pressure of 4.8-5.2 kgf / cm 2 - increases by 10%.
With a train length of more than 200 axles, the wagon inspector is obliged to measure the charging pressure in the tail car line using a pressure gauge installed on the head of the connecting sleeve of the last car and make sure that the charging pressure is not less than that specified in clause 9.2.6. this instruction.
After completion of the above operations and full charging of the TM, at the signal of the inspector of the tail section of the train, the inspector of the head section of the train gives the driver a signal to check the operation of the automatic brakes. To do this, it is necessary to transfer the driver’s crane handle from the train to the V position and reduce the pressure in the surge tank by 0.6-0.7 kgf / cm 2, followed by transfer to the IV position (overlapping with power), and then stretch the speed measuring tape for 5- 10 mm.
After 2 minutes have elapsed after the braking, the wagon inspector is obliged to check the condition and operation of the brakes throughout the train for each wagon and make sure that they work normally for braking when the brake cylinder rod exits and the pads are pressed against the wheel tread, and the driver is obliged to check the tightness TM, which should not differ from the density in the train position of the driver's crane handle by more than 10% downwards. Otherwise, car inspectors need to eliminate air leakage through the VR, brake cylinders or auto modes.
During braking, the inspector of the tail section of the train measures the value of the output of the brake cylinder rod of the tail car, writes down the number of the tail car, and transfers this data to the inspector of the head section of the train with his signature in the certificate f. VU-45.
In trains with a length of up to 350 axles, upon completion of the braking action test, at the signal of the inspector, release the automatic brakes by moving the driver's crane handle to the train position. In freight trains of increased length (more than 350 axles), the release of automatic brakes should be carried out by setting the RKM in position I with holding in it until the pressure in the surge tank is 0.5-0.6 kgf / cm 2 higher than the charging one, followed by transfer to the train position.
Car inspectors are required to check the release of the brakes for each car of the train for the departure of the brake cylinder rod and the departure of the brake shoes from the wheels. If VRs that did not work for a vacation are identified, it is not allowed to release them manually until the reasons for not vacationing are clarified. All detected malfunctions of the brake equipment on the cars must be installed and the brake action of these cars should be re-checked with an abbreviated brake test.
9.2.5. Full testing of autobrakes of a freight train before long descents with a slope of 0.018 or more is carried out from the charging pressure in the TM according to Table 3.2. or point 3.2.6. of this Instruction with holding in a braked state for 10 minutes and checking (before testing) the integrity of the TM of the entire train in accordance with clauses 9.2.3., 9.2.4. of this Instruction, as well as by measuring the charging pressure in the line of the tail car of a freight train using a pressure gauge installed on the head of the connecting sleeve of the last car. The pressure in the line of the tail car of the train should be measured after the brake network of the entire train is fully charged. By means of the indicated measurement, the inspector of the tail group cars is obliged to make sure that the charging pressure is not less than that specified in clause 9.2.6. this instruction. During the ten-minute exposure in the braked position, none of the brakes should spontaneously release. Otherwise, the malfunctions in the cars must be eliminated and the operation of the automatic brakes for these cars should be checked again with an abbreviated brake test.
9.2.6. After the end of the full testing of automatic brakes in the train and the report of the tail section inspector (operator) via park communication or portable radio communication about the release of the brakes of all cars, the head section inspector is obliged to hand over to the driver of the leading locomotive a certificate f. VU-45 on the provision of the train with brakes and their proper operation, and after testing with an exposure for 10 minutes before long descents, make a note in the certificate about the testing of the brakes.
The issued certificate for all types of locomotive-hauled trains indicates data on the required and actual calculated pressure of the shoes, the number of hand brakes in the axles to hold freight, passenger-and-passenger and mail-luggage trains in place and the presence of manual brake axles in these trains, the number of the tail car , the value of the output of the brake cylinder rod of the tail car, the number (in percent) in the train of composite pads, the time of delivery of the certificate and the number of the car where the inspectors met when testing the brakes, data on the density of the brake network of the train, the values of the charging pressure in the TM of the tail car in trains more than 200 axles in length, signatures of the inspectors of the tail and head groups of cars.
In help f. VU-45 for freight trains with a length of more than 200 axles, as well as after testing before long descents with a slope of 0.018 or more, indicate the value of the charge pressure in the tail car line. When the charging pressure in the TM on the locomotive of a freight train is 4.8-5.2 kgf / cm 2 or 5.3-5.5 kgf / cm 2, the pressure in the brake line of the tail car must be at least 4.0 kgf / cm 2, respectively and 4.5 kgf / cm 2, and at a charging pressure of 6.0-6.2 kgf / cm 2 - not less than 5.0 kgf / cm 2. With a charging pressure in the TM of a loaded freight train of 5.0-5.2 kgf / cm 2, the pressure in the TM of the tail car should be at least 4.5 kgf / cm 2 with the number of axles up to 200 and at least 4.0 kgf / cm 2.
The driver, having received a certificate, is obliged to make sure that the data on the brakes of the train noted in it comply with the standards established by the UZ, the requirements of this Instruction; familiarize yourself with the help of your assistant. When traveling with a double or multiple traction train, the drivers of all locomotives must personally familiarize themselves with the data indicated in the VU-45 certificate before departure. Before the departure of a passenger train, the locomotive of which is equipped with redundant power supply for wires No. 1 and No. 2 of the EPT, turn on this toggle switch.
9.3. Reduced brake test
9.3.1. Reduced testing of the brakes with checking the condition of the brake line by the action of the brakes of two tail cars in trains is carried out:
after the train locomotive has been hitched to the train, if a complete test of the autobrakes from compressor unit(station network) or locomotive;
after the change of locomotive crews, when the locomotive is not uncoupled from the train;
after any separation of the hoses in the train or between the train and the locomotive (except for the uncoupling of the pushing locomotive included in the brake line), the connection of the hoses due to the trailering of the rolling stock, and also after closing the end valve in the train:
in passenger trains: after parking for more than 20 minutes, when the pressure in the main tanks drops below the charging pressure of the TM, when changing the control cab or after transferring control to the driver of the second locomotive on the haul after the train stops due to the impossibility of further control of the train from the main cab;
in freight trains, if during the parking of the train there was a spontaneous operation of the brakes or a change in density by more than 20% of the specified certificate of brakes f. VU-45;
in freight trains after parking for more than 30 minutes.
if, when checking the density of TM, the driver detects its change by more than 20% of the specified reference f. VU-45, perform an abbreviated brake test:
if on a locomotive that has signaling device No. 418, the “TM” signal lamp lights up in the parking lot, check the operation of the signaling device with a braking stage, at which the “TM” lamp should go out. After making sure that the signaling device is working properly, carry out a short test of the automatic brakes:
Reduced testing of electro-pneumatic brakes is carried out at the points of change of the locomotive and locomotive crews by the action of the brake of two tail cars and when hitching cars with checking the brakes in each hitched car:
9.3.2. In passenger trains, reduced testing is carried out first of electro-pneumatic brakes, and then of automatic brakes. EPT testing is carried out in the same manner as their full testing from the locomotive in accordance with clause 9.2.3. without checking the voltage of the EPT in the tail car and without turning off the toggle switch of the EPT power circuit during the period of checking its release, taking into account clause 9.3.1. of this Instruction on the operation of the brakes of two tail cars.
9.3.3. When performing a short test at the signal of the employee who is responsible for testing the brakes, “Brake”, the driver is obliged to give a whistle one short signal and reduce the pressure in the surge tank by the value set for the full test.
After checking the operation of the brakes of the two tail cars, the signal "Release the brakes" is given for braking. At this signal, the driver gives a whistle two short signals and releases the brakes with setting the handle of the driver's crane to position I in passenger trains with an increase in pressure in the surge tank to 5.0-5.2 kgf / cm 2, and in a freight and passenger train until pressure in the surge tank is 0.5 kgf/cm 2 higher than the charging pressure with the transfer of the handle to the train position. If a short test of the brakes in trains is carried out after a complete test from the compressor unit (station network), the inspectors of the cars and the driver are obliged to check the tightness of the train brake network and the integrity of the TM before testing in accordance with clauses 9.2.3., 9.2.4. of this Instruction, and if the length of the freight train is more than 200 axles, the wagon inspector is obliged to check the charging pressure in the line of the last wagon in the manner prescribed by clause 9.2.4. After the end of such testing, the driver is given a certificate f. VU-45, as in full testing.
9.3.4. When hitching a wagon or a group of wagons to a train that has arrived, a short test of the brakes is carried out with a mandatory check of their operation for each hitched wagon and the tightness of the brake line of the train, and in a freight train, in addition, check the integrity of the TM of the train. At each shortened testing of the automatic brakes, the wagon inspector, and where this position is not provided, the station attendant, the chief conductor, the compiler of the trains or the employees who are responsible for testing the brakes, make a note on the shortened testing of the automatic brakes (with a note on the change in the composition of the train, indicating the number of the tail car) in the certificate f. VU-45, which the driver has. In the event of a change in the density of the TM due to the hitching (uncoupling) of the cars, the driver enters the new data on the density of the brake network in the certificate f. VU-45.
If the reduced testing of the brakes of a passenger train was carried out with the involvement of the head (foreman mechanic) of the train and the conductors of the cars, then the head (foreman mechanic) must make a note on the performance of the reduced brake test in the certificate f. VU-45, which the driver has.
9.3.5. At stations where the position of a wagon inspector is not provided, the operation of the brakes of tail wagons in passenger trains is checked by wagon conductors, in freight trains - by employees trained to perform automatic brake testing operations (the list of positions is established by the head of the road).
9.3.6. It is prohibited to send a train to a haul without performing a shortened test or with inoperative brakes at two tail cars.
If, during testing, air distributors that have not worked for release are detected, it is not allowed to release them manually until the reasons for non-release are clarified. In these cases, it is necessary to check whether there are closed end valves in the train, especially in those places where the cars were coupled or uncoupled, and a repeated short test of the brakes should be performed. Replace defective air distributors, and at intermediate stations, turn them off and release air through the exhaust valve, make a note about this in the VU-45 certificate.
9.4. Checking auto brakes in freight trains
9.4.1. In freight trains, the brakes are checked:
after the transfer of control to the driver of the second locomotive;
when changing the cab on the haul after the train stopped due to the impossibility of further control from the head cab of the locomotive;
when the pressure in the main tank drops below the charging TM;
when hitching an additional locomotive to the head of a freight train for following one or more hauls and after uncoupling this locomotive;
The driver, after restoring the charging pressure, check the density of the brake network at position II of the RCM, which should not differ from the density indicated in the certificate f. VU-45 by more than 20% in the direction of decrease or increase (if the volume of the main tanks changes due to the transfer of control to the driver of the second locomotive, change this rate in proportion to the volume of the main tanks). After making sure that the density of the brake network has not changed more than the specified value, the driver must perform a braking stage by reducing the pressure in the UR by 0.6-0.7 kgf / cm 2 and release the brakes. The assistant engineer must check the effect of the brakes on braking and releasing the cars at the head of the train, the number of which is indicated in local instructions depending on the weight of the train and the section profile.
If, when checking the density of the brake line, the driver detects a change of more than 20% of the value indicated in the certificate f. VU-45, then perform an abbreviated brake test. If on a locomotive equipped with signaling device No. 418, the signal lamp “ТМ” lights up at the parking lot, then it is necessary to check the serviceability of the signaling device by the braking stage, at which the lamp “ТМ” should go out. After making sure that the signaling device is in good condition, perform an abbreviated test of the brakes.
At the station where there are full-time wagon inspectors, a reduced brake testing is carried out by inspectors at the request of the driver, and where this position is not provided, by the locomotive crew or conductors who are trained in performing automatic brake testing operations (the list of positions is established by the head of the road).
9.4.2. If there is a pusher locomotive at the tail of the freight train, which is included in the common brake line of the train, and the radio communication is working properly, the density check is not checked in this case, and the braking and release of the brakes are not performed. The driver of the pushing locomotive controls the state of the brake line of the train and the free passage of compressed air through it according to the pressure gauge of the brake line and the operation of signaling device No. 418. The density of the TM is not checked, and braking and release of auto brakes are not performed.
Before the departure of the train, the driver of the pushing locomotive is obliged to inform the driver of the leading locomotive by radio of the pressure in the brake line.
9.5. Testing of automatic brakes in trains with the composition of inactive locomotives and MVPS cars
Full and reduced testing of autobrakes in rafts of inactive locomotives and MVPS cars is carried out by car inspectors. At stations where the positions of wagon inspectors are not provided, a reduced testing is carried out by the conductor of the raft.
Testing of automatic brakes in rafts should be carried out in the same order as testing the brakes of a train of the corresponding type. After a complete testing of the auto brakes, the driver of the leading locomotive is issued a certificate f. VU-45.
10. SERVICE AND CONTROL OF THE BRAKES ON LOCOMOTIVE TRAFFIC TRAINS
10.1. General provisions
10.1.1. When departing or following a train, the driver and assistant driver must:
before the departure of the train, briefly (for 2-3 seconds) put the handle of the driver's crane in position I. If the pointer of the pressure gauge TM shows a pressure close to the indication of the pressure gauge of the main tanks, then this indicates the closing of the end valves in the head of the train. When the valve handle is moved to position II, there will be a longer than usual release of air from the TM into the atmosphere through the driver's crane. In this case, the driver is prohibited from leaving the train until the integrity of the brake network on the tail car has been checked;
when leaving the station, make sure that there are no sparks in the train or other signs that threaten safe passage, and also that no stop signals are given by the train crew, station workers or workers of other services;
have the brakes ready for action, and keep the driver's crane handle in the train position, in which the charging pressure in the brake network must be maintained in accordance with Table 3.2. or from point 3.2.6. this Instruction;
when driving a passenger train on electro-pneumatic brakes, have the power source turned on: the voltage in the electric circuit of the passenger train must correspond to that specified in clause 3.2.9. of this Instruction, and the signal lamp on the remote control must be lit;
the speed of trains to the place of brake testing, depending on the track profile, is indicated in local instructions. If, before the place of checking the operation of the automatic brakes, the train follows the signals of a decrease in the speed of movement or a stop, then the driver is obliged, taking into account the profile of the track and the data of the train, to apply the brakes in advance and make sure that they are working;
make sure that the train brakes work reliably by checking their operation along the route.
When checking the operation of the brakes, it is prohibited to use auxiliary and electric brakes on the locomotive in all trains.
After the appearance of a braking effect and a decrease in speed by 10 km / h - in a loaded freight, freight-passenger, passenger train and a single locomotive; at 4-6 km / h - release the brakes in an empty truck. The indicated speed reductions must occur at a distance not exceeding the limits established by local regulations in accordance with table. 10.1. and 10.2.
The release of the brakes after checking along the route should be carried out after the driver is convinced of their normal operation.
Table 10.1.
Stopping distance when checking the action of the brakes for loaded freight trains with a braking coefficient of 0.33 (in meters)
| Speed interval (km/h) | slope |
|||
| 0 | 0,002 | 0,004 | 0,006 |
|
| 40-30 | 250 | 300 | 350 | 400 |
| 50-40 | 300 | 350 | 400 | 450 |
| 60-50 | 450 | 500 | 600 | 700 |
Table 10.2.
Stopping distance when checking the action of the brakes and EPT for a path profile of 0–0.006 and the corresponding braking coefficient (K)
| Speed interval (km/h) | stopping distance (m) |
||
| electric train K = 0.60 | passenger and diesel train K = 0.60 | laden Empty K = 0.55 |
|
| 40-30 | 100 | 150 | 100-150 |
| 50-40 | 120 | 200 | 150-200 |
| 60-50 | 140 | 250 | 200-250 |
| 70-60 | 160 | 300 | 250-300 |
If after the first stage of braking the initial effect is not obtained:
in a passenger train for 10 seconds;
in an empty freight train with a length of up to 400 axles and a freight-passenger train within 20 seconds;
in other freight trains within 30 seconds, immediately perform emergency braking and take all measures to stop the train.
10.1.4. The places and speeds of movement of trains and single locomotives, as well as the distances at which speed reduction should occur when checking the operation of the brakes along the route, are determined by a commission, approved by the head of the road and indicated in local instructions. These distances on the hauls are marked with signal signs "Start of braking" and "End of braking" and are determined on the basis of traction calculations and test runs for each type of train, provided they are provided with properly functioning brakes and the single smallest brake pressure per 100 tf of train (train) weight, approved US. Brake signal signs are installed after train formation stations, junction stations, stations for changing train locomotives and locomotive crews.
10.1.5. To check the operation of automatic brakes along the train route, perform:
after full or reduced testing of auto brakes;
activation and deactivation of automatic brakes for individual wagons or a group of wagons;
when switching from electro-pneumatic brakes to automatic ones;
in the cases provided for in clause 9.4.1. this Instruction;
before entering dead-end stations;
Check the auto brakes in front of the indicated stations in such a way that when entering the station, the auto brakes are fully released, and the brake line is charged to the set pressure.
If the brakes cannot be released under the conditions of the train, then when it is moving in a braked state, the driver must calculate his actions so that he can stop the train at the designated place after braking is increased:
On a single following locomotive after checking its autobrakes at the first station of departure. At the same time, after traveling at least 200 meters at a speed of 20-40 km/h, the operation of the additional brake is first checked with a decrease in speed by 5-10 km/h, and then, at a speed of 40-60 km/h, the operation of the auto brakes is checked using a crane driver.
If, when traveling with the train, at the place established for checking the operation of autobrakes, the driver of the leading locomotive does not perform the check, then the driver of the second locomotive is obliged to contact the driver of the lead locomotive by radio and give a vigilance signal - a requirement to check.
10.1.6. If it is necessary to check the operation of the brakes in freight trains in unspecified places, it is allowed to perform it, as a rule, it is necessary when the train or a single locomotive picks up speed on the station tracks or when leaving the station on the first stage, which has a platform or descent, taking into account local conditions and table data 10.1. and 10.2.
To check the operation of the brakes of suburban trains, it is allowed to use braking, which is applied when approaching the first platform from the point of departure, on which a stop is provided according to the traffic schedule.
10.1.7. In passenger trains, first check the operation of the automatic brake, and then the electro-pneumatic one. To check the action of the EPT along the route, perform a braking stage until the pressure in the locomotive TC reaches 1.5-2.0 kgf / cm 2 (hold the RCM in the VE position for 1-2 seconds).
10.1.8. The action of the EPT must be checked after a complete test of the brakes, a change of locomotives, locomotive crews or control cabs, and the attachment of a group of cars to the train.
10.1.9. Before the departure of a freight train from a station or haul after it has been parked for more than 10 minutes, the driver is obliged to check the density of the TM of the train with a note of its value and the place of verification on the back of the certificate VU-45.
If, when checking the density of TM, the driver finds that its change is more than 20% in the direction of increase or decrease from that indicated in the certificate f. VU-45 of the previous value, carry out an abbreviated test of the automatic brakes.
10.1.10. The driver and assistant driver are required to monitor the operation of the brakes on the train throughout the entire journey.
The control of the length of the TM of the train is carried out by: a decrease or absence of the braking effect, a change in the density of the TM, the operation of signaling device No. 418, the brakes are not released in the tail section of the train, the train quickly slows down when the traction mode is turned off, and in the passenger train, in addition, by the operation of the driver’s crane during control automatic brakes (with a short TM in the I position of the RKM, fast leveling pressure of TM and GR, after transferring the RKM handle from I to position II, air is released from the TM into the atmospheric channel, when braking, the release of air from the TM through the driver’s valve into the atmosphere stops earlier than usual).
If you suspect a shortened length of the TM (freezing, shutting off taps, etc.), take all measures to stop the train, find out and eliminate the causes of brake failure.
If the non-release of the brakes of individual cars is detected, take measures to release the brakes of the passenger train by short-term braking by the first stage by setting the RCM in position I with an increase in pressure in the surge tank to 5.0–5.3 kgf / cm 2, and in freight trains - an increase in pressure in the surge tank by 0.8–1.2 kgf/cm 2 above the charging tank and setting the RCM to position IV in accordance with clause 11.2.6.
If after this the release of the car brake does not occur, stop the train on a favorable track profile to check the brake that has not released. If necessary, release the brake manually and turn off the VR, make a note in the certificate f. VU-45. The driver is obliged to inform the conductor of the car or the head of the train about the switched off brake in a passenger train. On the back of the help f. VU-45 note the actual brake pressure and pressure per 100 tf of train weight. Based on this, according to the braking standards, determine the speed of further movement.
To identify sliders (potholes or sagging), carefully inspect the wheel rolling surface, if necessary, perform a broach of the composition.
If the driver has received information about the jamming of wheel sets of wagons or a locomotive, sparking in the train without using brakes, immediately stop the train with full service braking, inspect it and find out the possibility of further movement.
10.1.11. If a crawler (pothole) with a depth of more than 1 mm but not more than 2 mm is found in a passenger or freight car (except for an MVPS or a tender with axle boxes that have roller bearings), it is allowed to bring such a car (tender) without uncoupling from the train to the nearest PTO, which has devices for changing wheel sets, at a speed of not more than 100 km/h - in a passenger train and not more than 70 km/h - in a freight train.
When the slider depth is from 2 to 6 mm for cars, except for the MVPS motor car, and from 1 to 2 mm for the MVPS locomotive and motor car, the train is allowed to run to the nearest station at a speed of 15 km/h, and if the slider is more than 6 to 12 mm, respectively and over 2 to 4 mm - at a speed of 10 km / h. At the nearest station, the wheelset must be replaced. With a slider depth of more than 12 mm for a car and a tender, more than 4 mm for an MVPS locomotive and motor car, it is allowed to move at a speed of 10 km/h, provided that the wheelset is hung out or the possibility of its rotation is excluded. At the same time, at the station, the locomotive or wagon must be uncoupled from the train, the brake cylinders and the traction motor (engine group) of the damaged locomotive wheelset must be switched off.
After surfacing (with subsequent processing) of the rolling surface of the wheels, the speed of the locomotive (car) to the nearest depot (PTO) should be no more than 25 km/h, where the bandages should be turned.
The slider depth is measured with an absolute gauge. In the absence of a template, it is allowed at stops along the route to determine the depth of the slider by its length using the data in Table 10.3
With a build-up of up to 2 mm, the order of movement of the locomotive and the car is the same as with the slider, up to 2 mm deep. If a weld appears on the wheelset of a locomotive or wagon with a height of more than 2 mm, it must be removed.
Table 10.3.
Determining the depth of the slider along its length depending on the diameter of the wheels
| Slider length (mm) | Slider depth (mm) |
||
| Trailer cars of ER electric trains and freight cars (D number of pairs = 950mm) | Passenger cars and diesel locomotives (D number of pairs =1050mm) | Electric locomotives (D number of pairs =1250mm) |
|
| 60 | 65 | 70 | 1,0 |
| 85 | 92 | 100 | 2,0 |
| 100 | 110 | 122 | 3,0 |
| 120 | 129 | 141 | 4,0 |
| 145 | 158 | 175 | 6,0 |
| 205 | 223 | 244 | 12,0 |
10.1.12. If, while the freight train is moving, there are signs of a possible break of the TM (frequent switching on of compressors or a rapid decrease in pressure in the GR after the compressor is turned off, the operation of the TM break signaling device with sensor No. monitor TM pressure.
If after that there is a rapid and unexpected decrease in pressure in the TM or a sharp deceleration of the train, which does not correspond to the influence of the track profile, perform service braking, after which the driver’s crane handle should be moved to position III and stop the train without using the locomotive’s auxiliary brake, find out and establish the cause . If, simultaneously with a decrease in pressure in the TM, the voltage of the contact network decreases, apply emergency braking.
If there is a traction shutdown, and the “TM” lamp goes out after lighting up and the pressure in the brake cylinders rises to 1.0 kgf / cm 2 or more, perform service braking and stop the train.
In the absence of a rapid and continuous decrease in pressure in the TM and a sharp slowdown in the movement of the train, then when following the platform or descent, perform service braking with the discharge of the TM by the value of the first stage, and then release the brake in the prescribed manner; when moving uphill, increase the pressure in the UR by 0.5-0.6 kgf / cm 2 above the charging one, and to collect the traction circuit, it is allowed to switch (with a button or switch) the locomotive control circuit.
In the event of repeated braking of the train due to arbitrary operation of the automatic brakes, perform braking and release of the automatic brakes in accordance with the established procedure, declare a control check of the automatic brakes in accordance with clause 19.1.1. of this Instruction and bring the train to the station where this check will be carried out. Without identifying and eliminating the causes of spontaneous operation of autobrakes, it is not allowed to send a train from this station for further travel.
10.1.13. In case of activation of the hitchhiking EPK, as well as braking of a passenger, mail-luggage and passenger-and-freight train due to a decrease in pressure in the TM, perform emergency braking in accordance with clause 10.1.21. this instruction.
10.1.14. In the event of a failure of the automatic brakes in the train (during the time specified in paragraph 10.1.2. of this Instruction), perform emergency braking and take all measures to stop the train. In case of an unsuccessful attempt to stop the train, give a general alarm signal and, by radio, inform the person on duty in front of the station located in front, or the dispatcher about what happened, so that they can take measures to freely receive the train to the station or pass it through the station. The conductor or attendant of the car, after hearing the general alarm signal or seeing the stop signals, is obliged to open the stop valve and activate the hand brake on the cars he serves.
After stopping the train, find out the reason for the poor performance of the brakes. If it is impossible to eliminate malfunctions or resume the operation of the brakes on the spot, then the further driving of the train is carried out in accordance with clause 16.43. PTE and Instructions for the movement of trains and shunting work on railways ah Ukraine.
10.1.15. In the case of using electric braking on electric locomotives and diesel locomotives and counter-steam on steam locomotives, release the locomotive brake. Simultaneous application of pneumatic and electric braking on electric locomotives and diesel locomotives in cases not provided for by the locomotive scheme, as well as counter-steam on steam locomotives, is not allowed.
10.1.16. If an emergency braking of the train by the locomotive driver was applied along the route, the driver must, before setting the train in motion, withstand the time required for the full release and charging of the autobrakes, specified in paragraph. 10.2.1.5., 10.2.1.8., 10.3.13. this instruction. If there is a release signaling device in fast trains, the driver checks the release of the brakes after emergency braking by the control lamp of the signaling device, which is located in the cab. A train that has a leave indicator can only be set in motion after the signal lamp goes out.
If emergency braking is performed from the car or occurred due to a violation of the integrity of the TM, then after determining the reason for the stop, eliminating it and getting the opportunity to depart, the driver charges the automatic brakes and sets the train in motion. In a passenger train, the release of the brakes of each car must be checked by the conductor and the head (foreman) of the train. In a freight train, the train brake release is not checked. If, when determining the reason for the stop of the train, it is found that the end valve on the tail car is open, it is necessary to close the valve, check the number of the car with the data of the natural sheet and certificate f. VU-45, and in a passenger train, in addition, by tail signals, through the conductor of the last car, find out if the cars have been left on the haul.
After the departure of the train, the locomotive crew is obliged from the windows of the locomotive cabin, and the conductors of passenger cars from the vestibules, to monitor the movement of the train: if brakes are not released, sparking or other malfunctions are detected, they must take measures to stop the train and eliminate them.
10.1.17. It is forbidden in the working cabins of locomotives during stops at stations, as well as on the way to close the disconnecting valve or double-thrust valve on the supply line and the combined or disconnecting valve on the TM, except for the following cases: when using multiple traction and a pusher locomotive that is included in the brake the train network, if on other than the head locomotives the handle of the double-thrust crane or the combined crane is switched to the double-thrust position; in non-working cabins in the absence of blocking device No. 367; when checking the density of TM passenger trains; when repairing the driver's crane (at the bus stop); when releasing automatic brakes in a short-range passenger train after emergency braking in accordance with clause 10.2.1.3.
It is forbidden for the driver and his assistant to leave the locomotive control cabin at the same time if the train is stopped on an unfavorable track profile.
When the locomotive crew or driver (when servicing the locomotive in one person) leaves the control cab, as well as in the parking lot, crane No. 254 must be put in the last braking position, and its handle is fixed with additional devices.
10.1.18. For all types of service braking, reduce the pressure in the surge tank with the driver’s crane from the set charging pressure by at least the value of the first stage in accordance with paragraphs. 10.2.1.1., 10.1.3. this instruction. In case of stepped braking, the subsequent braking stage should be performed by reducing the pressure in the SD in the range from 0.3 to 1.0 kgf / cm 2, depending on the need. If the train is moving to the planned stop, start braking with the first step, after reducing the speed by 25-50% of the initial one, if necessary, increase the braking.
The best train braking smoothness is ensured by the TM discharge from the beginning of service braking by the value of the first stage.
10.1.19. When braking from a speed of 40 km / h or less in trains that have 50% or more cars in the entire composition that are equipped with composite blocks or disc brakes, the brakes must be activated somewhat earlier than with cast-iron blocks.
10.1.20. When performing full service braking in one step, reduce the pressure in the UR by 1.5-1.7 kgf/cm 2 . This type of braking should be used in exceptional cases when it is necessary to stop the train or reduce its speed at a shorter distance than when performing stepped braking.
10.1.21. Emergency braking in all trains and on any track profile should be used only when an immediate stop of the train is required. It is carried out by the driver's crane, and, if necessary, by a combined crane from the leading or other locomotives (when following double or multiple traction). After moving the handle of the driver's crane or the combined crane to the emergency braking position, activate the sandbox and the auxiliary brake of the locomotive and turn off the traction, leave the handle of the driver's crane or the combined crane in the emergency braking position, and the handle of crane No. 254 in the extreme braking position, until the train stops .
Emergency braking, if necessary, can also be used on a single locomotive and on a locomotive that performs shunting work, regardless of whether the brakes in the train are on or not. At the end of the trip (shift), the driver must indicate the reason for the full service or emergency braking on the reverse side of the speedometer tape.
10.1.22. In order to avoid a sharp deceleration of the locomotive when using the auxiliary brake valve No. 254 and the occurrence of large longitudinal dynamic reactions in the train at a speed of 50 km / h and below, it is necessary to brake with this crane when driving the train in steps, except in cases of an emergency stop.
When actuating crane No. 254 of passenger and freight locomotives (except for shunting ones), avoid effective systematic braking with an increase in pressure in the brake cylinders at one time by more than 1.5 kgf / cm 2. As a rule, service braking with an auxiliary brake with a pressure of more than 1.5 kgf / cm 2 in the brake cylinders of the locomotive with ridge brake shoes should be repeated in a second step after maintaining the pressure in the brake cylinders up to 1.5 kgf / cm 2 for 0.5-1, 0 min.
It is forbidden to use an auxiliary brake to prevent slipping of the locomotive.
10.1.23. The auxiliary brake of the locomotive, if used, should be released after the autobrakes of the train have been released.
10.1.24. Before braking by reducing the pressure in the UR by more than 1 kgf / cm 2 with automatic brakes or with a pressure in the brake cylinders of locomotives of more than 2.5 kgf / cm 2 with EPT, first activate the sandbox.
10.1.25. When braking with a stop using sand on a locomotive, stop the supply of sand at a speed of 10 km/h before stopping. If a single following locomotive is stopped with sand in a section with automatic blocking or in a station equipped with electrical interlocking, then it is necessary to set the locomotive in motion and move onto clean rails.
10.1.26. When approaching the station with a prohibition signal and a speed reduction signal, it is necessary to activate the automatic brakes in advance and reduce the speed of the train so as to prevent the passage of the established stopping place at the station, the prohibition signal, the limit post, and the speed reduction signal and the warning place should proceed at a speed, established for this place. The speed of movement should not exceed 20 km / h at a distance of at least 400-500 meters before the prohibition signal.
When approaching a prohibition signal or a limit post, the brakes should be fully released only after the train has come to a complete stop.
If the train is moving to slow down and stop signals and there is a suspicion that the train has begun spontaneous release of the brakes (the deceleration of the train has decreased, the speed of movement has not decreased, the pressure in the surge tank has risen), apply emergency braking and find out the cause, if it is impossible to eliminate the cause – take the train with extreme caution to the first station, where to perform a control check of the brakes.
When approaching a prohibition signal, apply the brakes in a timely manner, if necessary, increase the braking effect by discharging the TM by the second or third stage.
10.1.27. If, after the release of the automatic brakes, it becomes necessary to re-brake, this release, both in passenger and freight trains, should be carried out in advance at such a speed as to ensure the necessary charging of the brakes for repeated braking.
When the pressure in the main tanks drops below the charging pressure, the driver is obliged to stop the train and perform an abbreviated brake test on the passenger train, and in accordance with Section 9.4 on the freight train. of this manual. If the pressure in the main tanks cannot be restored within 20 minutes, then the train must be secured in accordance with the procedure established on the road.
10.1.28. In order to avoid a train rupture when starting off after a stop with the application of brakes, it is allowed to set the locomotive in motion only after all the brakes in the train are released.
10.1.29. When hitching two or more operating locomotives to the train, the driver of the first locomotive controls the brakes in the train.
10.1.30. The control of auto brakes of a raft of inactive locomotives and MVPS is carried out in the manner established by this Instruction for the corresponding type of train.
10.1.31. Trains with locomotives equipped with an electric brake must be operated with the mandatory use of this brake. The braking mode and the place of application of the electric brake are set in local instructions and regime maps, which are developed on the basis of calculations and experimental trips and taking into account the requirements of the factory operating instructions for this locomotive series. At the same time, the braking force should not exceed the maximum allowable value in terms of the stability of the rolling stock in the track, in terms of its strength and impact on the track.
10.1.32. To ensure the set speed of movement when approaching prohibition signals and train stop signals, it is necessary to apply braking by automatic brakes, and in passenger trains - by electro-pneumatic or automatic ones in accordance with clauses 10.1.26., 10.1.2., 10.2.2. this instruction.
The stop of the train must be carried out using braking by the driver's crane. After the train stops, set maximum pressure in the brake cylinders of the locomotive.
10.2. Brake control in passenger trains
10.2.1. Control of auto brakes by the driver's crane.
10.2.1.1. For service braking en route, it is necessary to transfer the driver's crane handle from the train to the V position and reduce the pressure in the SD from the set charging pressure at the first stage by 0.3-0.5 kgf/cm 2, regardless of the train length.
When the required pressure in the UR is reached, move the RCM to position IV (shut off with line supply). If necessary, the next stage of braking can be performed only after the release of air from the line through the driver's valve is completed.
When approaching prohibition signals and stopping at stations, after stopping the release of air from the TM through the driver’s crane, turn his handle to position III.
In order to reduce the likelihood of buildup on the rolling surface of wheelsets in braking mode, at one stage, as a rule, follow no more than 1.5 minutes. If it is necessary to further reduce the speed of movement, increase the discharge of TM.
If the train is slowed down by a step of 0.3 kgf/cm 2, then before the start of the holiday, increase the discharge of TM to 0.5-0.6 kgf/cm 2.
10.2.1.2. When approaching signals with a permissive indication and repeated or imprudent braking, when the train can stop earlier than the established or required place, release after each braking by moving the driver’s valve handle to position I until the pressure in the UR increases to 5.0-5.2 kgf / cm 2, and then transfer the crane handle to the train position, and before the next braking - to position III.
If, after the release of the automatic brakes, the spare tanks do not have time to recharge to the set pressure (less than 30 seconds), to perform the next (repeated) braking, reduce the pressure in the TM by at least 0.6 kgf/cm2.
It is allowed, if necessary, in case of imprudent braking, to release the brakes in the train position, and after reaching the required increase or stabilization of the train speed, move the crane handle to position III (shutdown without supplying the line) with readiness to perform repeated braking to stop the train in the required place.
10.2.1.3. When releasing the automatic brakes after service braking, hold the driver's crane handle in position I until the pressure in the surge tank reaches 5.0-5.2 kgf/cm 2 ; when released after emergency braking up to 3.0-3.5 kgf / cm 2, and in short trains - up to 1.5-2.0 kgf / cm 2, after which the handle is transferred to the train position.
The release of automatic brakes in the train after service braking should be carried out only after the release of air from the TM through the driver’s crane is over, and the traction mode should be turned on no earlier than 15-20 seconds after the start of the release.
In trains consisting of 7 cars or less, release the automatic brakes after service braking by setting the driver’s crane handle to position I for 1-2 seconds and then transferring it to the train position, and after emergency braking, temporarily close the combined valve, put the driver’s crane handle in I position, after charging the UR to a pressure of 5.0 kgf / cm 2, transfer it to the train position, open the combined valve and charge the train brake network.
10.2.1.4. The release of autobrakes after service braking is to be carried out before stopping the train at a speed of 4-6 km/h. With the predominance of composite pads and disc brakes in the train, release the brakes after the train stops.
10.2.1.5. The time from the moment the RKM is transferred to the vacation position until the train is set in motion should be:
with a train length of up to 25 cars inclusive, after the braking stage - at least 15 seconds, after full service braking - at least 30 seconds, after an emergency - at least 1.5 minutes;
with a train length of more than 25 cars, after the braking stage - at least 40 seconds, after full service braking - at least 1 minute, after an emergency - at least 3 minutes.
To ensure the smooth bringing of the train to motion, local instructions establish the procedure for releasing the brake of the locomotive and switching on the traction mode.
10.2.1.6. If the pressure in the TM drops below 3.5 kgf / cm 2 during braking on the descent, stop the train, activate the auxiliary brake of the locomotive, then release the automatic brakes and charge the TM to the set pressure.
If, when the train is moving at the end of the descent, the last braking is performed, at which the pressure in the TM is lower than 3.5 kgf/cm 2, but not less than 3.2 kgf/cm 2, and then, according to the conditions of the track profile, the train speed will decrease so much that it is necessary to release the autobrakes, and in the time before the next braking it is possible to recharge the brake network to the set pressure, then it is not required to stop the train to recharge the autobrakes.
10.2.1.7. Avoid frequent braking without recharging the TM train, since incomplete charging leads to complete depletion of the autobrakes during repeated braking, followed by a decrease in the braking effect. It is impossible to release the brakes at high speed before re-braking, if the train speed increases above the set speed before braking, and the brake line does not have time to charge by this moment.
10.2.1.8. If a passenger train contains wagons with included VR of Western European types "KE", "Oerlikon", "DAKO", the train must follow on auto brakes (EPT is turned off). Before the train departs, after hitching the locomotive to the train, at the driver’s crane with a stabilizer, increase the pressure in the TM by holding the driver’s crane handle in position I to a pressure of 5.5 kgf / cm 2 in UR.
On the way, monitor the maintenance of the set charging pressure, pay attention Special attention to changes in charging pressure when the brakes are released.
In order to preserve the wheel pairs of cars and ensure sufficient smoothness of braking, the first stage of braking is performed by reducing the pressure in the UR by 0.4-0.5 kgf/cm 2, followed, if necessary, by increasing braking.
With driver cranes No. 394, 395, a minimum braking step of 0.3 kgf / cm 2 is allowed, followed by release of the brakes with increased pressure.
Release the brakes after service braking by setting the handle of the driver's crane No. 394 to position I until the pressure in the UR reaches 5.5 kgf / cm 2, followed by transfer to the train position.
After emergency braking, the RKM must be maintained in position I until the pressure in the UR is 3.0 kgf / cm 2, and in a short train - up to 1.5-2.0 kgf / cm 2, after which the handle is transferred to the train position, after charging the UR to normal charging pressure, it is necessary to overestimate the pressure in the TM by holding the handle of the driver's crane in the I position to a pressure in the UR of 5.5-5.7 kgf/cm 2 .
If in the process of repeated braking it became necessary to brake from an increased charging pressure, then release the brakes after the last of the frequent repeated braking with a pressure of 0.3-0.5 kgf / cm 2 higher than the greater charging pressure from which braking was performed. During service braking from an increased charging pressure, do not allow a pressure drop in the TM by more than 1.3 kgf/cm 2 .
After stopping the train with the use of automatic brakes, it is necessary to wait for the time from the moment the RKM is transferred to the vacation position until the locomotive is set in motion in trains:
length up to 25 cars inclusive, after stepped and full service braking - at least 1 minute, after emergency - at least 4 minutes;
length of more than 25 cars, after stepped and full service braking - at least 2 minutes, after emergency - at least 6 minutes.
Conductors of passenger cars, before the train leaves an intermediate station or after a forced stop, are obliged to check the release of the brakes on the pressure gauge, which is located in the vestibule or service compartment of the cars, and if conditions permit, also on the departure of the brake pads from the wheel tread surface. If the car remains braked, then the conductor is obliged to give a signal forbidding the departure of the train or to release the brake with the release valve in the middle of the car. When switching to foreign roads, the exhaust valve is sealed at the transfer point at the request of the head of the train.
10.2.2. Management of electropneumatic brakes (EPT).
10.2.2.1. When the RCM is in the train position in the EPT scheme, it must pass alternating current, while the signal lamp with the letter “O” should be on, and the power source should provide a voltage of at least 50 V.
10.2.2.2. To control the speed of the train along the haul and for stops along the route, perform stepped braking by setting the RCM to position VЭ, and with duplicated power supply of the EPT on 1 and 2 wires, to position V with further transfer to position IV. The first stage of service braking must be performed before the pressure in the locomotive's TC rises to 1.0-1.5 kgf/cm 2, depending on the speed of the train and the steepness of the descent. Subsequent stages are performed as needed until full service braking with bringing the pressure in the locomotive TC to 3.8-4.0 kgf/cm 2 .
On the way, the driver is obliged to control the normal operation of the EPT by signal lamps, and in case of duplicated power, according to the readings of the ammeter in the overlapping position; which should not change in the process of driving the train downward by more than 20%. If there is a greater deviation of the indication, if the voltage of the power supply in the brake position drops below 45 V, if the efficiency of the EPT is insufficient or if the smoothness of braking is unacceptable, as well as when the signal light goes out, switch to pneumatic control of the brakes.
10.2.2.3. If the train has no more than two cars without EPT or with EPT turned off, then after reaching required pressure in the shopping center, move the driver's crane handle to position III. At more wagons without EPT, as well as if there are RIC-size wagons in the train with auto brakes on, the train must run on pneumatic brakes, which should be noted by the wagon inspectors at the departure station in the certificate f. VU-45.
10.2.2.4. Braking of the EPT at the entrance to the prohibiting signals to stop should be carried out with the discharge of the TM with the setting of the RCM in the V position, when the required pressure in the TC is reached, the driver's crane handle should be moved to the III position.
10.2.2.5. If the signal light goes out on the way, it is necessary to switch to pneumatic control of the brakes, turn off the power source of the EPT.
If the signal light goes out, flashes or goes out for a short time, there is no braking effect when the train approaches the prohibition signal or the limit post in the electro-pneumatic braking mode, apply emergency braking. Turn off the power supply of the EPT after stopping.
10.2.2.6. According to the conditions of the train, the driver, as a rule, produces a stepped release of the EPT. In the process of stopping the train, perform a step vacation, and after stopping - a full vacation.
10.2.2.7. Stepwise release is performed by short-term movement of the RCM from the overlap position to the train position and back to the overlap, and the last stage of release is performed with the exposure of the RCM in the I position with an increase in pressure in the surge tank to 5.2-5.4 kgf/cm 2 .
10.2.2.8. Full release of the EPT in one step is performed by moving the RCM to position I with an overpressure in the UR up to 5.2-5.4 kgf / cm 2, followed by moving the handle to the train position.
10.2.2.9. If a change of locomotive crews is to take place at the station without uncoupling the locomotive from the composition of the passenger train, then the driver who changes is obliged to stop the train at this station in accordance with the requirements of this section and, after stopping, put the handle of crane No. 254 in the last brake position and fix it with auxiliary devices .
10.2.2.10. To release the automatic brakes in case of spontaneous operation of the EPT, it is necessary to find and eliminate the contact of the car lighting wires, the heads of the end valves, or disconnect the EPT wires in the tail car.
10.2.2.11. If the TM is allowed to be recharged with a pressure of more than 5.5 kgf / cm 2, the driver is obliged to stop the train by reducing the pressure in the TM by 0.3-0.6 kgf / cm 2 and, by several re-braking, switch to normal charging pressure, and the assistant driver is obliged to check the vacation brakes of each car. When departing the train, fulfill the requirements of clause 10.2.1.5.
10.3. Control of autobrakes in freight trains
10.3.1. For service braking, the driver's crane handle (RKM) should be moved from the train position to position V and reduce the pressure in the UR from the installed charger by the required value, after which the RKM should be transferred to position IV. Perform the first stage of braking by reducing the pressure in the UR: in loaded trains - by 0.5-0.9 kgf / cm 2, empty - by 0.5-0.6 kgf / cm 2, on steep long descents - 0.7- 0.9 kgf / cm 2, depending on the steepness of the descent.
On a flat track profile with slopes up to 0.008, when following the green light of a traffic light or along a free stage, the first stage of braking (except for checking the operation of the brakes) is allowed to be performed at 0.3-0.5 kgf / cm 2.
The second stage, if necessary, is performed after at least 5-7 seconds after the end of the air release from the TM through the driver's crane.
If the driver’s crane has the VA position, then after receiving the necessary discharge of the UR with the V position, in order to stabilize the pressure in the UR, in the overlap position and prevent spontaneous release of the automatic brakes, it is allowed to hold the RCM in the VA position for 5-8 seconds before transferring it to the IV position.
10.3.2. Re-braking is performed as a cycle consisting of braking and release, when the required speed of the train is reached.
If, when releasing the automatic brakes with high pressure in the line, the time for recharging the working chambers of the BP in the flat mode was less than 1.5 minutes, then the next stage of braking should be performed by reducing the pressure in the UR by 0.3 kgf / cm 2 more than the previous stage.
10.3.3. In order to prevent the depletion of autobrakes in the train when following the descent, on which repeated braking is performed, it is necessary to maintain a time between braking of at least 1.5 minutes to recharge the TM of the train.
To fulfill this requirement, do not make frequent braking and do not release the autobrakes at high speeds. The time of continuous movement of a train with a constant braking stage on the descent in the flat mode of the air distributors should, as a rule, not exceed 2.5 minutes; if longer braking is necessary, increase the discharge of TM by 0.3-0.5 kgf / cm 2 and, after a sufficient decrease in speed, release the automatic brakes.
10.3.4. When controlling autobrakes on long descents of 0.018 and steeper, where the set charging pressure in ТМ is 6.0-6.2 kgf/cm 0.8 kgf / cm 2, and on slopes steeper than 0.030 by a decrease in pressure by 0.8-0.9 kgf / cm 2.
Further, the braking force is adjusted depending on the speed of the train and the track profile. At the same time, do not fully release the autobrakes if the train speed exceeds the set speed before the end of the TM recharging and re-braking.
If it is necessary to use full service braking, as well as in the process of adjusting braking while following the descent, do not allow the pressure in the TM to drop below 3.8 kgf/cm 2 . If, for some reason, when following the descent, the pressure in the TM becomes lower than 3.8 kgf / cm 2, stop the train, activate the auxiliary brake of the locomotive, then release the automatic brakes and charge the TM at the parking lot before the train starts moving (either in for at least 5 minutes if the train is held by the auxiliary brake of the locomotive). If the pressure in the TM turned out to be lower than 3.8 kgf / cm 2 at the end of the descent, and according to the conditions of the track profile, the speed of further movement will decrease so much that it will be necessary to release the automatic brakes and, in the time before the next braking, it is possible to recharge the TM to the set pressure, then the train stop for recharging autobrakes is not required.
After the train has gone through a long descent and transferred its brake line to the normal charging pressure at the station, the inspectors are required to check the release of all automatic brakes in the train and switch the VR of the cars to the flat mode.
10.3.5. When following a freight train at a speed of more than 80 km / h and the appearance of a yellow light at a locomotive traffic light, actuate the brakes by reducing the pressure in the UR, the loaded train by 0.8-1.0 kgf / cm 2, empty by 0.5-0 .6 kgf / cm 2. At a lower speed and a longer block section, braking should begin, taking into account the speed and effectiveness of the braking means, at an appropriate distance from the traffic light.
10.3.6. In freight trains with a charging pressure in the brake line from 4.8 to 5.5 kgf / cm 2, after service braking on flat areas, the full release of the auto brakes should be carried out with the I position of the driver's valve handle until the pressure in the surge tank rises by 0.5-0.7 kgf / cm 2 above the charger. After reducing the pressure to normal charging, if necessary, repeat the indicated increase in pressure. It is allowed to release the brakes using the IV position of the RKM in accordance with clause 11.2.6.
The release of the brake can be performed after 5-7 seconds after the cessation of air release from the TM through the driver's crane.
10.3.7. On short descents, where repeated braking is applied, the VR in the freight train must be switched on to the flat mode, the release of the automatic brakes between repeated braking is carried out by the I position of the RCM to the charging pressure in the surge tank. If there is time between repeated braking to eliminate the overcharge pressure in the line, then the release of the automatic brakes can be carried out in accordance with paragraph 10.3.6. with subsequent transfer to the train position.
10.3.8. After emergency braking, the release of the brakes in a freight train should be carried out with the 1st position of the RKM until the pressure in the surge tank rises to 3.0-3.5 kgf / cm 2 (for driver cranes without a stabilizer) and 6.5-6.8 kgf / cm 2 if stabilizer.
10.3.9. With the length of the freight train composition from 100 to 350 axles, simultaneously with the start of the release of automatic brakes, brake the locomotive with the auxiliary brake valve No. 254 (if it was not braked earlier) with the addition of 1.5-2.0 kgf / cm state for 40-60 seconds and then release the locomotive brake in steps. It is not allowed to fully release the locomotive brake (direct or electric) until the train brakes are fully released.
10.3.10. In loaded trains with a length of more than 300 axles, do not release the autobrakes at a speed of less than 20 km/h until the train has come to a complete stop. As an exception, you can release the brakes when following the descent, where there is a speed limit of 25 km / h or less, release the autobrakes in advance (15-20 seconds) before the start of the release with the auxiliary crane of the locomotive No. 254.
10.3.11. On steep long descents, where the charging pressure in the TM of a freight train is set to 6.0-6.2 kgf / cm 2, the full release of the automatic brakes should be carried out by transferring the RKM to position I until the pressure in the UR increases to 6.5-6.8 kgf / cm 2 .
If the brakes are on the mountain mode and full release is not required, then perform a stepped release by transferring the RKM to position II until the pressure in the UR increases at each stage of release by at least 0.3 kgf / cm 2. At a pressure in the TM of 0.4 kgf / cm 2 below the pre-brake charger, only complete release should be performed.
10.3.12 . Turn on traction on locomotives in a moving train no earlier than 1 minute after the transfer of the RKM to the vacation position.
10.3.13. After stopping the train with the use of automatic brakes, it is necessary to wait for the time from the moment the RKM is transferred to the vacation position until the locomotive is set in motion:
after the braking stage - at least 1.5 minutes with the air distributors switched on in the flat mode, and at least 2 minutes - in the mountain mode of the air distributors;
after full service braking - at least 2 minutes with air distributors switched on in the flat mode and at least 3.5 minutes - in the mountain mode of the air distributors;
after emergency braking in trains up to 100 axles - at least 4 minutes, in trains with more than 100 axles - at least 6 minutes.
10.4.1. Descent with the transition to the ascent. When following the descent, the driver must not exceed the speed established for this section.
If the speed can increase more than the set one, be sure to apply the automatic brakes and, after reducing the speed, release them in such a way as to drive up the hill with the brakes released and the maximum allowable speed.
Turning on the controller (opening the regulator on the locomotive) is allowed only after the autobrakes are fully released.
10.4.2. Descent of various steepness. When driving a train with the controller turned off (the regulator on the locomotive is closed) downhill with different steepness, apply stepped braking by crane No. 254 when switching from a lower steeper slope to a steeper slope.
10.4.3. Descent with the transition to the platform and again descent.
In the process of driving the train with the controller turned off (the regulator on the locomotive is closed) downhill with the transition to a short platform (less than the length of the train) and then downhill again, when the locomotive enters the downhill after the platform, apply the auxiliary brake. When entering the descent of the entire train, depending on the speed, release the auxiliary brake in steps.
If the site after the descent is long (more than the length of the train), then on the descent, fully release the auto brakes (if they were activated to reduce speed) and follow the site with the auto brakes released, if necessary, with the controller turned on (open regulator on the locomotive).
When the locomotive enters the next descent, activate the auxiliary brake and release it in stages when the entire train enters the descent, if the profile conditions do not require the use of automatic brakes.
INSTRUCTIONS
on labor protection for the inspector of cars,
inspector - repairman of wagons
and a rolling stock repairman
composition in the rolling stock of Russian Railways
1. GENERAL REQUIREMENTS FOR LABOR PROTECTION
1.1. This Instruction was developed on the basis of the rules for labor protection during the maintenance and repair of freight cars and refrigerated rolling stock, approved by the Ministry of Railways of Russia on October 3, 1996 POT RO-32-TsV-400-96, other regulations on labor protection, and establishes basic labor protection requirements for a wagon inspector (hereinafter referred to as the inspector), an inspector-repairman of wagons (hereinafter referred to as the inspector-repairman) and a rolling stock repairman (hereinafter referred to as a locksmith), employed in the maintenance and repair of freight wagons at maintenance points freight wagons (hereinafter referred to as PTO), control posts, wagon transfer points and in freight wagon depots (hereinafter referred to as depots) of Russian Railways.
On the basis of this Instruction, the management of the structural subdivision of the railway branch of Russian Railways, if necessary, develops an Instruction on labor protection for the inspector, inspector-repairman and locksmith, taking into account local conditions and the specifics of the activity.
1.2. Persons who have reached the age of eighteen, have been trained and tested in their specialty and labor protection, have passed the mandatory preliminary medical examination upon admission to work, introductory and primary briefings at the workplace on labor protection, fire fighting briefing, training and primary testing of knowledge of labor protection requirements.
1.3. In the process of work, the inspector, the inspector-repairman and the locksmith must undergo periodic medical examinations in accordance with the established procedure, re-briefing at least once every three months, as well as unscheduled and targeted briefings on labor protection, training on labor protection, periodic and extraordinary testing of knowledge of labor protection requirements.
1.4. The inspector, the inspector-repairman and the mechanic must undergo periodic, at least once a year, training in first aid to the victims.
Newly hired persons are trained in providing first aid to victims within the time limits established by the employer (or a person authorized by him), but no later than one month after being hired.
1.5. Persons who have reached the age of eighteen years, who have been trained in these types of work, who have passed an exam for the right to operate these installations and machines and who have an appropriate certificate for the right to work, are allowed to work on mobile repair machines and installations.
1.6. Persons who have reached the age of twenty-one years old, have passed the mandatory pre-employment and periodic medical examinations, trained in the relevant program, certified and have a certificate for the right to service specialized cars, are allowed to maintain specialized wagons for the transport of dangerous goods.
1.7. The admission of workers to the independent maintenance of specialized wagons for the transport of dangerous goods must be issued by order of the depot.
1.8. To perform additional duties (maintenance of car repair machines and repair installations, defectoscopy of parts and assemblies of freight cars, welding and other work), the inspector-repairman and mechanic must pass a theoretical and practical training, pass the exam and receive the appropriate certificate for the right to produce work.
1.9. The inspector, the inspector-repairer and the locksmith must:
perform only the work included in their duties or assigned by the foreman (foreman) work;
be extremely careful in places of traffic;
pass through the territory of the depot and railway stations(hereinafter referred to as stations) along established routes, footpaths, walkways and crossings;
observe safety measures when crossing railway tracks for the inspection and repair of wagons;
follow the rules of the internal work schedule and the established regime of work and rest. When working outdoors in winter time to prevent hypothermia and frostbite, the inspector, the inspector-repairman and the mechanic must use the provided breaks in work for heating, depending on the outside temperature and wind speed;
be able to provide first aid for injuries, use a first aid kit.
1.10. The inspector, inspector-repairman and locksmith performing maintenance and repair of freight wagons must know:
technology of maintenance and repair of freight cars;
the procedure for fencing trains and individual groups of freight cars, established by the technical and administrative act (hereinafter - TRA) of the station, technological process PTO work, instructions for the production of shunting work, developed taking into account local conditions;
the effect on a person of dangerous and harmful production factors that arise during work, methods of protection and rules for providing first aid;
harmful effect oil products and basic chemical cargo on the human body, as well as signs of poisoning;
requirements of this manual.
Employees performing maintenance and repair of freight wagons with dangerous goods must know the danger signs of dangerous goods, the places of their application and comply with safety requirements depending on the hazard class of the cargo.
1.11. During the maintenance and repair of freight cars, the inspector, inspector-repairman and locksmith may be exposed to dangerous and harmful production factors:
moving railway rolling stock (hereinafter - rolling stock), vehicles, machines and mechanisms, moving parts production equipment;
increased dust and gas content in the air working area;
increased or decreased temperature of equipment surfaces;
increased or decreased air temperature of the working area;
elevated level noise in the workplace;
increased level of vibration;
increased or low humidity air;
increased or decreased air mobility;
increased voltage in the electrical circuit, the closure of which can occur through the human body;
insufficient illumination of the working area and lack of natural light when working inside the boiler of a tank car (hereinafter referred to as the tank car);
increased brightness of light welding work;
sharp edges, burrs and roughness on the surfaces of workpieces, tools and equipment;
the location of the workplace at a considerable height relative to the surface of the earth (floor);
chemical hazardous and harmful production factors affecting the human body through the respiratory tract, digestive system and skin covering(work with welding aerosols and other harmful chemicals);
neuropsychic overload when performing work on railway tracks, in closed spaces.
1.12. The inspector, inspector-repairman and mechanic must be provided with the following PPE:
a half-cloak made of a raincoat-tent or a half-cloak made of rubberized fabric;
boots with polyurethane soles or yuft boots with oil and petrol resistant soles;
summer headdress;
combined mittens;
signal vest with reflective pads;
protective helmet (on duty).
When performing work at salt loading points, rubber boots should be additionally issued.
When performing work on the inspection of freight cars at oil loading and washing and steaming stations and points, an additional tarpaulin suit should be issued.
heat-protective suit "Mechanic" or a suit for protection against low temperatures with insulated linen in II, III, IV and special belts;
felt boots (on the belts);
galoshes on felt boots.
The inspector, inspector-repairman employed at maintenance points, current uncoupling repairs and points for preparing cars for transportation located in the IV and special belts, instead of a heat-protective suit, should be issued:
short fur coat (on belts);
The inspector-repairer and mechanic of the technical equipment located in the II and III belts, carrying out the repair of freight cars in the open air using car repair machines, should be given a sheepskin coat.
A rolling stock repairman engaged in the repair of freight cars, insulated rolling stock in depots, at maintenance stations and wagon transfer points must be provided with the following PPE:
a lavsan-viscose suit with oil-and-oil impregnation or a cotton suit;
combined mittens;
yuft boots with oil and petrol resistant soles;
goggles.
For outdoor work, the following must be additionally issued:
a half-cloak with a hood made of a raincoat-tent or a half-cloak made of rubberized fabric;
protective helmet.
In winter, additionally should be issued:
heat-protective suit "Mechanic" or a suit for protection against low temperatures with insulated linen in II, III, IV and special climatic zones (hereinafter referred to as the belt), as well as at border and port stations;
heat-protective suit in the 1st belt;
felt boots (on the belts);
galoshes on felt boots.
Rubber boots should be additionally issued at salt loading points.
While doing roofing works additionally must be issued:
tarpaulin knee pads on wadding;
safety belt.
When performing boiler and riveting work - tarpaulin gloves instead of combined gloves.
When performing carpentry and joinery work during the repair of freight cars, insulated cars at the PTO, when preparing cars for transportation in IV and special belts, instead of the Mechanic heat-protective suit, the following should be issued:
short fur coat (on belts);
jacket with insulating padding (on the belts);
trousers on the warming lining (on belts).
When performing locksmith work during the repair of rolling stock at the uncoupling and uncoupling repairs of freight cars at the PTO when preparing cars for transportation in the IV and special belts, instead of the Mechanic heat-protective suit, the following should be issued:
short fur coat (on belts);
a jacket with a warm lining (on the belts);
trousers on the warming lining (on belts).
A locksmith, when performing work on dismantling, repairing and installing roller axle boxes of wheel pairs of wagons, PPE must be provided:
a lavsan-viscose suit with oil-and-oil impregnation or a cotton suit;
rubberized apron;
acid-proof gloves;
yuft boots with oil and petrol resistant soles.
In winter, an additional jacket with an insulating lining (on the belts) should be issued.
When performing work on the railway tracks, the inspector, the inspector-repairman and the locksmith must be issued male and female signal vests with retroreflective overlays.
Hats with earflaps with sound-conducting inserts are issued to PTO employees who constantly work outdoors in winter and perform their duties directly in the area of railways.
If necessary, according to the conditions of implementation certain types work, the inspector, the inspector-repairman and the locksmith should additionally be given appropriate protective equipment (respirator, hose breathing device, gas mask, safety helmet, safety belt and other PPE).
1.13. Before each use of protective equipment, the employee is obliged to check its serviceability, the absence of external damage, contamination, check the expiration date on the stamp.
The use of expired protective equipment is prohibited.
1.14. When issuing PPE such as respirators, gas masks, safety helmets, safety belts and some other PPE, the inspector, repair inspector and mechanic must be instructed in the rules of use and the simplest ways to check the serviceability of these tools, as well as training in their use.
1.15. Employees are required to wear protective helmets when performing work under the wagons.
1.16. The inspector, the inspector-repairer and the mechanic must comply with the requirements fire safety:
do not approach the gas welding machine with an open flame, gas cylinders, flammable liquids, materials and spray booths;
do not touch oxygen cylinders with hands contaminated with oil;
smoking in the places designated for this purpose, with the inscription "Smoking Area", provided with fire extinguishing equipment and equipped with urns or boxes with sand;
do not use open fire for lighting (torches, candles, kerosene lamps);
do not use non-standard (self-made) electric heaters;
do not use electric stoves, electric kettles and other electric heaters without stands made of non-combustible materials;
do not leave unattended electric heaters connected to the network.
1.17. The inspector, the inspector-repairer and the locksmith must:
know the rules of use and methods for checking the serviceability of PPE;
monitor the serviceability and integrity of the grounding (zeroing);
cases of electrical appliances, electrical machines and equipment;
1.18. An inspector, an inspector-repairman and a mechanic using a hand-held electrified tool (hereinafter referred to as a power tool) in the process of work must have group I for electrical safety.
An inspector, an inspector-repairman and a locksmith performing current repairs of freight cars using mobile repair machines and installations, mechanisms with electric drive, portable power tools must have an electrical safety group of at least II.
1.19. When on the railway tracks, the inspector, the inspector-repairer and the locksmith must comply with the following requirements:
to the place of work and from work to pass only by specially established routes, marked with signs "Service Passage";
when passing along the railway tracks at the station, go along a wide intertrack, along the side of the subgrade or away from the railway track no closer than 2.5 m from the outermost rail, while you must carefully monitor the movements of the rolling stock on adjacent railway tracks, look under your feet, since in specified places passage can be limit and picket posts and other obstacles;
cross railway tracks only at a right angle, after making sure that there is no rolling stock moving at a dangerous distance in this place;
cross railway tracks occupied by wagons, using only transitional platforms with serviceable steps and handrails. Descend from the site, turning to face the car, after making sure that there is no approaching rolling stock on the neighboring railway track;
bypass groups of wagons or locomotives standing on the railway track at a distance of at least 5 m from the automatic coupler;
pass between uncoupled wagons if the distance between the automatic couplers of these wagons is at least 10 m;
pay attention to indications of enclosing traffic lights, sound signals and warning signs.
1.20. While on the railroad tracks, it is prohibited:
cross or run across the railway tracks in front of a moving rolling stock (locomotive, motor locomotive, trolley and other moving units) or immediately after the passing train, without making sure that an oncoming train is not moving along the adjacent railway track;
crawl under standing cars, as well as drag tools, devices and materials under them;
sit on the steps of wagons or locomotives and get off them while moving;
be on the inter-track between trains during their non-stop movement along adjacent railway tracks;
cross railroad tracks within turnouts;
when crossing railway tracks, step on the rail heads and the ends of reinforced concrete sleepers;
sit down for rest on rails, electric drives, choke-transformers, travel boxes and other outdoor devices.
1.21. The inspector, the inspector-repairman and the locksmith are prohibited from:
be under a lifted and moved load;
step on electric wires and cables;
touch broken wires and other easily accessible live parts;
stay on the territory and in the premises of the depot in places marked with the sign “Caution! Oversized place”, as well as near these places when passing rolling stock;
carry out inspection and repair of roofs on open areas, other work on the roofs of freight cars during a thunderstorm, thick fog, heavy snowfall or heavy rain, with a wind speed of 12 m/s and above.
1.22. When leaving the railway track from the heating room, as well as from behind buildings that impair the visibility of the railway track, the inspector, inspector-repairman and mechanic must first make sure that there is no rolling stock moving along it, and in the dark, in addition, wait until eyes get used to the dark.
1.23. On electrified sections of railways, an inspector, an inspector-repairman and a locksmith are prohibited from:
approach energized and unprotected wires or parts of the contact network at a distance of less than 2 m;
climb onto the roof of a freight car for its inspection and repair until the voltage in the contact network is removed and permission is obtained from the work manager. The contact network and related devices must be grounded for the entire period of work;
touch broken wires of the contact network and foreign objects located on them, regardless of whether they touch the ground and grounded structures or not.
The inspector, inspector-repairman and locksmith who discovered a break in wires or other elements of the contact network, as well as foreign objects hanging from them, are obliged to immediately inform the foreman (foreman) about this, and in his absence - to a higher manager.
Before the arrival of the repair team, the dangerous place should be protected by any improvised means and ensure that no one approaches the broken wires at a distance of less than 8 m.
In case of getting into the zone of “stepping stresses”, it is necessary to leave it, observing the following safety measures: connect the feet together, and slowly, in small steps, not exceeding the length of the foot and without taking the legs off the ground, or jump out of the danger zone.
1.24. The inspector, the inspector-repairer and the locksmith must know and observe the rules of personal hygiene.
1.25. Personal clothing and overalls should be stored separately in the dressing room lockers. It is prohibited to take PPE outside the enterprise.
The inspector, inspector-repairman and mechanic must monitor the serviceability of overalls, timely hand them over for washing, dry cleaning and repair, and also keep the dressing room cabinets clean and tidy.
1.26. Eating should be in canteens and buffets or in specially designated rooms with appropriate equipment. It is not allowed to store and eat food at the workplace.
Water should be drunk only boiled, stored in special closed tanks, protected from dust and other harmful substances. It is allowed to use non-boiled water from the household water supply if there is a permit from the center of state sanitary and epidemiological supervision for railway transport (hereinafter - TsGSEN).
Wash hands thoroughly before eating warm water with soap.
1.27. The inspector, the inspector-repairman and the mechanic must be able to provide first aid to the victim in the event of an accident.
1.28. AT cold period outdoor work should be carried out intermittently for heating in rooms specially designed for this purpose. The duration and procedure for granting such breaks are established by the internal labor regulations.
Microclimatic parameters under which outdoor work should be stopped are set by local authorities.
1.29. When lifting and moving weights manually, the permissible weight of the load being lifted and moved during a work shift should not exceed 15 kg for men, 7 kg for women, and when alternating with other work (up to 2 times per hour) for men 30 kg, for women 10 kg.
It is allowed to lift and move loads of greater mass together, but taking into account that the load on each employee does not exceed the values \u200b\u200bspecified above.
1.30. In case of injury or illness, the inspector, the inspector-repairman and the locksmith must stop work, notify the foreman (foreman) and seek help from the first-aid post.
1.31. If violations of the requirements of this Instruction are found or malfunctions of equipment, mechanisms, inventory, tools, protective devices, means personal protection and fire safety, the inspector, the inspector-repairman and the locksmith must inform the foreman (foreman) about this, and in his absence - to the higher manager and then follow his instructions.
1.32. The inspector, the inspector-repairman and the locksmith who do not comply with the requirements of this Instruction are liable in accordance with the law Russian Federation.
2. HEALTH REQUIREMENTS BEFORE STARTING WORK
2.1. Before starting work, the inspector, the inspector-repairman and the locksmith must put on the serviceable overalls and safety shoes that are due to them, put them in order:
button up the cuffs of the sleeves;
tuck loose ends of clothing so that it does not hang down.
It is not allowed to wear overalls unbuttoned and with rolled up sleeves.
The inspector, the inspector-repairman and the locksmith should not take off their overalls and footwear during the entire working time.
The PPE assigned to them must be matched to their size and height.
2.2. The inspector, inspector-repairman and mechanic before starting work must familiarize themselves with the orders and instructions received in the scope of their duties, check the availability and serviceability of tools, measuring instruments, provided set signal accessories, the availability and serviceability of portable radio communications, as well as the availability of spare parts and materials on racks and repair installations.
2.3. The inspector, the inspector-repairman and the locksmith who perform work directly on the railway tracks and near trains must receive targeted instruction in the prescribed manner before the start of the shift. To the place of the checked composition of freight cars it is necessary to follow as part of a brigade. It is forbidden to go to the place of work alone.
2.4. Employees associated with maintenance and repair of wagons for the transport of dangerous goods, must check:
the presence of stamps and marking marks on the nodes and parts of wagons for the transport of dangerous goods. For all types of repair of wagons for the carriage of dangerous goods, depersonalization of bogies is prohibited;
the presence of fencing and securing wagons for the transport of dangerous goods on the station and loading and unloading railway tracks. The order of fastening must comply with the requirements of the TPA of the station.
2.5. The inspector who accepts the train "immediately" must check the serviceability of the means of communication with the operator of the PTO, the guard post of the workplace and electric lighting.
2.6. Before starting work with hand-held electric machines, power tools and portable lamps, you should:
check the completeness and reliability of fastening parts;
make sure by external inspection that the cable (cord), its protective tube and plug are in good condition, that the insulating parts of the body, the handle and covers of the brush holders, and protective covers are intact;
check the clarity of the switch;
check the operation of the power tool or electric machine at idle;
check for a class I electric machine that the ground circuit is working (machine body - grounding contact of the plug).
2.7. Before starting the repair of freight cars with the help of mobile repair machines (installations), it is necessary to check the operation of sound and light signals, the correct operation of all components and mechanisms, and the operation of service brakes.
2.8. When icing upper platforms mobile repair machines and installations, they should be cleared of snow and ice.
2.9. If you need to work with a ladder, you must check:
the term of the next test of the stairs (the inventory number must be on the stairs and the date of the next test is indicated);
presence at the lower ends ladders and ladders of fittings with sharp tips for installation on the ground, and when using ladders and ladders on a smooth surface (concrete, tile, metal) - shoes made of rubber or other non-slip material.
2.10. Report all detected malfunctions and shortcomings to the foreman (foreman) and do not start work until they are eliminated.
3. HEALTH REQUIREMENTS DURING WORK
3.1. Occupational safety requirements when checking the technical condition and repairing freight cars in trains
3.1.1. After the train stops and the locomotive is uncoupled, the PTO operator protects the train from the head and tail from the centralized console. If the locomotive is not uncoupled from the train, then the train is fenced along with the locomotive.
3.1.2. In the absence of a centralized fence, freight cars being repaired on station railway tracks and cars with class 1 dangerous goods (explosive materials) standing on separate railway tracks are fenced with portable signals (during the day - rectangular boards painted red, and at night - signal lights with fire of the same color, installed on the axis of the railway track at a distance of at least 50 m from the guarded cars (on through railway tracks - on both sides, and on dead-end railway tracks - from the turnout side).
If in this case the end car is less than 50 m from the limit post, then a portable red signal from this side is installed on the axis of the railway track against the limit post.
The fencing of the place of work is carried out for the period of their performance and is removed after the completion of work at the direction of a person from among the workers of each shift who are assigned these duties by the head of the work.
3.1.3. The inspector, the inspector-repairer and the locksmith should start inspection, maintenance and repair of freight cars only after receiving a message from the station duty officer (shunting dispatcher) or the operator (dispatcher) of the maintenance and service facility via two-way park communication about turning on the centralized fencing system for the train of freight cars or receiving information about fencing with portable signals.
The senior control and repair group (senior inspector) of the cars must repeat the received message via two-way park communication or portable radio communication, confirming that the message was understood correctly.
3.1.4. To communicate with the station duty officer (shunting dispatcher) or the operator (controller) of the anti-tank equipment, the inspector must use portable radio communication devices.
Two-way park communication devices should be used only when necessary (in exceptional cases) or at the request of the station attendant (shunting dispatcher) or the operator (dispatcher) of the PTO.
Talking columns of two-way park communication after the transmission of the message should be turned off.
3.1.5. When using two-way park communication, it is necessary to comply with the rules of negotiations, avoiding excessive noise exposure to workers and residents of nearby areas.
3.1.6. Inspection and current repair of freight cars should be started, after fencing the train, by groups of workers simultaneously from both sides.
3.1.7. Before maintenance of a freight car train, from which the locomotive is uncoupled, but temporarily located on a given railway track, it is necessary to install a fence signal between the locomotive and the head car on a free section of the railway track and notify the locomotive driver about this.
3.1.8. Removal of fencing signals should be carried out only after the completion of work and the removal of all employees from the composition of freight cars or a freight car by the head of the work to a safe distance.
3.1.9. A freight wagon or a group of freight wagons being repaired on specially dedicated railway tracks or railway tracks of integrated repair, in addition to portable signals, is protected by additionally paired brake shoes, which are located on both rails at a distance of at least 25 m from the outermost car or against the limit post, if the distance less than 25 m to it.
The fencing of refrigerated sections (hereinafter referred to as the section) and autonomous refrigerated wagons with service premises (hereinafter referred to as ARVE) on station railway tracks during maintenance or current repair of the external equipment of the section is carried out at the written request of the mechanic responsible for the work on the section or ARVE, the duty officer station (park) or shunting (hill) dispatcher.
The fencing of the section and the ARVE are carried out by the station workers.
3.1.10. If the track width is less than 4800 mm, it is forbidden to carry out control technical condition and repair of freight wagons in a composition or a separate group, located on fenced railway tracks, if a train or locomotive is moving along an adjacent railway track.
3.1.11. The wagon inspector who accepts the train “immediately”, that is, before the train stops, must be at a specially equipped workplace (“safety island”) behind the restrictive post.
During the inspection of freight cars in a moving rolling stock, the inspector should not go beyond the boundaries of the workplace
3.1.12. Information about the observed malfunctions in the cars of the inspected train is transmitted by the inspector of the cars to the PTO operator, who informs the repair and inspection team about this by notification link, indicating the approximate location of the faulty freight car.
3.1.13. The repair team (mechanics for the repair of rolling stock) may be on the "safety island" together with the wagon inspector.
To secure the train of freight wagons or a freight wagon, the inspector must use serviceable brake shoes. When inserting and removing them, it is necessary to hold on to the frame of the car with one hand.
3.1.14. When inspecting freight wagons using the ladder available on the freight wagon, the inspector-repairman must observe the following safety measures:
make sure the footrests are in good condition before stepping on them with your foot;
get up and down from the freight car only facing the freight car;
before descending from the last step, make sure that there are no foreign objects on the ground that you can stumble on, twist your leg.
3.1.15. Maintenance and repair of the brake equipment of a freight car as part of a train is allowed to be carried out only after the disconnection valve is closed and compressed air is released from the spare, working reservoir and the brake cylinder.
It is allowed to close the end valves and disconnect the brake hoses of the air line only after the freight car has come to a complete stop.
3.1.16. When repairing an automatic coupler, the distance between wagons must be at least 10 m.
Under the uncoupled cars from the side of the gap between the cars and on both sides (the head and tail of the train), brake shoes must be installed in accordance with the norms and rules for securing the rolling stock with brake shoes.
3.1.17. When repairing the automatic coupler of the head car of the train (changing the automatic coupler, parts of the clutch mechanism, pendulum suspensions, centering beams), the locomotive must be at a distance of at least 10 m from the head car. When performing this work, the train compiler must be present and provide communication with the locomotive driver.
Putting the automatic coupler in place by hitting the wagons is prohibited.
3.1.18. In addition to the above requirements, the inspector, inspector-repairman and mechanic must comply with the safety requirements necessary when performing the operations set forth in paragraphs 3.2 - 3.12 of this Instruction.
3.1.19. After the completion of the maintenance and repair of freight cars, the head of each repair and inspection team must report to the operator (dispatcher) of the technical maintenance or the station on duty (shunting dispatcher) on the completion of the maintenance and repair of freight cars in the manner established by the technological process and the station's TPA, developed taking into account local conditions.
After removing the signals of the railing of freight cars, further work on the cars is not allowed.
3.2. Occupational safety requirements for the maintenance of freight cars in long trains
3.2.1. The distance between the components of a long train after its disconnection must be at least 10 m.
Each component of the train must be fenced and secured. That part of the train, which is located beyond the limit column of the arrival park, must be protected by portable signals in accordance with subparagraphs 3.1.1, 3.1.2, 3.1.9 of this Instruction.
The part of the train located within the station railway tracks is protected by centralized fencing devices (if any) or portable signals in accordance with the requirements of subparagraphs 3.1.1, 3.1.2, 3.1.9 of this Instruction.
3.2.2. Start maintenance of freight wagons in constituent parts the train inspector, inspector-repairman and locksmith must, after obtaining the permission of the operator (dispatcher) of the PTO via two-way park communication, to carry out work. Work performers must visually verify the presence of a fence of parts of the train.
3.2.3. Maintenance of a disconnected long train is carried out by two teams, each serving its own part of the train and moving towards each other.
3.2.4. After the completion of the maintenance of a long train, the work manager (senior inspector or shift foreman of the technical maintenance) must report to the operator (dispatcher) of the technical maintenance about the completion of maintenance and obtain permission to remove the portable signals of the fence.
Information about the completion of the maintenance of a long train should be transmitted in the manner established by the technological process and the TPA of the station, developed taking into account local conditions.
3.3. Occupational safety requirements for the maintenance and repair of freight cars loaded with dangerous goods
3.3.1. Maintenance and repair of freight wagons with dangerous goods must be carried out in accordance with the established procedure for the safe conduct of work with wagons loaded with dangerous goods, during maintenance and uncoupling repairs and current uncoupling repairs, the technological process for the work of PHE with dangerous goods, developed taking into account local conditions and TRA stations.
The inspector, the inspector-repairman and the locksmith must be familiar with the emergency cards.
3.3.2. The inspector, inspector-repairman and locksmith involved in the maintenance and repair of freight wagons loaded with class 1 dangerous goods should be familiar with the stations listed in the TPA:
the procedure for notifying station workers and PTOs about the upcoming acceptance and departure of trains, which include wagons with dangerous goods;
the procedure for receiving, passing and inspecting a train, which includes wagons with dangerous goods;
the procedure for performing operations for the maintenance and repair of freight wagons with dangerous goods;
procedure in case of emergency;
the procedure for laying down freight wagons with dangerous goods.
In addition, the inspector, inspector-repairman and locksmith should remember that freight wagons used for the carriage of dangerous goods of classes 1 and 2 must be fitted with composite brake shoes.
3.3.3. If a malfunction is detected on freight wagons with dangerous goods, the inspector must report this to the shift foreman (senior inspector).
The shift foreman (senior inspector) must report to the head of the technical department and the head of the station about the malfunction of a freight car loaded with dangerous goods. In addition, find out from the inscription on the wagon or from the head of the station the name of the dangerous goods and the number of the emergency card in order to ensure the safety of the shift workers, find out whether the wagon with dangerous goods should be accompanied by the conductors of the consignor (consignee), and decide on the possibility of repair .
3.3.4. The inspector, the inspector-repairer and the locksmith carry out maintenance for the suitability for further operation of the following units of freight cars: wheelsets, axle boxes, freight car frames, brake and shock-traction devices.
The inspector or inspector-repairman must make an entry in the VU-14 form book about the technical condition of the freight car, put down the number of the certificate of the technical condition of the tank boiler, working and structural equipment issued by the consignor, and certify these entries with his signature.
3.3.5. In the event of a malfunction of a freight wagon with dangerous goods accompanied by an attendant, due to which the freight wagon cannot follow its intended purpose, the elimination of the malfunction should be carried out in the presence of the conductor.
Repair of freight wagons with dangerous goods, which follow without a conductor, is carried out according to general rules in compliance with the security measures for this cargo.
3.3.6. It is prohibited for an inspector-repairman and a locksmith to eliminate malfunctions on the boilers of tanks intended for the transport of liquefied and soluble gases under pressure, acids, chemicals that follow or must follow accompanied by a conductor. Elimination of malfunctions on the boilers of such tanks is carried out by a special emergency group.
In the event of a tank boiler leak accompanied by a conductor, the repair of running gear, automatic braking equipment, automatic coupler should be carried out after the failure on the tank boiler has been eliminated by the emergency group in compliance with safety measures for this cargo in the presence of a representative of the consignor (consignee).
3.3.7. If a leak is detected on the boiler of a tank with ethyl liquid, an appropriate container should be placed near the leak to collect the liquid. Places filled with ethyl liquid should be degassed with bleach.
3.3.8. If a leak is found on the boiler of a tank car with oil products, the wagon inspector must inform the senior wagon inspector about this. The leak of the lower downcomer is eliminated in the train by screwing in the plug of the downcomer. If it is impossible to eliminate the leak without uncoupling from the train, the senior wagon inspector must submit an application to the park duty officer to uncouple it from the train.
3.3.9. During the maintenance and repair of tanks with chemical cargo, it is necessary to observe the safety and precautions against contact of chemicals with people, guided by an emergency card.
Faulty tanks with chemical cargo, methanol are unhooked from the train and taken to a safe place.
3.3.10. If a leak is detected at the PHE from the boiler of a tank with acid, the faulty tank should be immediately uncoupled from the train and diverted to a separate railway track.
3.3.11. The current uncoupling repair of freight wagons with dangerous goods should be carried out on separate specialized railway tracks equipped with mechanization means for lifting freight wagons, replacing wheelsets, automatic coupling equipment with fire extinguishing equipment.
3.3.12. In production repair work with tanks loaded with dangerous goods it is prohibited:
repair the tank boiler in the loaded state, as well as in the empty state until the degassing of its volume;
strike the boiler;
use a tool that gives sparks and be with an open fire (torch, brazier, kerosene lantern) near the tank;
carry out welding and fire works under the tank.
If it is necessary to carry out work to correct the carts using fire, welding and impacts, the carts should be rolled out from under the tank and rolled away from it at a distance of at least 100 m.
The roll-out of carts should be carried out under the guidance of a foreman (foreman).
3.3.13. Before starting the repair of running gears, auto-brake and auto-coupling equipment of tanks with ethyl liquid, in case of contamination with ethyl liquid, the contaminated places must be degassed beforehand.
3.3.14. Dismantling and preparation for repair of wagons for the carriage of dangerous goods is allowed only in specially designated places.
All parts and assemblies of wagons for the transport of dangerous goods, removed during disassembly, are washed from dirt in a washing machine (or evaporating bath) before repair or cleaned using methods agreed with the Central State Sanitary and Epidemiological Service.
3.3.15. When it is necessary to change wheelsets and roll out bogies for wagons loaded with class I dangerous goods, the wagon shall be smoothly raised, and when lifting one side of the freight wagon, the lifting height measured at the buffer beam shall not exceed 650 mm from the initial position.
When performing work with class I dangerous goods, it is prohibited:
start troubleshooting before the arrival of the representative of the consignor in case of ignorance of the name of the cargo and necessary activities on safety during maintenance and repair of freight wagons with dangerous goods;
use open fire (torches, wicks), as well as kerosene and candle lanterns for lighting. For these purposes, only rechargeable flashlights may be used;
smoking in the immediate vicinity of the repair site;
switch on or off battery lights inside a freight wagon containing class I dangerous goods.
Battery lights should be turned on outside the danger zone.
3.4. Labor protection requirements when lifting and lowering freight cars
3.4.1. The lifting of freight wagons is permitted provided that the load from the wagon on the lifting mechanisms does not exceed their carrying capacity. On lifting devices, it is necessary to check for the presence of tags or stamps indicating the load capacity, test date and number.
Raising and lowering freight cars with a crane or jacks is only allowed under the guidance of a foreman or foreman.
3.4.2. Before proceeding with lifting a freight car with jacks, you should make sure that the jack lifting limiters are in good condition.
3.4.3. Before lifting and lowering a freight wagon, make sure that there are no people in the wagon and under the wagon.
3.4.4. Raising and lowering a freight car must be done simultaneously with all jacks. Lifting ahead of one jack in relation to others is not allowed.
3.4.5. When changing parts of the spring set of a freight car, before lifting the freight car, it is necessary to securely fasten the corresponding end of the bolster of the bogie to the pivot beam of the car frame using a special bracket or clamp.
The hydraulic jack should be installed in a vertical position on strong pads, and after the end of the lifting of the freight car, the hydraulic jack rod should be fixed with a safety nut.
3.4.6. The lifting of one end of the freight car must be carried out after fixing all the wheel pairs of the bogie of the opposite end of the car on both sides with brake shoes.
The lifting of one end of an empty freight wagon should be carried out crane using a false coupler or two hydraulic jacks to a height sufficient to release the removed units and parts. In this case, the lifting capacity of the crane must exceed half the tare weight of the car.
3.4.7. The lifting of one end of a loaded four-axle freight car must be carried out by two hydraulic jacks.
3.4.8. When lifting one end of a freight car, hydraulic jacks should be installed under the ends of the pivot beam of the car frame. An inventory wooden spacer must be laid between the head of the hydraulic jack and the pivot beam. The thickness of the spacer should be selected depending on the carrying capacity of the car and the load on the axle of the car.
3.4.9. Mobile jacks must be installed on strong wooden reinforced pads, which are issued together with the jacks. Installation of a jack with partial support on a sleeper is not allowed.
To prevent slipping, a wooden pad 15 - 20 mm thick, made of hardwood, should be placed on the supporting surface of the jack head.
When lifting a freight car, the hydraulic jack must be in a vertical position.
3.4.10. When lifting a freight car using hydropneumatic and hydraulic jacks, the safety steel nut on the jack plunger should be lowered down until it stops in the cylinder. When lowering the freight car, the safety nut must be raised to the upper position, for which it is necessary to first release it from the load by pumping oil, and only after that the bypass valve can be gradually opened.
3.4.11. The lifting of freight cars with the help of mobile repair machines and installations should be carried out in accordance with the operating instructions for these machines and in compliance with the safety measures set forth in technical documentation on machines and installations.
3.4.12. Lifting, lowering and installation of freight cars on stationary standard metal supports (stands) should be carried out only in the places specified for each type of car.
3.4.13. When installing the body of a freight car on the stalk between the frame of the freight car and the stalk, an inventory wooden spacer should be laid, the thickness of which is selected depending on the carrying capacity of the car and the load on the axle of the car.
3.4.14. On stationary jacks with a carrying capacity of 35 - 40 tons with steel safety nuts, loaded and empty freight cars can be left without staves. At the same time, work that causes the appearance of shock loads or swinging of freight cars is not allowed.
3.4.15. In the event of an accidental stop of one electric jack or a power outage, all electric jacks must be switched off immediately.
Upon completion of the elimination of the malfunction, it is necessary to make sure that there is no distortion of the freight car on the jacks and only after that continue lifting or lowering the freight car.
3.4.16. It is forbidden to carry out repair work on a freight car, as well as the presence of people under it or in the car when it is raised and lowered.
3.5. Occupational safety requirements for the repair of running gear and frames of freight cars
3.5.1. Rolling out (rolling up) of carts must be done mechanized under the guidance of a foreman or foreman.
3.5.2. The distance between the bogie and the protruding parts of the frame and other equipment of the raised freight car must ensure the free rolling out (rolling up) of the bogie.
When rolling out (rolling up) the bogie, it is forbidden to be on the bogie and on the path of its movement, as well as to place parts removed from the freight car in the immediate vicinity of the bogie being moved.
3.5.3. Wheel sets assembled with bogies, wheel sets standing on railway tracks in depot workshops must be secured with brake shoes or wooden wedges on both sides.
3.5.4. Work on disassembly, assembly and movement of units and parts of bogies should be carried out using tilting stands, lifting mechanisms or special equipment.
The equipment should be inspected before starting work. At the same time, it is necessary to pay attention to the serviceability of the grips, clamps and safety devices.
3.5.5. All work on the replacement of a wheel pair in a freight car must be carried out by two workers.
3.5.6. Correct works to eliminate deflections of the frame, beams, hatch covers on freight cars, they must be made with special devices or with the removal of these units from the freight car.
3.5.7. Before editing parts of the frame or hatch covers of a freight car located on the staves, the frame of the car should be attached to the supporting part of the stave or to the rail heads at each stave with the help of screw hinged couplers.
3.5.8. Rivets of friction bars should be heated on electric forges (electric heaters). The transfer of heated rivets from the hearth (electric heater) to the place of their installation is not allowed. Rivets should be installed using hydraulic clamps.
Heated rivets should be transferred with the help of pliers and other tools and devices.
3.6. Occupational safety requirements for the repair of freight car bodies
3.6.1. Repair of freight car bodies should be carried out using car repair machines or special equipment and devices.
3.6.2. Dismantling of a freight car body should start from the roof, formwork (sections, thermos car, ARV, ARVE, covered freight wagon and wagons special purpose), then disassemble the walls and floor of the car. Nails in boards must first be removed.
3.6.3 Dismantling and assembly of the car roof should be carried out from mobile (stationary) platforms or at a special workplace equipped with a cable for attaching a safety belt.
When dismantling the roof of a freight car, repairing the roof and its filing, it is prohibited to carry out work inside the car and near it. Dropping parts from the roof of the car is allowed provided that the places of their fall are protected and under the supervision of a dedicated worker.
3.6.4. Removable parts of the car body (boards and other parts) should be removed and stored on specially designated areas.
3.6.5. The supply of parts to the roof of the car and their lowering should be carried out by at least two workers.
3.6.6. Work inside the freight car, as well as work on wall cladding, should be carried out only after completion of flooring work for at least half of the floor area or after laying temporary flooring, setting temporary hatch covers of the car frame on the side of work.
3.6.7. When repairing the end part of the car body, it is necessary to use only special (folding) platforms or auxiliary ladders. Standing on the automatic coupler as on a support is prohibited.
3.6.8. Installation of sliding doors on freight cars should be carried out with door rails and devices holding the door on the car. Doors, hatch covers and boards on freight wagons must be installed by hoisting mechanisms.
3.6.9. When setting the doors, the employee is prohibited from being in the zone of a possible fall of the door.
When installing hatch covers, sides, if they cannot be immediately fixed, it is necessary to use a temporary fastening that keeps them from falling. It is forbidden to leave unfinished doors, hatch covers and sides without temporary fastening.
Raised sides of the platform must be secured with side locks.
3.6.10. When replacing the upper trim of a freight car, the newly installed bars should be strengthened for the time of fitting them in place so as to prevent falling.
3.6.11. When placing steps and handrails on the car, they must be fixed in accordance with the working drawings of the manufacturer and repair documentation.
3.6.12. To maintain the stability of the freight car body, the struts should be replaced sequentially, and not all struts at the same time.
3.6.13. It is forbidden to leave the tool on the edge of the roof, on the ledges of the frame and the body of the freight car.
3.6.14. It is forbidden to disconnect and disassemble the lever mechanism connecting the body of the dump car with the frame. The brake line and air reservoir must be bled of air.
3.6.15. It is prohibited to lift the body of a freight car for the transportation of apatite and apatite concentrate to a height of more than 650 mm.
3.6.16. Before editing gondola car hatch covers, it is necessary to make sure that they are securely fastened by locking mechanisms and that there is no tie wire on the side frame of the gondola car body.
3.7. Occupational safety requirements for the repair of tank boilers
3.7.1. The tanks before being delivered to the depot must be cleaned, steamed and degassed at the PPS.
Before starting work on the tank boiler, the air environment should be re-analyzed with a gas analyzer under the guidance of the deputy head of the depot or foreman.
Before starting work on the tank boiler, the locksmith must check the availability of an act of form VU-19 on the suitability of the tank for repair, indicating the type of processing, analysis results, signatures of the persons and the seal of the organization that performed these works. In the absence of such an act, repair work on the tank is not allowed.
3.7.2. When performing work inside the tank boiler, it is necessary to open the lid of the cap and the valve of the drain device, to ensure supply ventilation with sufficient air exchange, and in cases where ventilation does not provide the required air purity of the working area, respiratory protective equipment should be used (hose breathing device or hose gas mask), providing supply clean air into the breathing zone. In the cold season, the supplied air must be heated to 18 - 20 degrees Celsius.
3.7.3. The descent of workers into the cistern boiler for repairs must be carried out using ladders located inside the cistern. In the absence of permanent ladders, portable wooden unforged ladders should be used, the length of which should be at least 3.3 m.
3.7.4. Work on top of the tank boiler must be carried out from mobile (stationary) platforms or at a special workplace equipped with a cable for attaching a safety belt.
3.7.5. Work related to lowering the tank into the boiler must be carried out by two locksmiths.
Before lowering the tanker into the boiler, the mechanic must put on a safety belt with a safety rope attached to it. The other end of the rope must be in the hands of the supervising locksmith, who, when performing work inside the boiler, must be constantly at the hood of the tank and be able to give and receive signals using the rope, and also, if necessary, to assist the locksmith inside the boiler.
Simultaneous work outside and inside the tank boiler is prohibited.
3.7.6. To connect locksmiths with each other using a safety rope, the following alarm is installed:
one jerk from below (from the boiler) - “pull up the hose and rope”, while pulling them up after repeating the signal of the observing worker located at the boiler hatch and receiving the same response signal from the boiler;
two jerks in a row - "release the hose and rope." Such a signal is given by a fitter working in the boiler to enable movement inside the boiler;
two jerks with breaks between them - "lower the container" or "raise the container" (depending on where it is at the moment);
repeated jerks given by an observing worker located at the hatch of the boiler - the mechanic who is in the boiler must go to the hatch or climb up. The same signal given by a mechanic working in the boiler means the demand for immediate measures to be taken to remove it from the boiler.
If there is no response to the jerks of the rope given by the observing worker located at the hatch of the boiler, he must raise the alarm in order to call the foreman, other workers and a medical worker to assist the victim.
3.7.7. Welding work inside tank boilers must be carried out in accordance with the requirements of paragraph 3.11 of this Instruction.
3.7.8. Lighting during work inside the boiler can be artificial from light sources located outside. It is allowed to use portable electric lamps (voltage not higher than 12 V with a glass cap and metal mesh) or rechargeable explosion-proof flashlights.
3.7.9. When working inside the tank boiler, the mechanic must use a protective helmet, rubber shoes, canvas or leather gloves, knee pads and armrests made of tarpaulin and cotton wool, and for bedding under the feet with a rubber mat, felt bedding with a rubber layer or a wooden dry shield.
3.8. Labor protection requirements for the repair of brake equipment
3.8.1. Before changing air distributors, exhaust valves, parts of brake equipment, tanks, supply pipes to the air distributor, before opening the brake cylinders and adjusting the leverage, the air distributor must be turned off, and the air from the spare and two-chamber tanks must be released.
3.8.2. Before changing the disconnecting valve and the supply pipe from the brake line to the disconnecting valve, the brake line of the freight car should be disconnected from the power source by closing the end valves.
3.8.3. The tightening of the brake linkage when adjusting it should be done using a special tool.
To align the holes in the heads of the rods and the levers of the brake linkage, it is necessary to use a barb and a hammer. It is forbidden to check the coincidence of the holes with your fingers.
3.8.4. When purging the brake line, it is necessary to make sure that there are no workers nearby and, in order to avoid hitting the connecting sleeve, hold it with your hand near the connecting head.
Open the handle of the end valve smoothly.
3.8.5. Before disconnecting the connecting sleeves, the end valves of adjacent cars should be closed.
3.8.6. To disassemble the piston after removing it from the brake cylinder, it is necessary to compress the spring with the brake cylinder cover so that the pin of the rod head can be knocked out and remove the cover, gradually releasing it until the spring is fully decompressed.
3.8.7. On railway tracks for maintenance, before disconnecting the piston rod head of the brake cylinder and the horizontal lever, the air distributor must be turned off, and the air from the spare and two-chamber tanks must be released.
Removal and installation of the piston of the brake cylinder must be carried out using a special tool.
3.8.8. Before changing the end valve, it is necessary to disconnect (disconnect) the brake line of the freight car from the power source.
3.8.9. When repairing brake equipment under a freight car, it is forbidden to stand at the piston rod head of the brake cylinder from the rod outlet side and touch the rod head.
3.8.10. It is forbidden to tap the reservoirs of the working chamber and the air distributor during their cleaning, as well as to unscrew the plugs of brake devices and reservoirs under pressure.
3.8.11. When testing auto brakes, it is prohibited to carry out work on the repair of running gear, frame, auto brake device of wagons.
3.9. Occupational safety requirements for the repair of automatic couplers
3.9.1. Removal of the automatic coupler should be carried out using lifting mechanisms.
Removal and installation of the friction apparatus of the automatic coupler must be carried out using special lifts.
The nut from the coupling bolt of the friction apparatus with compressed springs should be unscrewed using a special tool (jig or press).
3.9.2. Tapping of the draft gear housing with jammed parts is allowed if the draft gear is in a traction collar with a thrust plate.
In the event that it is not possible to bring the draft gear into working condition, it is removed from the car together with a traction collar and a thrust plate and transported to the repair shop.
When removing the draft gear from a freight car, before screwing the last two nuts (located diagonally) from the bolts of the lower support bar, a special hoist or other lifting mechanism must be brought under the bar.
3.9.3. When transporting a wedged draft gear, it is necessary to invest wooden block between the pressure cone of the draft gear and the thrust plate so that the gap between them is not more than 20 mm.
In the repair shop, re-tap the jammed draft gear located in the traction collar with a thrust plate with a bench hammer or sledgehammer. At the same time, measures must be taken to prevent the draft gear from falling out of the traction yoke upon impact. If it is not possible to restore the draft gear to working condition, the spring is cut with a gas cutter.
3.9.4. Dismantling and assembly of the draft gear should be carried out on a special stand.
3.9.5. When assembling the parts of the automatic coupling mechanism to put the lock in place, pressing the lower arm of the dog to raise and guide the upper arm should be done with a barb or a special crowbar.
3.9.6. Before repairing the coupler, the sides of the platforms must first be raised and secured or removed.
3.9.7. Repair of the coupler must be carried out in a protective helmet.
3.10. Labor protection requirements for the current repair of freight cars using mobile repair machines and installations
3.10.1. Before turning on the mobile repair machine and installation, it is necessary to test all its units at idle and check their serviceability.
Clear snow and ice from the upper platforms of the repair machine and installation.
3.10.2. The operation of mobile repair machines and installations is prohibited in the following cases:
lack of fencing of the place of work;
covering rails with ice, snow, debris;
exit of the installation (machine) beyond the dimensions of the rolling stock;
production of shunting works;
passage of trains on adjacent railway tracks;
the presence of cracks in the nodes and parts;
malfunctions of rail grippers;
malfunctions of electrical equipment, lack of electric lighting (at night);
malfunctions of the brake system;
lack of guards for moving and rotating parts;
sound signal malfunctions;
the expired period of examination of lifting mechanisms;
failure of at least one traction motor or pump;
overdue periodic inspection of mechanisms;
inoperative safety and blocking devices;
lack of protective dielectric means, portable lamps and safety signs;
contact of trolley wires with each other or with metal case cars;
loose contact of the current collector with the trolley wire;
storage of spare parts, parts and other materials in the clearance of the repair machine (installation);
presence of people between the portal of the machine (installation) and the freight car;
presence of people in a freight car, on a freight car or under a freight car during its straightening;
production of maintenance of the repair machine (installation).
3.10.3. Before turning on the repair machine and installation, make sure that the path of movement is free and give sound signals.
3.10.4. When straightening end doors, pillars, braces, eliminating widening or narrowing of the body using a repair machine (installation), the beams of this machine (installation) are not allowed to skew when lowering and raising them.
During operation, it is necessary to ensure that the hoses of the hydraulic and pneumatic drives are not pressed by the mechanisms to the freight car.
3.10.5. Replenishment of repair machines and installations with spare parts of freight cars, unloading of defective parts removed from freight cars should be carried out in specially designated places during breaks in the operation of repair machines (installations).
It is forbidden to load the car-repair machine (installation) in excess of its carrying capacity.
3.10.6. Before straightening the doors of the gondola car between the door and the post, it is necessary to lay a wooden gasket 15 - 20 mm thick.
3.10.7. Before starting the straightening of gondola car hatch covers, the mechanic must make sure that they are securely fastened by locking mechanisms and that there is no tie wire on the side frame of the gondola car body.
3.10.8. It is necessary to inspect and repair the electrical equipment of repair machines and installations only after the power is turned off, and hydraulic and pneumatic systems - after the pressure is removed.
3.10.9. During work, employees are prohibited from entering the inter-car space during the movement of the machine and installation.
3.11. Labor protection requirements for welding
3.11.1. To protect the eyes and face from the radiation of the welding arc, the rolling stock repairman working together with the welder must use proper means protection is the same as that of the welder.
Goggles should be used to protect the eyes from radiation, sparks and splashes of molten metal and dust.
3.11.2. A locksmith performing repair work together with a welder must know that during welding work it is not allowed:
work inside containers without issuing a work permit for the performance of high-risk work;
perform welding work on vessels, apparatus under pressure or containing flammable or combustible liquids, or on empty, but not properly processed to bring the air in them to acceptable parameters for welding;
perform electric and gas welding at a distance of less than 5 m from combustible materials and less than 10 m from explosive materials and equipment (for example, gas generators, gas cylinders);
to weld or cut metal using electric arc or flame gas burner in rooms where flammable and combustible materials are located, including freshly painted freight cars. The distance from freshly painted wagons during welding should be at least 5 m;
store kerosene, gasoline and other flammable liquids at the welding site;
store in the same room cylinders with oxygen and cylinders with combustible gases, as well as calcium carbide, paints, oils and fats;
ignite the gas in the burner by touching the hot part;
use a rail as a return welding wire;
the presence of greasy or oil stains on gas welding equipment and tools;
place gas-filled cylinders at a distance of less than 1 m from heating appliances, the distance from cylinders to stoves and other sources of heat with open fire must be at least 5 m;
use a defective gearbox, a gearbox without a pressure gauge, with a faulty pressure gauge, a pressure gauge with an expired check date, broken glass and other damage that may affect the correctness of his testimony.
3.11.3. Welding wires from the power source to the welder's workplace must be protected from mechanical damage and, if necessary, be passed under the rails in the gaps between the sleepers.
The distance from welding wires to hot pipelines and cylinders with oxygen must be at least 0.5 m, and with combustible gases - at least 1 m.
3.11.4. Places of welding work must be fenced with fireproof screens (screens, shields) with a height of at least 1.8 m;
When carrying out welding work on scaffolds, the scaffolds must be fenced and covered with sheets of iron or asbestos so that falling molten metal cannot cause a fire or burn people.
3.11.5. Locksmiths working inside a welding site enclosed by screens and shields must have the same safety devices as welders.
3.11.6. During precipitation, welding work must be carried out under canopies or covers that ensure the safety of work.
3.11.7. When working inside the boiler of a tank or any metal tank, in order to ensure the isolation of the body from contact with the walls, the worker must use dry shoes and dry canvas gloves, and also have a dielectric rubber carpet.
In addition, the lid of the hood and the valve of the drain device of the tank must be open and ensured forced ventilation with sufficient air exchange or use special devices in the form of hose breathing devices that provide clean air to the worker's breathing zone.
In winter, the supplied air must be warmed up to plus 18 - 22 degrees Celsius.
3.11.8. Lighting inside the boilers of tanks is allowed only with rechargeable explosion-proof lamps with a voltage of not more than 12 V. The lamp should be turned on and off only outside the tank.
3.11.9. When carrying out gas welding or gas cutting work, it is prohibited:
thaw frozen acetylene generators, pipelines, valves, gearboxes and other parts of welding installations with open fire or hot objects;
allow contact of oxygen cylinders, reducers and other welding equipment with various oils, as well as oiled clothes and rags;
work from one safety gate to two welders;
load calcium carbide oversized granulation;
load calcium carbide into wet feeders:
purge the hose for combustible gases with oxygen and the oxygen hose with combustible gas, as well as mutually replace the hoses during operation;
use hoses that are longer than 30 m, and in production installation work- 40 m;
twist, twist or pinch gas supply hoses; move the generator if there is acetylene in the gas collector;
to force the work of acetylene generators;
use a tool made of material that forms a spark to open drums with calcium carbide.
3.11.10. It is allowed to start welding and other fire hazardous work at temporary places only if there is a written work permit, after cleaning the work area from combustible objects (materials) or protecting them from ignition, after ensuring primary means firefighting.
The place of welding work should be periodically checked within three hours after their completion.
3.11.11. When transporting cylinders, shocks and shocks should not be allowed. Cylinders must be delivered to the places of welding on special carts, stretchers, sledges.
It is not allowed to transport cylinders without caps and plugs on the valve fittings.
3.11.12. Empty oxygen or combustible gas cylinders must be handled in the same way as filled cylinders.
3.12. Labor protection requirements when working with hand tools and devices
3.12.1. Hand tools and tools for everyday use should be assigned to workers for individual or team use.
3.12.2. It is not allowed to use files, scrapers, screwdrivers without handles and retaining rings on them or with loose handles and chips on the working surfaces of the tool.
Crowbars and rigging used during work must be smooth, without burrs, cracks and cold hardening.
3.12.3. Protective goggles should be worn when working with a chisel, cross cutter and other similar tools.
3.12.4. The place for cutting bolts and rivets must be protected to prevent flying parts from falling into people.
3.12.5. It is not allowed to leave the tool on the edge of the roof, on the ledges of the frame and the body of the freight car.
3.12.6. Unscrewing nuts that require a lot of effort should be done using wrenches or wrenches with an extended handle. It is not allowed to build up keys and fill the gap between the jaws of the key and the nut with gaskets.
Do not loosen nuts with a chisel or hammer.
3.12.7. A hand-held electrified tool (hereinafter referred to as a power tool) must be connected to a voltage of not more than 42 V. If it is not possible to connect the power tool to a voltage of up to 42 V, it is allowed to use it with a voltage of up to 220 V inclusive, if there are protective shutdown devices or external grounding of the power tool case with the obligatory using protective equipment(mats, dielectric gloves).
It is necessary to connect the power tool to the electrical network using plug-in connections with a grounding contact.
3.12.9. When working with power tools, the following requirements must be observed:
work in rubber gloves and dielectric galoshes or on a dielectric mat when working with class I power tools;
do not connect power tools to distribution devices if there is no reliable plug connection;
protect the wire supplying the power tool from mechanical damage;
do not carry the power tool by the wire, use a handle for this;
in the event of a power outage, a drill jamming at the exit from the hole, or a break in operation, disconnect the power tool from the mains.
3.12.10. Employees using power tools and hand-held electric machines are not allowed to:
transfer hand-held electric machines and power tools, even for a short time, to other employees;
disassemble hand-held electric machines and power tools, make any repairs;
hold on to the wire of an electric machine, power tool, replace cutting tool, touch rotating parts or remove chips, sawdust until the tool or machine comes to a complete stop;
pull and bend the wire (cable) of the power tool, allow it to intersect with the steel ropes of the machines, electrical cables, live wires or hoses for supplying oxygen, acetylene and other gases;
work in open areas during rain or snowfall without a canopy over the workplace.
3.12.11. When working in rooms with increased danger and especially dangerous, portable electric lamps with a voltage of not more than 50 V should be used.
When working in particularly unfavorable conditions (wells, tank boilers, metal tanks), portable lamps with a voltage of no higher than 12 V should be used.
3.12.12. It is not allowed to work from ladders and ladders: to perform work at height, strong scaffolding or scaffolding with a railing must be arranged.
3.12.13. The hose must be vented before connecting to the pneumatic tool. When blowing out the hose, the air jet from the hose should only be directed upwards. Directing the air jet at people, the floor or equipment is prohibited.
The connection of the hose to the pneumatic tool must be carried out using a fitting with serviceable edges and threads, nipples and clamps. The hose sections should be connected to each other with a metal tube, crimping it over the hose with clamps. Fastening the hose with wire is prohibited.
Hoses to compressed air pipelines must be connected through valves. Do not connect hoses directly to the air line. When disconnecting the hose from the tool, you must first close the valve on the air line.
Before connecting the air hose to the air tool, condensate must be drained from the air line. By briefly opening the valve, blow out the hose with compressed air at a pressure not higher than 0.05 MPa (0.5 kgf / cm 2).
3.12.14. To check the pneumatic tool before work, before installing a replaceable tool (drill, chisel), turn it on for a short time at idle.
The pneumatic tool can be switched on only when the replaceable tool (drill, chisel) is firmly pressed against the workpiece.
3.12.15. Before working with a pneumatic tool, the mechanic must check its serviceability and make sure that:
air hoses are not damaged and are fixed on the fitting;
drills, screwdrivers, countersinks and other interchangeable tools are properly sharpened and do not have potholes, burrs and other defects, and the shanks of this tool are even, without bevels, cracks and other damage, tightly fitted and correctly centered;
a set of interchangeable tools is stored in a portable box;
the pneumatic tool is lubricated, the body of the tool is free of cracks and other damage;
the instrument activation valve opens easily and quickly and does not let air in in the closed position;
the spindle housing on the drilling machine has no nicks;
the abrasive wheel on the pneumatic machine has a test mark and is protected by a protective cover.
3.12.16. Pneumatic tools must be protected from contamination. The pneumatic tool must not be thrown, subjected to blows, left unattended.
3.12.17. Workers engaged in work using a hand-held pneumatic tool of impact or rotational action must be provided with gloves with anti-vibration pads on the palm side.
3.12.18. When working with manual grinders, you should use respirators and goggles.
3.13. Safety requirements when working on a ladder and ladder
3.13.1. Before starting work on ladders, step-ladders, you should check the presence of an inventory number on them, the date of the next test, and belonging to a workshop (section). The test date is applied with paint on wooden bowstrings and metal stairs and stepladders.
3.13.2. When working from a ladder at a height of more than 1.3 m, it is necessary to use a safety belt attached to the structure of the structure or to the ladder, provided that it is fixed to the building or other structure.
3.13.3. It is not allowed to install ladders at an angle of more than 75 degrees to the horizontal without additional fastening them in the upper part.
3.13.4. Ladders and ladders must be equipped with a device that prevents them from shifting and tipping over during operation. When working on the ground, the lower ends of ladders and stepladders should have sharp-tipped fittings, and on smooth supporting surfaces (for example, metal, tile, concrete) they should be put on shoes made of rubber or other non-slip material.
3.13.5. Raising and lowering the load on the ladder and leaving the tool on it is prohibited. More than one person is not allowed to be on the steps of a ladder or ladder.
3.13.6. When repairing the roof of a freight car, ladders must be equipped with folding platforms, protected by railings with a height of at least 1.1 m.
3.13.7. The place of installation of a ladder to prevent its fall from accidental shocks should be fenced off or an observer should be posted.
3.13.8. When moving the ladder together, it is necessary to carry it with the tips back, warning the oncoming ones to be careful. When carrying a ladder by one worker, it must be in an inclined position so that its front end is raised above the ground by at least 2 m.
3.13.9. It is not allowed to work from the two upper steps of ladders that do not have railings or stops.
3.13.10. It is not allowed to work on portable ladders and ladders:
near and above rotating mechanisms, working machines, conveyors;
using electric and pneumatic tools;
when performing gas and electric welding works;
for tensioning wires and for holding heavy parts aloft.
To perform such work, scaffolding and ladders with upper platforms protected by railings should be used.
3.13.11. It is not allowed to install additional supporting structures from boxes, barrels in case of insufficient length of the stairs.
3.14. Additional labor protection requirements for an inspector, inspector-repairman of low-traffic railway stations, working in one person
3.14.1. At low-activity stations, the list of which is approved by the head of the railway department or the head of the railway (in the absence of a railway department), the inspector (inspector-repairman), working in one person, in addition to the labor protection requirements specified in this Instruction, must comply with additional requirements for labor protection.
3.14.2. The inspector (inspector-repairer) must comply with the work schedule established for him by the head of the railway department or the head of the railway (in the absence of a railway department).
3.14.3. The inspector (inspector-repairer) must find out the numbers of the cars presented for maintenance and the amount of their repair from the station attendant.
3.14.4. Before starting work, the inspector (inspector-repairman) must receive targeted instruction on labor protection by telephone or radio communication from the head or foreman of the VET.
The instructing person (head, VET foreman) must make a note in the register of labor protection briefings at the workplace about the targeted briefing (in column 8 he makes an entry “by phone”), and the inspector (inspector-repairman) must make an entry in his copy of the log briefings on labor protection at the workplace on receiving a targeted briefing, indicating the content of the briefing, the date it was received and the name of the person who conducted the targeted briefing.
3.14.5. Before starting work, the inspector (inspector-repairman) must put on a signal vest and do not take it off during the work shift.
3.14.6. Before starting a shift, the inspector (inspector-repairman) must check the operability of constant two-way radio communication with the station attendant.
3.14.7. The inspector (inspector-repairer) must start maintenance and repair of freight cars after receiving from the station duty officer a message about the number of the railway track on which the train or a group of freight cars is located, and permission to carry out maintenance.
In the absence of a centralized fencing, the inspector (inspector-repairer) must proceed with the maintenance and repair of freight cars after their fencing in the prescribed manner.
At the end of the maintenance of the train or group of freight cars, the inspector (inspector-repairer) must come to the station duty officer to make appropriate entries in his presence in the log form VU-14 or issue a notification form VU-23, VU-25 or draw up an act of the form VU -10 for damage to a freight car.
13.14.8. During the maintenance of freight cars, the inspector (inspector-repairman) must periodically maintain radio contact with the station attendant, reporting his location.
13.14.9. The inspector (inspector-repairer) must report to the head of the PTO by telephone about the availability of spare parts, materials and technological equipment only during breaks in train traffic or during technological “windows”.
13.14.10. The inspector (inspector-repairer) in the process of work must be guided by the technological process for the maintenance and repair of freight cars at low-traffic stations, developed and agreed upon in the prescribed manner.
4. REQUIREMENTS FOR LABOR PROTECTION IN EMERGENCY SITUATIONS
4.1. Actions of the inspector, inspector-repairman and locksmith in the event of accidents and emergencies
4.1.1. In the process of maintenance and repair of freight cars at the PTO and in the depot, accidents and emergencies may occur:
the fall of a freight car raised on jacks or set on staves;
rolling stock derailment;
fire that could lead to a fire or explosion;
leakage, spill and scattering of dangerous goods.
4.1.2. In the event of an emergency, the inspector, inspector-repairman and locksmith must stop work and report the incident to the foreman (foreman) and then follow his instructions to prevent accidents or eliminate the emergency.
In the event of an emergency in freight wagons with dangerous goods, employees who have discovered obvious signs of an emergency: steaming, pungent odor, hissing of compressed gas, leakage of dangerous goods, must, regardless of the time of day, by any means of communication inform the station duty officer about this. The message must include a description of the nature of the emergency, the track number and the location of the freight car with dangerous goods in the train. Further, the inspector, the inspector-repairman and the locksmith must act on the instructions of the work manager (senior inspector, foreman).
4.1.3. The inspector, the inspector-repairman and the mechanic who are nearby on an alarm signal should immediately come to the scene and take part in providing first aid to the victim or eliminating the emergency.
4.1.4. When eliminating an emergency, it is necessary to act in accordance with the accident elimination plan approved in the car depot.
4.1.5. The inspector, inspector-repairman and locksmith, upon detection of a fire, must:
report it immediately by phone to fire station(in this case, it is necessary to name the place of origin of the fire, as well as provide your last name);
take measures to call his/her immediate supervisor or other responsible person to the place of fire;
take measures to extinguish the fire with the available primary fire extinguishing equipment, as well as evacuate people and property.
4.1.6. When using air-foam (powder, carbon dioxide) fire extinguishers, direct the jet of foam (powder, carbon dioxide) away from people. If foam (powder, carbon dioxide) gets on unprotected parts of the body, wipe it off with a handkerchief or some kind of cloth and rinse thoroughly with clean water.
4.1.7. In rooms with internal fire hydrants, two workers must be involved in extinguishing a fire: one rolls out the sleeve from the faucet to the fire site, the second, at the command of the unrolling sleeve, opens the faucet.
4.1.8. When extinguishing a fire with a felt mat, the flame should be covered so that the fire from under the felt does not fall on the person extinguishing the fire.
4.1.9. When extinguishing a flame with a sand scoop, the shovel should not be raised to eye level, in order to avoid sand getting into them.
4.1.10. Extinguishing burning objects located at a distance of more than 7 m from the contact network and overhead power lines that are energized is allowed by any fire extinguishers without removing the voltage. In this case, it is necessary to ensure that the jet of water or foam does not approach the contact network and other live parts at a distance of less than 2 m.
4.1.11. Extinguishing burning objects located at a distance of less than 2 m from the contact network is allowed only with carbon dioxide, aerosol or powder fire extinguishers.
It is possible to extinguish burning objects with water and air-foam fire extinguishers only after the supervisor of work or another responsible person informs that the voltage has been removed from the contact network and it is grounded.
4.1.12. In case of ignition of non-de-energized electrical equipment with voltage up to 1000 V, only carbon dioxide or powder fire extinguishers should be used.
When extinguishing energized electrical installations, one should not take the fire extinguisher socket and it is not allowed to bring the socket closer than 1 meter to the electrical installation and the flame.
4.1.13. When a person’s clothing catches fire, it is necessary to extinguish the fire as soon as possible, but at the same time it is impossible to knock down the flame with unprotected hands. Inflamed clothing must be quickly discarded, torn off, or extinguished by pouring water. On a person in burning clothes, you can throw dense fabric, blanket, tarpaulin, which must be removed after the elimination of the flame.
4.2. The actions of the inspector, the inspector-repairman and the mechanic to provide first aid to victims of injuries and diseases
4.2.1. electrical injury
When defeated electric shock it is necessary to release the victim from the action of electric current as soon as possible (turn off the electrical installation, which the victim touches, using switches, knife switches and other disconnecting devices, or remove the fuse, plug connector, or cut the wire).
At the same time, in all cases, the person providing assistance should not touch the victim without appropriate precautions. He must ensure that he himself does not come into contact with the current-carrying part or under the voltage of the step, being in the zone of spreading of the earth fault current.
At voltages up to 1000 V, to separate the victim from live parts or wires, use a rope, stick, board or some other dry object that does not conduct electric current. It is possible to pull the victim away from the current-carrying parts by the clothes (if it is dry and lags behind the body), while avoiding touching the surrounding metal objects and parts of the victim's body that are not covered by clothing.
If an electric current passes into the ground through the victim, who is squeezing a live wire in his hand, you can interrupt the action of the current by separating the victim from the ground (by slipping a dry board under him or pulling his legs off the ground with a rope or clothing), or cut the wire with an ax with a dry with a wooden handle or make a break using a tool with insulating handles (nippers, pliers).
If the victim is at a height, then measures must be taken to prevent him from falling and further injury.
In the event of a high-voltage current or lightning strike, the victim, in the absence of breathing, should immediately apply artificial respiration and at the same time heart massage. Artificial respiration and heart massage are done until the victim's natural breathing is restored or until the arrival of a doctor.
After the victim regains consciousness, it is necessary to apply a sterile bandage to the site of the electrical burn. The victim of electric shock, regardless of his state of health and the absence of complaints, should be sent to a medical institution.
4.2.2. Mechanical injury
When receiving a mechanical injury, it is necessary to stop the bleeding. With venous bleeding, the blood is dark, flows out in a continuous stream. The way to stop is a pressure bandage in the wound area, giving the injured part of the body an elevated position. With arterial bleeding, scarlet blood flows out in a rapidly pulsating or gushing stream. The way to stop bleeding is to apply a tourniquet, twist or sharp bending of the limb in the joint with its fixation in this position.
A tourniquet is applied to the limbs above the site of injury, circling it around the raised limb, previously wrapped in some kind of soft cloth, and tie a knot on outside limbs. After that, the first turn of the tourniquet must be pressed with your fingers and make sure that there is no pulse. The next turns of the tourniquet are applied with less effort.
When applying a tourniquet (twisting), a note must be placed under it indicating the time of its application. The tourniquet can be applied for no more than one hour.
In case of fractures, dislocations, it is necessary to put a splint on the damaged part of the body (standard or made from improvised means - boards, slats) and fix it with a bandage so as to ensure the immobility of the damaged part of the body. With open fractures, it is necessary to bandage the wound before applying the splint. The tire is positioned so that it does not lie on top of the wound and does not put pressure on the protruding bone.
When sprained, apply a pressure bandage and a cold compress to the sprain.
It is not allowed to make any attempts to reduce the injured limb.
With all types of mechanical injuries, the victim must be taken to a medical facility.
4.2.3. Thermal burns
For first-degree burns (only redness and slight swelling of the skin is observed) and second-degree burns (bubbles filled with liquid form), a sterile dressing should be applied to the burnt area. Do not lubricate the burned area with fat and ointments, open or pierce blisters.
In case of severe burns (tissue necrosis), a sterile bandage should be applied to the burned area and the victim should be immediately sent to a medical facility. It is forbidden to lubricate the burnt place with fat or ointments, open blisters, tear off parts of clothing burnt to the skin. The victim must be given pain medication, plenty of fluids.
4.2.4. Acid and alkali burns
In case of acid burns, the burned area of the body should be washed with a weak solution of baking soda. In the absence of drinking soda, it is necessary to abundantly water the burnt area of the body with clean water.
For alkaline burns, wash the burnt area of the body with water acidified with acetic or citric acid Or pour plenty of clean water on it.
Apply an antiseptic dressing to the burned area of the body and send the victim to a medical facility.
4.2.5. poisoning
In case of poisoning with gases, aerosols, vapors, it is necessary:
remove (carry out) the victim to Fresh air or in a ventilated area;
it is convenient to lay the victim, loosen the parts of clothing that restrict breathing, provide conditions for physical and mental rest, protect from cooling;
if the condition of the victim worsens, give him artificial respiration, give him water, valerian drops;
report the incident to the supervisor.
When breathing and cardiac activity stop, start artificial respiration and external heart massage.
In all cases of poisoning, the victim must be sent to a medical facility.
4.2.6. Eye injury
In case of eye injuries with sharp cutting or stabbing objects, as well as eye injuries with severe bruises, the victim should be urgently sent to a medical institution. Objects that get into the eyes should not be removed from the eye, so as not to further damage it. Apply a sterile bandage to the eye.
If dust or powder gets into eyes, rinse with a gentle stream running water.
In case of chemical burns, it is necessary to open the eyelids and rinse the eyes abundantly for 10-15 minutes with a weak stream of running water, after which the victim should be sent to a medical facility.
For eye burns hot water, steam eye wash is not recommended. The eyes are covered with a sterile bandage and the victim is sent to a medical facility.
4.2.7. Frostbite
In case of mild frostbite, it is necessary to rub the frostbitten area with a clean cloth or mitten. Frostbite should not be rubbed with snow. When the skin becomes red and sensitive, apply a sterile dressing.
If blisters appear during frostbite, it is necessary to bandage the frostbitten area with dry sterile material. You can not open and pierce the bubbles.
In case of general freezing, it is necessary to bring the victim into a warm room, undress and rub with clean, dry cloths or mittens until the skin turns red and the muscles become soft. After that, continuing rubbing, it is necessary to start artificial respiration. When the frozen person regains consciousness, he should be warmly covered and given warm tea or coffee.
In all cases of frostbite, the victim should be sent to a medical facility.
5. REQUIREMENTS FOR HEALTH AND SAFETY AFTER THE END OF WORK
5.1. At the end of the work, the inspector, the inspector-repairer and the locksmith must:
organize your workplace;
put tools, inventory and accessories in specially designed places or storerooms;
collect used cleaning materials in metal boxes with tight-fitting lids.
5.2. All measuring instruments, fixtures and equipment must be cleaned of dirt, inspected and, in the presence of malfunctions, handed over for repair.
5.3. At the end of the work, the inspector, the inspector-repairman and the locksmith must remove their overalls and other PPE and put them in the dressing room closet.
5.4. Contaminated and defective overalls should be washed, dry-cleaned or repaired if necessary.
5.5. To clean the skin from contamination at the end of the working day, it is necessary to use certified protective and washing pastes and ointments recommended by the doctor according to the instructions attached to them.
To maintain the skin in good condition after work, you should use certified indifferent ointments and creams (boric vaseline, lanolin cream and other ointments).
Do not use kerosene or other toxic petroleum products to clean skin and PPE.
5.6. After work or in cases of contamination of body parts or wetting of clothing with oil products, the inspector, inspector-repairman and mechanic must take a shower with warm water and soap, wash off the protective paste, but in cases where only hands are contaminated, be sure to wash them with soap and water.
5.7. About all malfunctions and shortcomings noticed during operation, and about measures taken to eliminate them, the inspector, the inspector-repairman and the locksmith must inform the foreman (foreman).
|
1. General requirements labor protection. one 2. Labor protection requirements before starting work .. 8 3. Labor protection requirements during work .. 9 3.1. Occupational safety requirements when checking the technical condition and repairing freight cars in trains. nine 3.2. Occupational safety requirements for the maintenance of freight cars in long trains. eleven 3.3. Occupational safety requirements for the maintenance and repair of freight cars loaded with dangerous goods. 12 3.4. Occupational safety requirements for lifting and lowering freight cars. fourteen 3.5. Occupational safety requirements for the repair of running gear and frames of freight cars. sixteen 3.6. Occupational safety requirements for the repair of freight car bodies. sixteen 3.7. Occupational safety requirements for the repair of tank boilers. 17 3.8. Occupational safety requirements for the repair of brake equipment. eighteen 3.9. Occupational safety requirements for the repair of automatic couplers. nineteen 3.10. Labor protection requirements for the current repair of freight cars using mobile repair machines and installations. 20 3.11. Occupational safety requirements for welding. 21 3.12. Labor protection requirements when working with hand tools and devices. 23 3.13. Safety requirements when working on a ladder and ladder. 25 3.14. Additional labor protection requirements for an inspector, inspector-repairman of low-duty railway stations working in one person. 26 4. Requirements for labor protection in emergency situations. 27 4.1. Actions of the inspector, inspector-repairman and locksmith in the event of accidents and emergencies. 27 4.2. The actions of the inspector, the inspector-repairman and the mechanic to provide first aid to victims of injuries and diseases. 28 5. Requirements for labor protection at the end of work .. 30 |
in operation
Inspection of wagons in order to identify malfunctions that threaten traffic safety is performed according to the following technology. To identify sliders, wheel jamming, disconnection and breaks of brake rods, breaks in safety devices and other malfunctions of cars, the cars are inspected as they approach. In this case, the data transmitted by the train crew or the compilers team are used. Further, having taken measures to ensure the safety of the repair, the inspectors of the cars must identify faults in the running gear, brakes, lower frame, body, couplers and other parts of the cars. When inspecting wagons on the ways of loading and unloading, malfunctions are detected pneumatic system unloading and mechanism for opening the sides. At the same time, attention is paid, first of all, to: the possibility of air leaks from the unloading line and unloading cylinders; mechanical damage to pneumatic elements (cracks, dents, spalls); fastening of rollers of rods of cylinders with a body; the duration of unloading the dump car body; operation of the unloading device; landing of the body after unloading, passing air through the valve plugs; gap between the frontal wall and the longitudinal side; the correct adjustment of the mechanism for opening the sides, the serviceability of the alarm and control system. Inspection of hard-to-reach places of the dump car is carried out by scavengers. They carefully inspect the following main components and parts: wheel sets and especially the interface between the hubs and the axle; the middle part of the axis; automatic couplers; brake equipment and safety devices; pads and pads; pivot, transverse and bolster beams; slippers; buffer bars; center beams, etc. Brake inspectors check the condition and serviceability of the brake devices, the density of the air line of the train, using compressed air from a stationary air supply network. For a more complete and high-quality uncoupled repair at the PTO, it is necessary to organize groups of car mechanics, whose task is to: replace faulty axle bearings, axle covers, brake shoes, auto brake air distributors, air retarders; adjustment of the lever transmission of the brake; fixing loose bolts and nuts; performance of gas-electric welding works on the car, etc. The composition of the uncoupled repair teams is established by the enterprise. When determining the repair, the type of car, the nature and types of damage, their number and local working conditions at the PTO are taken into account. The work of the repair teams is led by a wagon inspector or foreman. The uncoupled repair team must be specialized and perform in a complex all metalwork, welding and other types of work included in the scope of the uncoupled repair of wagons. Maintenance points are usually installed on a site equipped with inspection and repair paths, racks for spare parts and materials placed between them, columns for air and electrical networks. The PTO includes: a room for inspectors and repair teams, equipped with workbenches, bench vise and tool cabinets; a room for a senior inspector or foreman; warehouse for spare parts and materials; pantry-tool and sanitary premises. VET should be equipped with machine tools and various devices. The list of equipment includes: hydraulic jacks for changing bearings, moving cars apart; turning and drilling machines; fixtures for holding the bolster or a clamp for holding the wheelset when removing the pedestal bolt; trolley-lift for extracting the friction apparatus and the head of the automatic coupler; a press for compressing the friction apparatus in the collar; trolley manual or mechanized; welding and gas-cutting equipment, etc. On racks located on the inter-track, there must be the following mandatory minimum of spare parts and car parts: for bogies - strips for springs, complete springs, wedges, earrings, pins, rollers, washers, cotter pins, etc .; for automatic coupling - automatic coupler heads and locking mechanisms, assembly friction devices, centering beams, release drive holders, step clamp wedges, pendulum suspensions, release drive levers, fuses, traction clamps, release drive chains; for axlebox assembly - axlebox covers, bearing housings, axlebox bolts with nuts; for auto brakes - dust-catching mesh, air pipes, brake rods, levers, valves, brake line valves, uncoupling and end valves, air distributors; for the pneumatic line and the mechanism for opening the sides - levers, rods, rollers and washers of articulated joints, lower covers of the unloading cylinders, connecting air sleeves, rubber cuffs and sealing rings, control valves, couplings, tees and lock nuts; for lever transmission of the brake - brake shoes, rollers, shoe suspensions, brake shoes, brake shoe suspensions, safety brackets, triangles, pins of shoe suspension rollers, brake shoe pins, etc. repair. During uncoupling repair, more difficult work is performed on the car, which cannot be carried out without its uncoupling from the train. At the same time, the following repairs are mainly carried out: replacement of wheel sets, bogies, unloading cylinders; restoration of broken welds; crack welding; partial repair of the body, upper and lower frame.
Regulation and testing of the main components of dump cars
before operation
Adjust the clearance in the bearings with shims. Measure the output of the rod in the brake cylinder with a ruler before and after braking. The difference between the two measurements is the value of the stem output. The rod outlet should be within 80 - 160 mm, on cars 2VS - 105, BC - 85 and 75 - 100 mm, on cars 6BC - 60; check the tightness of the brake line. The drop in air pressure in the brake line of the car should be no more than 0.1 kg/cm2 for 5 minutes, at an initial pressure of 6 kg/cm2 and the air distributor turned off; check the position of the pads on the bandage. It is not allowed to slip the pads from the bandage by a quarter of its width; check the air duct of the unloading line for tightness with compressed air, pressure 6 - 6.5 atm .; air pressure drop due to leakage should be no more than 0.2 kgf/cm2 for 5 minutes. Carry out sequentially 3 - 4-fold turn of the car body on both sides; check the operation of the unloading control valves, air retarders and the correct setting of the air cut-off sector on the retarder. Adjust the air cut-off by installing the levers in the corresponding hole of the sector, while the air from the lines must be released; to adjust the leverage; check the lubrication of all rubbing parts and rotating parts of the unloading mechanism, side hinges, support brackets for the side tipping mechanism.
1.3. Technical equipment technical
maintenance of wagons in operation
For timely and high-quality maintenance of wagons, points, depending on their classification, must have the following facilities: a) rooms for inspectors and repair teams equipped with workbenches, a vice, tool cabinets; b) a room for the head of the technical department or the carriage master; c) clothes dryer for VET workers; d) locker rooms with wardrobes; e) toilet room; e) room for eating; g) a warehouse for spare parts and materials, designed for a 5-day supply; h) pantry for storage, heating and dispensing of lubricants; i) ways to control the technical condition of wagons; j) specialized tracks equipped with necessary equipment for the repair of wagons with uncoupling from the train. The tool pantry of the PHE stores tools and fixtures designed to facilitate the production of repair work. The list of these tools and devices is established by the head of the technical maintenance and car depot, depending on the complexity of the work. For the convenience of work on the tracks of the PTO, the intertracks must be asphalted or concreted; places of work should be illuminated. Racks located between the track of the PTO must contain an irreducible daily supply of parts. The places for inspection and repair of wagons can be equipped with permanent or mobile facilities (bridge or trestle cranes, monorail with telphers, electric cars or cranes), self-propelled repair units, electric welding machines, air and electric welding lines, electric, pneumatic, manual metalwork tools and the following mechanisms and devices; hydraulic jacks for changing springs and bearings; stands and presses for straightening boards and other details; devices for changing automatic couplers and friction devices; trolleys with lifts for changing sides, doors, hatches and other small-scale mechanization devices (table 1.2).
Overhead beam
Table 1.2. List of lifting mechanisms, devices
and tools used in TVET
| Name of the mechanism, devices and tools |
|
| I. Lifting mechanisms and fixtures |
|
| Jack hydraulic with a loading capacity of 15 t |
|
| Jack hydraulic with a loading capacity of 30 t |
|
| Device for holding the wheelset when lifting the wagon |
|
| Bracket to hold the bolster (or clamp) |
|
| Trolley-lift for setting the friction apparatus and the head |
|
| Clamp or press for compressing the friction apparatus in the collar |
|
| Trolley manual or mechanized |
|
| II. tool list, measuring instruments and signal |
|
| Hammer with handle length 0.6 - 0.7 m |
|
| Folding metal meter or tape measure |
|
| Calipers |
|
| Templates for measuring rolled tires (absolute), undercut |
|
| Caliper for measuring the diameter of the axial journals (without removing |
|
| Instrument case |
|
| Metal brush |
|
| gas keys |
|
| Gas wrench or universal |
|
| III. Locksmith's tool for the repair of wagons and auto brakes |
|
| Bench hammer |
|
| Wrench 22 x 28 mm |
|
| Bench chisel |
|
| Padding hook |
|
| Double socket wrench 28 x 32 mm |
|
| Sledgehammer (stored on racks) |
|
| Boiler chisel (stored on racks) |
|
| Wrench 41 x 50 mm |
|
| Folding metal meter |
|
| Calipers |
|
| Socket wrench 22 mm |
|
| Socket wrench 41 x 50 mm |
|
| Socket wrench 50 x 60 mm |
|
| Cap wrench gas or universal |
|
| Wrench 32 x 36 mm (3/4 x 7/8) |
|
| Screwdriver |
|
| Crowbar for check extraction |
|
| Linkage tensioner |
|
| A bucket of soapy water |
|
| Hair brush |
1.4. Safety Requirements
Along with the safety requirements for those working at the PTO and special tracks of the depot for the maintenance of wagons in operation, additional requirements related to the design features of industrial transport wagons are given below. Maintenance of wagons in operation should be carried out only after the removal of compressed air from all pipelines (braking, unloading, opening hatches, etc.), pneumatic cylinders and reserve tanks. Sleeves of inter-car connections must be disconnected from sources of compressed air. Adjustment of the car mechanisms must be carried out by at least two people. At the same time, it is forbidden to be near opening hatches, sides, etc. When testing with compressed air, it is not allowed to strike cylinders, reserve tanks, pneumatic devices. It is forbidden to supply compressed air to the pneumatic lines of the car with a pressure of more than 6 atm.
1.5. Requirements for the safe operation of tanks Document
on the introduction of progressive technological processes, means of mechanization and automation, monitoring and diagnosing the technical condition of the rolling stock, on the accounting of local operating conditions by standards, as well as on the development
Vehicle maintenance and repair services
courseworkFor creating necessary conditions operation and ensuring high-performance and uninterrupted operation of the rolling stock, motor transport organizations must have a production and technical base that allows them to carry out preventive maintenance
Handbook for electricians on the maintenance and repair of hoisting machines literature
Literature1. Disassembly, overhaul electrical equipment for any purpose of all types and dimensions under the guidance of an electrician of a higher qualification.
Inspectors-repairers of cars are responsible for the technical serviceability of cars, high-quality repairs that ensure accident-free passage of trains through the warranty section, so they are certified not only when they start work, but also every three years.
1.3.1. Responsibilities of a wagon inspector
The inspector-repairer of wagons is obliged:
Before starting work, familiarize yourself with the orders and instructions received in the scope of your duties, check the availability and serviceability of tools, measuring instruments, the provided set of signal accessories, the necessary car parts and materials on racks and repair facilities, as well as the serviceability of overalls and footwear;
Carry out technical inspection of wagons delivered for loading, as well as in arriving, formed and sent trains; in the process of inspection, he must identify faults in the cars and eliminate them; upon completion of maintenance, notify the operator or shift supervisor VET on the readiness of wagons for loading or following on the train;
Upon completion of the repair of wagons, erase from the wagons previously applied chalk inscriptions about technical malfunctions of the wagons;
Comply with the requirements of safety regulations and instructions;
Monitor the safety of wagons during work with them at the station, sidings and when returning them from the sidings, prevent damaged wagons from leaving the station; for damaged wagons, draw up an act on damage to wagons of the VU-25 form based on the notification of the VU-23M form and accompanying sheets of the VU-26M Form, if damaged wagons are sent for repair.
The inspector must know:
1.Rules technical operation railways of the Russian Federation.
2. Instructions for signaling on the railways of the Russian Federation.
3. Instructions for the movement of trains and shunting work on the railways of the Russian Federation.
4. Instructions for the inspector of wagons PV-TsL-408.
5. Instructions for the repair and maintenance of the auto-snow device of the rolling stock of the railways of the Russian Federation No. 494.
6.Instruction for the repair of brake equipment of wagons Nv 495.
7. Instructions for the operation of the brakes of the rolling stock of railways No. 2.
8. Instructions for the inspection, survey, repair and formation of carriage wheeled bunks 3429.
9. Guidelines for the operation and repair of carriage axle boxes with roller bearings 3C BPK .
10. Typical instruction on labor protection for a wagon inspector and a rolling stock locksmith.
11. Regulations on the discipline of employees of the railway transport of the Russian Federation.
12. Relevant sections on the status of technological processes of the station, the point of technical transfer of wagons, as well as the technical and administrative act of the station.
13. Orders and instructions related to the maintenance of wagons and the operation of security posts.
14. Device, purpose, technology of repair of individual car parts and assemblies of cars of various modifications.
15. The device and operation of the machines, mechanisms and measuring instruments used in the maintenance of wagons.
16. Specifications for freight and passenger cars.
After completing the preparation and passing the theory and practice exams, the wagon inspector-repairman is issued a certificate of form KU-147 for the right to perform technical inspection and current repairs of wagons.
1.3.2. Organization of shift work
The work of shifts at the PTO is organized on the basis of drawing up a plan for the processing of wagons and trains, timely preparation of tools, fixtures, mechanisms and spare parts, the correct placement of people in brigades and groups, the inspection and repair of wagons using advanced methods of work, and careful monitoring of the quality of work .
The work of the shift is organized, as a rule, according to a 12-hour schedule with rest after a day shift for one day, after a night shift - two days.
Inspectors-repairers of wagons check in the park at their sites the availability of spare parts and materials on the racks, the condition and placement of mechanisms and devices; the results of the inspection are reported to the senior inspector-repairer of wagons, who takes measures to eliminate the deficiencies.
Having familiarized himself with the state of affairs at the station and having found out the sequence of departure of trains, the senior inspector-repairer of wagons outlines the sequence of processing trains and groups of wagons. During the work shift, the senior inspector-repairer of wagons constantly maintains contact with the station workers and promptly corrects the previously planned plan.
The need for materials and spare parts is determined on the basis of consumption rates, actual needs. The list and volume of the minimum stock of materials and spare parts for each PPV and PTO are established in the technological process of these points (Order 28 C).
By the end of the shift, jobs in the parks should be prepared for delivery. The unusable flying cars removed during the repair are removed to certain places. tool and fixtures common use clean up. Personal tools are handed over to the distribution pantry.
The senior inspector-repairer of wagons or the technical maintenance foreman sums up the work of the shift, pointing out the shortcomings in the processing of trains. At such short (10-15 minutes) meetings, workers make proposals to eliminate deficiencies, speed up train processing and improve the quality of work.
1.3.3. Tools and accessories of wagon inspectors
| Tools and accessories of wagon inspectors for lateral inspection | |
| Folding metal meter (TU 24-8-1014-76) or ruler 150 mm | 1 |
| Templates | |
| Absolute (damn. PKB C B T447.05.000 SB) | 1 |
| HSV for ridge undercut measurement(Dev. PKB TsV T447.08.000) | 1 |
| To check the health of the axle box (Basalaeva) | 1 |
| Thickness gauge for measuring the thickness of the wheel rim(Drawing PKB TsV T 447.07.000) | 1 |
| A device for measuring the clearance of the side bearing (instruction No. 646-99 PKB TsB) | 1 |
| Magnifier (GOST 25706-83) | 1 |
| Lantern FOS-2 (TU 32 C B - 1170-79) | 1 |
| Mirror (GOST 17716-91) | 1 |
| Hammer with a handle given 0.6-0.7 m (damn No. RP 9-04 SB) | 1 |
| Tool bag SU-1 (TU-001-24-95) | 1 |
| Open-end wrench 17x19, 14x17, 22x24, 27x30, 30x32 | 5 |
| Metal brush | 1 |
| Special crowbar for checking the automatic coupler fuse | 1 |
| Tools and accessories of a rolling stock repairman (Instruction TsV-TsL-408) | |
| Bench hammer weighing 0.5 kg (GOST 23 I 0-77 E ) | 1 |
| Lever pipe wrench (GOST IS 98 I-73) | 1 |
| Wrenches with dimensions 17x19. 22x27. 30x32 GOST 101 12-S0) | 3 |
| Bench chisel (GOST 721 1-86E) | 1 |
| Locksmith's beard (GOST 7214-72E) | 1 |
| Folding metal meter | 1 |
| Lantern FOS -2 (TU 32 TsV-1170-79) | 1 |
| Half sledgehammer or hammer 0.5 kg | 1 |
| Screwdriver (GOST 17I99-8SE) | 1 |
| Tool box | 1 |
RZD-4100612-TsV-014-2013
On the basis of the Instruction, in the structural divisions of the rolling stock of Russian Railways, an instruction on labor protection should be developed for the inspector, inspector-repairman and locksmith, taking into account local conditions and the specifics of the activity
Information Document text
| Document status: | Active |
| What replaces: |
|
| Effective start date: | Feb 15 2014 |
| Number of pages: | 110 pages |
| When and where published: | Rospotrebnadzor, 2011 |
| Designed by: |
|
| Accepted: |
|
| Approved: |
|
| Content: | 1. General requirements for labor protection 3.2. Occupational safety requirements for the maintenance of freight cars in long trains 3.3. Occupational safety requirements for the maintenance and repair of freight cars loaded with dangerous goods 3.4. Labor protection requirements when inspecting oil tanks (tanks), bunker-type cars for oil bitumen on the park tracks of the station and freight cars on the tracks of serviced enterprises (points of technical transfer of cars) 3.5. Labor protection requirements when lifting and lowering freight cars 3.6. Occupational safety requirements for the repair of running gear and frames of freight cars 3.7. Occupational safety requirements for the repair of freight car bodies 3.8. Labor protection requirements for the repair of brake equipment 3.9. Occupational safety requirements for the repair of automatic couplers 3.10. Labor protection requirements for the current repair of freight cars using mobile repair machines and installations 3.11. Labor protection requirements for welding 3.12. Labor protection requirements when working with hand tools and devices 3.13. Safety requirements when working on a ladder and ladder 4. Labor protection requirements in emergency situations 4.1. Actions of the inspector, inspector-repairman and locksmith in the event of accidents and emergencies 4.2. The actions of the inspector, the inspector-repairman and the mechanic to provide first aid to victims of injuries and diseases 4.2.1. electrical injury 4.2.2. Mechanical injury 4.2.3. Thermal burns 4.2.4. Acid and alkali burns 4.2.5. poisoning 4.2.6. Eye injury 4.2.7. Frostbite 5. Labor protection requirements at the end of work |
| Links in the document: |
|
| Sections of the classifier: |
|
Order of JSC "Russian Railways" dated January 9, 2014 No. 4r
"On the approval of instructions on labor protection for the wagon industry"
1. Approve and put into effect from February 15, 2014 the following regulations containing labor protection requirements:
Instruction on labor protection for the inspector of cars, the inspector-repairer of cars and the locksmith for the repair of rolling stock in the rolling stock of JSC Russian Railways IOT RZD-4100612-TsV-014-2013;
Instruction on labor protection for a tank-washer-steamer and a mechanic for the repair of rolling stock engaged in refueling and repairing valves of tank drain devices in the rolling stock of JSC Russian Railways IOT RZD-4100612-TsV-015-2013;
Instruction on labor protection for the operator for the maintenance and repair of wagons IOT RZD-4100612-TsV-016-2013;
Instruction on labor protection for the receiver of freight cars IOT RZD-4100612-TsV-017-2013;
Instruction on labor protection for an electric and gas welder when performing work on the repair of freight cars at the points of preparation of cars and sections of the current uncoupling repair IOT RZD-4100612-TsV-018-2013.
2. Director of the design bureau of the carriage economy Ivanov A.O. ensure responsible storage of originals, replication and distribution of labor protection instructions to the wagon services of the Central Directorate of Infrastructure.
3. Heads of infrastructure directorates:
a) bring this order to the attention of the employees involved in the structural subdivisions of the infrastructure directorates;
b) organize the study of instructions on labor protection by the involved managers and specialists;
c) make the necessary changes and additions to the current working documents on labor protection in structural divisions.
Decree of Russian Railways dated March 24, 2005 No. 407r “On Approval of the Labor Protection Instruction for a Tank Car Washer-Steamer and a Rolling Stock Repairman engaged in refueling and repairing valves of tank drain devices in the wagon facilities of the railways of the open joint-stock company Rossiyskiye railways";
Instruction on labor protection for a wagon inspector, a wagon repair inspector and a locksmith for the repair of rolling stock in the rolling stock of Russian Railways, approved by Russian Railways on July 5, 2004 No. VS-6242.
5. To impose control over the execution of this order on the deputy head of the Central Directorate of Infrastructure Konyshev S.S.
Instruction IOT RZD-4100612-TsV-014-2013
on labor protection for the inspector of cars, the inspector-repairer of cars and the locksmith for the repair of rolling stock in the wagon facilities of Russian Railways
(approved by order of JSC "Russian Railways" dated January 9, 2014 No. 4r)
1. General requirements for labor protection
1.1. This Instruction on labor protection for the inspector of cars, the inspector-repairer of cars and the locksmith for the repair of rolling stock in the carriage economy was developed on the basis of Labor Code of the Russian Federation, the Rules for labor protection during the maintenance and repair of freight cars POT RZD-4100612-TsV-016-2012, approved by the order of Russian Railways JSC dated January 17, 2013 No. 57r, the Rules for the safe location of employees of Russian Railways on railway tracks, approved by order of Russian Railways dated December 24, 2012 No. 2665r, other regulatory acts on labor protection, and establishes the basic labor protection requirements for a wagon inspector (hereinafter referred to as the inspector), a wagon repair inspector (hereinafter referred to as the inspector - repairman) and a locksmith for the repair of rolling stock (hereinafter referred to as the locksmith), employed in the maintenance and repair of freight cars at the points of technical maintenance of freight wagons (hereinafter referred to as PTO), control posts, points of rearrangement of wagons and in operational wagon depots (hereinafter referred to as depot) JSC "Russian Railways".
Based on this Instruction, the structural subdivisions of the rolling stock of Russian Railways should develop an instruction on labor protection for the inspector, inspector-repairman and locksmith, taking into account local conditions and the specifics of the activity.
1.2. Men and women are allowed to work as an inspector, and males who have reached the age of 18, who have been trained and tested in their specialty and labor protection, who have passed the mandatory preliminary (when applying for a job) medical examination, introductory and primary briefings on labor protection at the workplace, fire-fighting briefing, internship and primary testing of knowledge of labor protection requirements.
At introductory briefing on labor protection, the inspector, inspector-repairman and locksmith should be familiar with the Regulations on the procedure for the use of warning coupons for labor protection in Russian Railways, approved by order of Russian Railways dated August 2, 2011 No. 1697r with the routes of service passages in accordance with the on the safe presence of Russian Railways employees on railway tracks”, approved by Order of Russian Railways JSC dated December 24, 2012 No. 2665r and safety measures while on railway tracks.
1.3. In the process of work, the inspector, inspector-repairman and locksmith must undergo periodic medical examinations in the prescribed manner, re-briefing at least once every 3 months, as well as unscheduled and targeted briefings on labor protection, training on labor protection, periodic testing of knowledge of labor protection requirements - at least once every 3 years, an extraordinary examination of knowledge of labor protection requirements in accordance with those in force at Russian Railways regulations and repeated briefing on fire safety at least 1 time in 6 months.
1.4. The inspector, the inspector-repairman and the mechanic must undergo periodic, at least 1 time per year, training in first aid to the victims.
Newly hired people are trained in first aid to victims within the time limits established by the employer (or a person authorized by him), but no later than 1 month after being hired.
1.5. Persons who have reached the age of 18, have been trained in these types of work, have passed an exam for the right to operate these installations and machines and have an appropriate certificate for the right to work are allowed to work on mobile repair machines and installations.
1.6. To work at a height associated with the inspection of oil tanks, rolling stock at the points of technical transfer of cars for its safety, persons who have reached the age of 18 are allowed, who have been trained in these types of work, tested knowledge for this type of work and a mandatory preliminary upon admission to work medical examination for persons working at height. In the process of work, these workers must undergo, in the prescribed manner, periodic medical examinations for persons working at heights.
1.7. Persons who have reached the age of twenty-one years old, have passed the mandatory pre-employment and periodic medical examinations, trained in the relevant program, certified and have a certificate for the right to service specialized cars, are allowed to maintain specialized wagons for the transport of dangerous goods.
1.8. The admission of workers to the independent maintenance of specialized wagons for the transport of dangerous goods must be issued by order of the depot.
1.9. To perform additional duties (maintenance of car repair machines and repair installations, flaw detection of parts and assemblies of freight cars, welding, slinging, loading and unloading and other work) assigned by order of the head of the structural unit, the inspector-repairer and locksmith must undergo theoretical and practical training, pass an exam and obtain an appropriate certificate for the right to produce these works.
In the course of work, the inspector, the inspector-repairman and the mechanic must undergo repeated, unscheduled and targeted briefings on labor protection, labor protection training, periodic and extraordinary testing of knowledge of labor protection requirements for additional duties in the prescribed manner.
1.10. The inspector, the inspector-repairman and the mechanic are obliged:
comply with labor protection requirements;
correctly apply means of individual and collective protection;
be trained safe methods and methods of performing work and providing first aid to victims at work, briefing on labor protection, internships at the workplace, testing knowledge of labor protection requirements;
immediately notify their immediate or superior manager of any situation that threatens the life and health of people, of any accident that occurred at work, or of a deterioration in their health, including the manifestation of signs of an acute occupational disease (poisoning);
undergo mandatory preliminary (when applying for a job) and periodic (during labor activity) medical examinations (examinations), other mandatory medical examinations (examinations), as well as to undergo extraordinary medical examinations (examinations) at the direction of the employer in cases provided for labor law Russian Federation;
be able to provide first aid for injuries, use a first aid kit;
comply with production, technological and labor discipline labor, internal labor regulations and the established work schedule;
not to appear at the workplace and not to use alcohol, narcotic, toxic and other intoxicating substances during the working day (shift);
perform only the work included in their duties or assigned by the foreman (foreman) work;
comply with the requirements of working hours and rest periods, prevent unauthorized cases of replacing another employee without sufficient time for rest and recovery of the body, work for two shifts in a row is prohibited;
observe fire safety measures, possess practical skills in the use of fire-fighting equipment and inventory;
when working outdoors in winter, to prevent hypothermia and frostbite, use the provided breaks in work for heating, depending on the outdoor temperature and wind speed;
if a malfunction of equipment, fixtures and working tools is detected, immediately notify your immediate or higher manager, organize work with utmost care before replacement, and in the event that the malfunction threatens life and health, temporarily suspend work;
carefully follow the traffic lights, sound signals of locomotives, orders given by the station duty officer (or the PTO operator) via the station loudspeaker (or radio communication), accurately follow the commands of the work manager (foreman, foreman);
comply with the requirements of prohibitory, warning, indicative and prescriptive signs, inscriptions and signals given by vehicle drivers and crane operators;
be extremely careful in places of movement of rolling stock and vehicles;
pass through the territory of the depot and the railway station (hereinafter - the station) along the established routes, footpaths, walkways and crossings;
observe safety measures when crossing railways and on technological routes during maintenance of wagons.
1.11. The inspector, inspector-repairman and locksmith performing maintenance and repair of freight wagons must know:
technology of maintenance and repair of freight cars;
the procedure for fencing trains and individual groups of freight cars, established by the technical and administrative act (hereinafter - TRA) of the station, the technological process of the PTO, instructions for the production of shunting work, developed taking into account local conditions;
the effect on a person of dangerous and harmful production factors that arise during work, methods of protection and rules for providing first aid;
harmful effects of oil products and basic chemical cargo on the human body, as well as signs of poisoning;
safe ways determining the type of residues of previously transported cargo according to outward signs and properties (color, viscosity, smell);
requirements for industrial sanitation, electrical safety and fire safety;
rules for the application and use of fire-fighting equipment and inventory;
visible and sound signals ensuring traffic safety, safety signs;
the location of the first-aid kit or bag with the necessary medicines and dressings;
requirements of this manual.
Employees performing maintenance and repair of freight wagons with dangerous goods must know the danger signs of dangerous goods, the places of their application and comply with safety requirements depending on the hazard class of the cargo.
1.12. During the maintenance and repair of freight cars, the inspector, inspector-repairman and locksmith may be exposed to dangerous and harmful production factors:
moving railway rolling stock (hereinafter - rolling stock), vehicles, machines and mechanisms, moving parts of production equipment;
increased dust and gas content in the air of the working area;
increased or decreased temperature of equipment surfaces;
increased or decreased air temperature of the working area;
increased noise level in the workplace;
increased level of vibration;
high or low air humidity;
increased or decreased air mobility;
increased voltage in the electrical circuit, the closure of which can occur through the human body;
insufficient illumination of the working area and lack of natural light when working inside the boiler of a tank car (hereinafter referred to as the tank car);
increased brightness of light during welding;
sharp edges, burrs and roughness on the surfaces of workpieces, tools and equipment;
the location of the workplace at a considerable height relative to the surface of the earth (floor);
chemical hazardous and harmful production factors affecting the human body through the respiratory tract, digestive system and skin (work with welding aerosols and other harmful chemicals);
psychophysiological - associated with physical (static and dynamic), neuropsychic stress (intellectual, emotional) and the monotony of work.
1.13. In accordance with the Model Norms for the free issue of certified special clothing, special footwear and other personal protective equipment to employees of the railway transport of the Russian Federation employed in work with harmful and (or) hazardous conditions labor, as well as work performed in special temperature conditions or associated with pollution, approved by order of the Ministry of Health and social development Russian Federation dated October 22, 2008 No. 582n, should be provided with the following special clothing (hereinafter referred to as overalls), special footwear (hereinafter referred to as safety shoes) and other PPE:
Inspector, Inspector-Repairer:
suit "Mechanic-L";
raincoat for protection from water;
boots or yuft boots with oil and petrol resistant soles;
signal headgear;
signal vest of the 2nd class of protection;
goggles open;
protective helmet.
When performing work at salt loading points, boots made of PVC plastic compound should be additionally issued.
When performing work on the inspection of freight cars at oil loading and washing-steaming stations and points, an additional suit for protection against mechanical influences, water and alkalis and boots made of polyvinyl chloride plastic compound should be issued.
In winter, additionally should be issued:
set for protection against low temperatures "Inspector" (on belts);
insulated underwear in III, IV and special belts to the kit for protection against low temperatures;
balaclava for protection against low temperatures with sound-conducting inserts (under a helmet), knitted hat;
insulated mittens, or insulated gloves, or insulated gloves with protective coating, oil and frost resistant;
yuft boots, insulated with oil and frost-resistant soles in zones I and II;
leather insulated boots "NORTH ZHD" in III, IV and special belts or felt boots (felt boots) in III, IV and special belts;
galoshes for felt boots (felt boots);
In II, III, IV and special belts additionally: a short fur coat or a short coat with a fur lining or a jacket with a fur lining (along the belts).
Rolling stock repair fitter engaged in the repair of freight cars, insulated rolling stock in depots, maintenance stations and wagon transfer points:
suit "Mechanic-L";
yuft boots on oil and petrol resistant soles with a metal toe cap or yuft low shoes on oil and petrol resistant soles with a metal toe cap;
signal headgear;
gloves combined or gloves with a polymer coating;
goggles open;
protective helmet;
dielectric gloves;
raincoat for protection from water;
rubber boots;
signal vest of the 2nd class of protection.
When performing roofing work additionally:
tarpaulin knee pads (on wadding), safety belt.
When performing boiler and riveting works additionally:
combined gloves or leather gloves.
When disassembling, repairing and installing roller axle boxes for wheel pairs of wagons, additionally:
rubberized fabric apron, polymer-coated gloves, rubberized or polymer materials.
When performing work with a vibrating tool, additionally:
vibration resistant gloves.
In winter additionally:
kit for protection against low temperatures "Inspector";
insulated underwear in III, IV and special belts for the “Inspector” set;
a hat with earflaps with sound-conducting inserts or a balaclava for protection against low temperatures with sound-conducting inserts (under a helmet), a knitted hat;
insulated mittens, or insulated gloves, or insulated gloves with a protective coating, oil and frost resistant;
yuft boots insulated with oil and frost-resistant soles in zones I and II;
leather insulated boots "NORTH ZHD" in III, IV and special belts or felt boots (felt boots) in III, IV and special belts;
galoshes on felt boots (felt boots);
In IV and special belts additionally: short fur coat.
If necessary, according to the conditions for performing certain types of work, the inspector, inspector-repairman and locksmith should additionally be given appropriate protective equipment (respirator, hose breathing apparatus, gas mask, other PPE).
1.14. The inspector, the inspector-repairman and the mechanic must know the rules for using and how to check the serviceability of PPE. Before each use of protective equipment, the employee is obliged to check its serviceability, the absence of external damage, contamination, check the expiration date on the stamp.
The use of defective or expired protective equipment is prohibited.
The inspector, the inspector-repairman and the locksmith should not take off their overalls and footwear during the entire working time.
The PPE assigned to them must be matched to their size and height.
1.15. Personal clothing and overalls should be stored separately in dressing room lockers, lockers should be kept clean and tidy.
An inspector, an inspector-repairman and a locksmith must monitor the serviceability of overalls, timely hand them over for washing, dry cleaning and repair. It is prohibited to take PPE outside the enterprise.
When issuing PPE such as respirators, gas masks, safety helmets, safety belts and some other PPE, the inspector, inspector-repairman and mechanic must be instructed in the rules of use and the simplest ways to check the serviceability of these tools, as well as training in their use.
1.16. The inspector, the inspector-repairman and the mechanic are provided with flushing and neutralizing agents in accordance with the norms for the free issue of flushing and (or) neutralizing agents to employees of Russian Railways, approved by order of Russian Railways dated December 17, 2012 No. 2587r.
At severe frosts before leaving for open air it is necessary to lubricate the exposed parts of the body with an anhydrous frostbite cream.
In severe frosts, in order to avoid frostbite, you should not touch metal objects and parts (rails, fasteners, tools) with your bare hands.
1.17. When performing work at height, in the area of work of hoisting mechanisms, when performing loading and unloading operations and when performing work under wagons hung on jacks, employees are required to wear protective helmets.
1.18. The inspector, the inspector-repairman and the locksmith must comply with the fire safety requirements:
do not approach the gas welding machine, gas cylinders, flammable liquids, materials and spray booths with an open flame;
do not touch oxygen cylinders with hands contaminated with oil;
smoking in the places designated for this purpose, with the inscription "Smoking Area", provided with fire extinguishing equipment and equipped with urns or boxes with sand;
do not use open fire for lighting (torches, candles, kerosene lamps);
do not use non-standard (self-made) electric heaters;
do not use electric stoves, electric kettles and other electric heaters without stands made of non-combustible materials;
do not leave unattended electric heaters connected to the network;
during the technical repair tanks loaded with bulk oil flammable liquids, use a spark-forming tool.
1.19. The inspector, the inspector-repairer and the locksmith must:
monitor the serviceability and integrity of the grounding (zeroing) of the housings of electrical appliances, electrical machines and equipment;
1.20. An inspector, an inspector-repairman and a locksmith using a hand-held electrified tool (hereinafter referred to as a power tool) in the course of work, performing current repairs of freight cars using mobile repair machines and installations, electrically driven mechanisms, portable power tools must have an electrical safety group of at least II.
The inspector, the inspector-repairman and the locksmith must undergo periodic testing of knowledge of the norms and rules of work in electrical installations at least once every 12 months.
1.21. When on the railway tracks, the inspector, the inspector-repairman and the locksmith must comply with the requirements of the Rules for the safe presence of employees of Russian Railways on railways, approved by order of Russian Railways dated December 24, 2012 No. 2665r:
use signal vests with reflective stripes, orange color a stencil indicating the employee's affiliation with the relevant structural unit of Russian Railways;
know the route scheme of the service and technological passage, the main types of safety signs and signal markings that are used on the territory of railway stations and stages;
do not use personal portable media devices ( mobile phones, audio and video players);
leaving the railway track from the heating room, as well as from behind buildings that impair the visibility of the railway track, the inspector, inspector-repairman and mechanic must first make sure that there is no rolling stock moving along it, and in the dark, in addition, wait until the eyes will get used to the darkness;
to the place of work and from work to go only on specially established routes, marked with appropriate signs, pedestrian crossings, service and technological passages, paths (plating), specially equipped pedestrian bridges, tunnels, overpasses, platforms;
when following railway tracks, observe the requirements of safety signs, visible and audible signals, monitor the movement of rolling stock and listen to loudspeaker announcements and warning signals;
when passing along the railway tracks at the station, go along a wide intertrack, along the side of the subgrade or away from the railway track no closer than 2.5 m from the outermost rail. At the same time, carefully monitor the movements of rolling stock on adjacent railway tracks, look under your feet so as not to stumble on the floor structures of signaling and blocking equipment, grounding conductors of contact network supports, limit and picket posts and other obstacles;
cross railway tracks only at a right angle, after making sure that there is no rolling stock moving at a dangerous distance in this place;
when crossing a track occupied by standing rolling stock, use the transition platforms of wagons;
before lifting and when descending from the transition platform, first make sure that the handrails, steps and floor of the platform are in good condition, that there is no permissive indication of a traffic light and sound signals supplied by the locomotive before the departure of the train;
when climbing to the transition platform and leaving it, hold on to the handrails and position yourself facing the car, while your hands should be free from any objects;
before descending from the transition platform of the car to the inter-track, inspect the place of derailment for the presence of foreign objects on the inter-track, which can be tripped over when leaving and make sure that there is no rolling stock moving along the adjacent track;
climb into the locomotive and get off it after a complete stop;
when leaving the locomotive, hold on to the handrails and face the locomotive, while the hands should be free from any objects;
pass between uncoupled cars, locomotives, special self-propelled rolling stock (SSPS) strictly in the middle of the gap, with a distance between their automatic couplers of at least 10 m;
bypass the rolling stock standing on the railway track at a distance of at least 5 m from the automatic coupler.
1.22. While on the railroad tracks, it is prohibited:
be on the inter-track when trains are running on adjacent tracks, as well as in places marked with signs "Oversized place";
step on electric drives, way boxes, grounding devices and other floor (ground) devices;
to monitor the technical condition and repair freight cars on a fenced train or a separate group of cars with a track width of less than 4800 mm, if a train, locomotive or other rolling unit is moving along an adjacent railway track;
cross or run across the railway tracks in front of a moving rolling stock (locomotive, motor locomotive, trolley and other moving units) or immediately after the passing train, without making sure that an oncoming train is not moving along the adjacent railway track;
crawl under standing cars, as well as drag tools, devices and materials under them;
sit on the steps of wagons or locomotives and get off them while moving, climb on or under automatic couplers;
be on the inter-track between trains during their non-stop movement along adjacent railway tracks;
cross the railway tracks within the turnouts, put your feet between the frame rail and the wit, the movable core and the guardrail, as well as into the gutter;
when crossing railway tracks, step on the rail heads and the ends of reinforced concrete sleepers;
sit down for rest on rails, electric drives, choke-transformers, travel boxes and other outdoor devices;
be under a lifted or moved load.
1.23. On electrified sections of railways, an inspector, an inspector-repairman and a locksmith are prohibited from:
step on electrical wires and cables;
approach energized and unprotected wires or parts of the contact network at a distance of less than 2 m;
climb a tank car, gondola car or roof of a freight covered wagon for inspection or repair until the voltage in the contact network is removed and permission is obtained from the work manager and a representative of the power supply distance. The contact network and related devices must be grounded for the entire period of work;
inspect and repair roofs in open areas, perform other work on the roofs of freight cars during thunderstorms, thick fog, heavy snowfall or heavy rain, at wind speeds of 12 m/s and above;
touch easily accessible current-carrying parts, broken wires of overhead lines, wires of the contact network and foreign objects located on them, regardless of whether they touch the ground and grounded structures or not.
1.24. The inspector, inspector-repairman and locksmith who discovered a break in wires or other elements of overhead lines or a contact network, as well as foreign objects hanging from them, are obliged to immediately inform the foreman (foreman) about this, and in his absence - to a higher manager.
Before the arrival of the repair team, the dangerous place should be protected by any improvised means and ensure that no one approaches the broken wires at a distance of less than 8 m.
1.25. In case of getting into the zone of "step stress", it is necessary to leave it at a distance of at least 8 m. To leave the zone of "step stress" it is necessary to connect the soles of the feet together, slowly, in small steps, not exceeding the length of the foot, so that the heel of one leg overlapped with the toe of the other, without taking your feet off the ground and avoiding touching the ground at two or more points of support.
1.26. The inspector, the inspector-repairer and the locksmith must know and observe the rules of personal hygiene.
1.27. Eating should be in canteens and buffets or in specially designated rooms with appropriate equipment. It is not allowed to store and eat food at the workplace.
Water should be drunk only boiled, stored in special closed tanks with the inscription " Drinking water”, protected from dust and other harmful substances, or bottled, supplied centrally. It is forbidden to drink water from containers that do not have the “Drinking Water” stencil. It is allowed to use non-boiled water from the household water supply if there is a permit from the Territorial Administration of Rospotrebnadzor for railway transport.
Wash hands thoroughly with soap and water before eating.
1.28. The inspector, the inspector-repairman and the mechanic must be able to provide first aid to the victim in the event of an accident.
1.29. AT winter period years of work in an open area should be carried out intermittently for heating in rooms specially designed for this (sanitary facilities, modular heating points, technological points of a wagon inspector). The duration and procedure for granting such breaks are established by the internal labor regulations.
Microclimatic parameters under which outdoor work should be stopped are set by local authorities.
1.30. When lifting and moving weights manually, the permissible weight of the load being lifted and moved during a work shift should not exceed 15 kg for men, 7 kg for women, and when alternating with other work (up to 2 times per hour) for men 30 kg, for women 10 kg.
It is allowed to lift and move loads of greater mass together, but taking into account that the load on each employee does not exceed the values \u200b\u200bspecified above.
1.31. If violations of the requirements of this Instruction are found or malfunctions of equipment, mechanisms, inventory, tools, protective devices, personal protective equipment and fire safety equipment, the inspector, inspector-repairman and locksmith must inform the foreman (foreman) about this, and in his absence - to a higher manager and then follow his instructions.
1.32. An inspector, an inspector-repairman and a locksmith who do not comply with the requirements of this Instruction are liable in accordance with the legislation of the Russian Federation.
2. Labor protection requirements before starting work
2.1. Before starting work, the inspector, the inspector-repairman and the locksmith must put on the serviceable overalls and safety shoes that are due to them, put them in order:
button up the cuffs of the sleeves;
tuck loose ends of clothing so that it does not hang down.
It is not allowed to wear overalls unbuttoned and with rolled up sleeves.
2.2. The inspector, inspector-repairman and locksmith before starting work must familiarize themselves with the orders and instructions received in the scope of their duties, check the availability and serviceability of tools, measuring instruments, the provided set of signal accessories, the presence and serviceability of portable radio communications, as well as the presence on racks and repair installations spare parts and materials.
2.3. An inspector, an inspector-repairman and a locksmith performing work directly on the railway tracks and near trains must receive targeted instruction on labor protection in the prescribed manner before the start of the shift.
2.4. In the absence of a centralized fence, the inspector, the inspector-repairman fence freight cars being repaired on the station railway tracks and cars with dangerous goods of class 1 (explosive materials) standing on separate railway tracks with portable signals (in the afternoon - rectangular boards painted red, and at night - signal lights with a light of the same color, installed on the axis of the railway track at a distance of at least 50 m from the guarded wagons (on through railway tracks - on both sides, and on dead-end railway tracks - from the turnout side).
If at the same time the end car is less than 50 m from the limit post, then the worker sets a portable red signal from this side on the axis of the railway track against the limit post.
The fencing of the work site with a portable red signal is carried out for the entire period of their implementation and is removed after the completion of the work. The removal of portable fencing signals is carried out at the direction of the responsible person to whom these duties are assigned by the work manager.
2.5. To the place of maintenance of freight cars, the inspector, the inspector-repairer and the locksmith must follow:
when organizing work on technology as part of a group;
with a single technology for one person;
at new technology in a group of two people as part of a group serving its own service area;
2.6. Employees involved in the maintenance and repair of wagons for the transport of dangerous goods must check:
the presence of stamps and marks on the units and parts of wagons for the transport of dangerous goods. For all types of repair of wagons for the carriage of dangerous goods, depersonalization of bogies is prohibited;
the presence of fencing and securing wagons for the transport of dangerous goods on the station and loading and unloading railway tracks.
The order of fastening must comply with the requirements of the TPA of the station.
2.7. The inspector who accepts the train “immediately” must check the serviceability of the guard post of the workplace, communications equipment and electric lighting.
2.8. Before starting work with hand-held electric machines, power tools and portable lamps, you should:
check the completeness and reliability of fastening parts;
make sure by external inspection that there are no mechanical damages, that the plug is in good condition, that the insulation of the cable (cord), the insulating parts of the body, the handle and covers of the brush holders, and the protective covers are intact;
check the clarity of the switch;
check the operation of the power tool or electric machine at idle;
check the serviceability of the ground circuit of an electric machine of the 1st protection class (the body of the machine is the grounding contact of the plug).
2.9. Before starting the repair of freight cars with the help of mobile repair machines (installations), it is necessary to check the operation of sound and light signals, the correct operation of all components and mechanisms, and the operation of service brakes.
2.10. In case of icing of the upper platforms of mobile repair machines and installations, they should be cleared of snow and ice.
2.11. If you need to work with a ladder, you must check:
the term of the next test of the stairs (the inventory number must be on the stairs and the date of the next test is indicated);
the presence at the lower ends of the ladders and ladders of fittings with sharp tips for installation on the ground, and when using ladders and ladders on a smooth surface (concrete, tile, metal) - shoes made of rubber or other non-slip material.
2.12. Report all detected malfunctions and shortcomings to the foreman (foreman) and do not start work until they are eliminated.
3. Labor protection requirements during work
3.1. Occupational safety requirements when checking the technical condition and repairing freight cars in trains
3.5. Occupational safety requirements for lifting and lowering freight cars. eighteen . 29
We also recommend
How to make a healthy banana smoothie
Harvesting asparagus for the winter recipes for cooking at home
Chicken pie with zucchini and cottage cheese Dukan's recipes zucchini pie with cottage cheese
Gingerbread with icing
How to cook a salad with crab sticks and carrots
Cabbage salad with bell pepper - the best recipes
Loading...