Instructions on labor protection for the inspector of railway cars. Labor protection requirements when working with hand tools and devices. Handbook for electricians on the maintenance and repair of hoisting machines literature
1. GENERAL PROVISIONS...... | |
1.1. Wagon maintenance procedure............................................................................. | |
1.2. Requirements for an Inspector.................................................................................. | |
2. MAINTENANCE OF CARS........................................................................... | |
2.1. Maintenance wagons in transit trains ......................................................... | |
2.2. Maintenance of freight wagons during their preparation for transportation .............................................. | |
2.3. Maintenance of wagons at marshalling yards ............................................. | |
2.4. Maintenance of wagons at points with a change of locomotive and before long | |
descents ................................................. ................................................. ............................................ | |
2.5. The control technical condition wagons during their transfer from the access roads of enterprises and |
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organizations ............................................... ................................................. ...................................... | |
2.6. Maintenance of passenger cars at points of formation and turnover ....... | |
2.7. Maintenance of passenger cars en route ..................................... | |
3. TECHNICAL REQUIREMENTS FOR ASSEMBLY AND PARTS OF CARS IN OPERATION... | |
3.1. General provisions........................................................................................................................ | |
3.2. Wheel sets............................................................................................................................. | |
3.3. axle box.............................................................................................................................. | |
3.4. Carts ................................................. ................................................. ................................................ | |
3.5. Spring suspension............................................................................................................. | |
3.6. coupler.............................................................................................................. | |
3.7. Brakes ............................................... ................................................. ...................................... | |
3.8. Frame ................................................. ................................................. ............................................ | |
3.9. Body and equipment.................................................................................................................. | |
3.10. Generator drive..................................................................................................................... | |
3.11. Technical requirements for empty wagons prepared for transportation .............................................. | |
3.12. Technical requirements for freight fleet cars used in the interstate | |
message ................................................. ................................................. ................................................ | |
3.13. Additional requirements for sleeping cars for international traffic |
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RIC WLX 200 ............................................... ................................................. .................................... | |
3.14. Train formation.............................................................................................................. | |
1. GENERAL PROVISIONS
1.1. Wagon maintenance procedure
This Instruction to the wagon inspector (hereinafter referred to as the Instruction) establishes the procedure for the maintenance of wagons, technical requirements to units and parts of wagons in order to ensure the safety of train traffic, the safety of passenger transportation and the safety of transported goods.
The following abbreviations are used in the Instruction: TO - maintenance of freight cars;
TR-1 - current repairs during the preparation of freight cars for transportation with uncoupling from the train;
TR-2 - current repair of freight cars with uncoupling from train or train;
TR - current repair of passenger cars with uncoupling from the train or train;
TO-1 - maintenance of passenger cars during preparation for a flight and en route;
TO-2 - maintenance of passenger cars before summer and winter transportation;
TO-3 - unified technical revision of passenger cars; PTO - wagon maintenance point; SKNB - heating control system for axle boxes of passenger cars; PEM - train electrician; PONAB - axle box heating detection system;
DISK - remote system for monitoring the technical condition of the rolling stock on the move of the train;
KVR - overhaul and restoration repairs of cars; KR-1 - the first overhaul; KR-2 - the second overhaul.
Maintenance of freight wagons includes:
Monitoring the technical condition of wagons in formed trains and transit trains, as well as empty wagons when preparing them for transportation without uncoupling from a train or group of wagons; troubleshooting; performance necessary repairs ensuring traffic safety, fire safety, safety of transported goods; placing on trains and following them in technically sound wagons - (TO);
Current repair of wagons in preparation for transportation with uncoupling from a train or group of wagons with supply to specialized tracks - (TR-1);
Current repair of freight cars with uncoupling from transit, arrived for dismantling, or formed trains - (TR-2).
Maintenance of passenger cars includes:
Current repair of wagons with uncoupling from transit trains or formed trains, as well as wagons uncoupling from a train or train at the points of formation or turnover of passenger trains with their supply to specialized repair tracks or wagon depots - (TR);
Maintenance of wagons in train sets at maintenance points of stations for the formation and turnover of passenger trains before each departure for a flight, as well as on trains en route and at intermediate stations - (TO-1);
Maintenance of wagons before the start of summer and winter transportation - (TO-2);
A unified technical revision of the main components of passenger cars - six months after construction, scheduled repairs or a previous revision at the points of formation of passenger trains on specialized tracks or in car depots with uncoupling from trains - (TO-3).
The procedure for performing maintenance of passenger cars is set out in this Instruction, as well as in the Instruction for the maintenance of passenger all-metal cars
(RD 32 TsL-026-91).
It is forbidden to submit wagons for loading cargo and boarding passengers without presenting them for maintenance and recording in the VU-14 form log about recognizing them as technically sound, and wagons that have a stencil "RUN" on the side wall - with a developed overhaul standard for mileage.
When servicing wagons, check:
availability of parts and assemblies of wagons and their compliance with established standards;
terms of repair for wagons with a stencil "MILEAGE" on the side wall, the amount of completed overhaul run, and for passenger cars, in addition, the terms of a single technical revision;
serviceability and operation of the automatic coupler, braking equipment, buffer devices, transitional platforms, special steps and handrails, bogies, wheelsets, axle boxes, spring suspension, generator drive, batteries, internal equipment, air conditioning system, availability and serviceability of devices that prevent parts and undercarriage equipment from falling onto the track;
condition of the wagon body.
At the stations of formation, turnover of trains and along the route at the stations provided for by the train schedule, each car of a passenger train must undergo maintenance with a passage and perform the necessary repairs.
At stations where there is no PTO, each car must be inspected and prepared to proceed to the nearest station with PTO before being placed on the train.
The procedure for presenting trains for maintenance and notification of their readiness, as well as the procedure for inspecting and repairing cars before putting them on the train at stations where there is no technical maintenance, is established by the head of the railway.
Employees of maintenance points must, in accordance with technological process timely perform maintenance and be responsible for the safe passage of cars without uncoupling from trains within the warranty section, and for passenger trains - throughout the entire journey from the point of formation to the point of turnover and back.
1.2. Requirements for an Inspector
1.2.1. The inspector of wagons must know:
rules technical operation railways Russian Federation
Instructions for signaling on the railways of the Russian Federation;
Instructions for the movement of trains and shunting work on the railways of the Russian Federation;
Instructions to the wagon inspector;
Instructions for the repair and maintenance of the automatic coupler of the rolling stock of the railways of the Russian Federation;
Instructions for the repair of brake equipment of wagons; Instructions for the operation of the brakes of the rolling stock of railways;
Instructions for the inspection, examination, repair and formation of wagon wheelsets;
Guidelines for the operation and repair of carriage axle boxes with roller bearings;
Standard instructions for labor protection of wagon inspectors and locksmiths for the repair of rolling stock;
Regulations on employee discipline railway transport Russian Federation;
the relevant sections and provisions of the technological processes of the work of the PTO and the station, the point of technical transfer of cars, as well as the technical and administrative act of the station; orders and instructions related to the maintenance of wagons and the operation of security posts; device, purpose, action and technology of repair of individual car parts and assemblies of cars of all types and modifications; arrangement and operation of wagons, machines, mechanisms and measuring instruments used for maintenance;
technical conditions for freight and passenger cars used in interstate traffic.
The inspector for the maintenance of electrical, refrigeration, radio equipment, the drive of the undercarriage generator of passenger, postal and special cars, restaurant cars must additionally know the instructions and instructions approved by the Ministry of Railways of Russia for the maintenance of this equipment of cars, as well as the Rules for the technical operation of electrical installations of consumers and the Safety Rules for operation of electrical installations of consumers, have an appropriate qualification group for electrical safety.
1.2.2. The surveyor must pass the exam in knowledge of the rules, instructions and other documents specified in paragraph 1.2.1, after training, and also two years after the previous pass.
1.2.3. The position of wagon inspector is assigned to workers from rolling stock repair mechanics, graduates of technical schools and colleges of railway transport who have undergone theoretical and practical training in this profession. Practical training is carried out at the workplaces of wagon inspectors.
After completing the preparation and passing the examinations on the theory and practice of the qualification commission, the employee is issued a certificate of form KU147 or another form confirming that he has been assigned the profession of a wagon inspector.
The internship time for wagon inspectors is at least four work shifts.
1.2.4. The wagon inspector must:
before starting work, familiarize yourself with the received orders and instructions on the scope of your duties, check the availability and serviceability of the tool (Appendices 1 - 3), measuring instruments, provided set signal accessories, necessary car parts and materials on racks and repair facilities, as well as check the serviceability of overalls and safety shoes at home and with the locksmiths attached to it, if necessary, through the shift manager, take measures to
elimination of detected deviations from the current regulatory and technical documentation;
in the performance of official duties, be in overalls and have a serviceable tool, measuring and control instruments (Appendix 3) on the basis of an approved technological process;
check the technical condition of wagons in arriving, formed and departing trains, organize the work of a group of locksmiths attached to it to eliminate wagon malfunctions, upon completion of the inspection of wagons, together with locksmiths, participate in the elimination of identified malfunctions;
check the quality and extent of the repair performed. The wagon inspector is responsible for timely, high-quality repairs that ensure the accident-free passage of trains through the guaranteed section;
issue a notification form VU-23 for cars subject to technical revision (passenger), current uncoupling or scheduled repairs. The decision of the wagon inspector to uncouple the faulty wagon is mandatory for employees of all services. Only the head of the wagon depot or the technical department can cancel this decision;
at the end of the maintenance, notify the operator or the shift supervisor of the technical maintenance department about the readiness of the cars for loading or moving on the train;
exercise control over the safety of wagons during work with them at the station, sidings and when returning them from the sidings, prevent the departure of damaged wagons from the station. For damaged wagons, draw up an act on the damage to the wagon of the VU-25 form, inform the senior inspector of the wagons about this and submit acts for registration and presentation of sanctions against the guilty in the prescribed manner;
at the end of the repair of the wagons, demand from the contractor or personally erase from the wagons previously applied chalk inscriptions on technical malfunctions of the wagons;
comply with the requirements of safety regulations and instructions and monitor the implementation of these requirements by employees under his supervision.
2. MAINTENANCE OF CARS
2.1. Maintenance of wagons in transit trains
2.1.1. The control of the technical condition of the wagons begins on the move (before stopping) of the arriving train.
To do this, the inspectors go to the arrival route in advance and are placed in the place established by the technological process of the work of the wagon maintenance point.
Inspecting the carriages of a moving train, the inspectors outward signs reveal possible faults on the rolling surfaces of wheel pairs, in axleboxes, the unreleased brakes of individual cars, the operation of the generator drive are determined.
If malfunctions or their signs are found on the train, the inspector must notice these cars, and after stopping and fencing the train (composition), check them in the prescribed manner.
2.1.2. Upon prior receipt of a notice at the maintenance point from the train dispatcher of the railway department or the station attendant, the head(mechanic-foreman) of a passenger train or the head of the refrigeration section on the need to eliminate malfunctions of cars that have arisen along the train, including according to the readings of the DISK, PONAB instruments, the shift supervisor of the PTO must inform the inspectors in advance about this in order to take measures to eliminate these malfunctions .
2.1.3. After the train stops, the inspector of the head group, before starting to inspect the cars, must receive information from the locomotive team about the operation of the brakes and about the malfunctions of the cars noticed along the way, if necessary, inform the employees of the relevant groups involved in the maintenance of the cars of this train. Before inspection and repair of wagons, the train is fenced in the prescribed manner. At marshalling, transfer yards, at locomotive change points, at stations where there is a PTO, maintenance of wagons should be carried out with a crawl.
2.1.4. If faults are found, the inspector puts chalk inscriptions on the car bodies, platform sides, tank car boilers. Upon completion of the inspection of the carriages of the transit train, the inspector must check the quality of the repair work. After troubleshooting, chalk marks are removed from the car bodies. The quality of wagon maintenance is checked by a senior wagon inspector or a shift foreman.
2.1.5. Undercarriages, braking equipment, automatic couplers, frames and bodies of autonomous refrigerated wagons (ARVs) are controlled by inspectors in the same way as for freight wagons. Domestic and
undercarriage equipment is controlled by ARV maintenance mechanics after the train has been fenced off. The electrical equipment of passenger cars is checked with the participation of a train electrician.
2.1.6. The inspector, who is the head of the group, and the ARV maintenance mechanic, who carried out their maintenance, after making sure that the work is completed and that the workers of the maintenance and inspection group are not near the cars, report the results of the maintenance by radio or by phone to the maintenance operator to remove train guard signals.
2.1.7. If faults are found that require uncoupling of wagons, the inspector applies chalk markings, informs the PTO operator about the amount of repair by telephone or radio, writes out a notification form in two copies. VU-23 and passes it to the station duty officer and the PTO operator. This work is supervised by the shift leader.
On the elimination of all malfunctions of the wagons and the readiness of the train for departure, the wagon inspector reports to the PTO operator or confirms this with a signature in the journal of the station attendant.
2.1.8. The senior wagon inspector confirms with his signature in the form book VU-14, located at the station duty officer, the readiness of the train for departure.
2.1.9. When the train departs, the head inspector who tested the brakes must be at the locomotive and inspect the moving cars of the train, controlling the technical condition of the running gear, brake equipment and automatic couplers. Information about the results of the train inspection is transmitted via the available connection to the PTO operator, and
in necessary cases - by radio communication to the driver through the station attendant to stop the train.
2.2. Maintenance of freight cars in preparation for
transportation
2.2.1. Before submission for loading, all wagons must be presented by the station workers for maintenance, indicating the point, railway, state of destination, name of the cargo and a record of this in the book for presenting wagons of the VU-14 form.
Special wagons intended for the carriage of dangerous goods are presented for maintenance only in an empty state on the day of loading with the obligatory indication of the name of the cargo in a separate book of form VU-14 and the reflection of the results of maintenance.
Cars that require repair with uncoupling from the train, after marking by inspectors and issuing a VU-23 form notice to them by the station's shunting facilities, are fed onto specialized tracks equipped with the necessary technological devices.
2.2.2. At the end of maintenance, the inspector informs
about readiness of wagons for the maintenance operator. Wagon inspector in the form book VU-14 puts a signature against each wagon number or group of wagons, certifying their suitability for the carriage of a particular cargo.
The technical readiness for loading the train as a whole is confirmed by the signature of the shift supervisor in the VU-14 form book.
2.2.3. Wagons for perishable goods are inspected only when empty. Their preparation for dual operations is not allowed.
2.2.4. When presenting their own or rented wagons for maintenance before loading dangerous goods, their owners must present to the employees of the station and wagon depots or railroad technical service centers a certificate of technical serviceability of the wagon, which guarantees the safety of transportation of a particular dangerous cargo. The certificate number is noted in a separate form book. VU-14 for dangerous goods.
The wagons and containers presented for technical inspection must be empty and cleared of previously transported goods. They are inspected on the day of loading.
At the PTO of stations for loading dangerous goods into their own wagons, a numbered list of these wagons should be drawn up, indicating the type of cargo for which they are intended, the number of instructions of the Ministry of Railways of Russia, allowing them to run along the main railway lines,
and date of technical inspection.
2.2.5. Determination of the technical condition and suitability of running gears, wheelsets, axle box, car frame, brake equipment, automatic coupler of cars owned by the consignor or rented, is carried out by the employees of the technical support.
The technical condition of the external and internal equipment of own cars (covered, passenger, luggage) is determined by the consignor.
2.2.6. Tank wagons for the transport of dangerous goods
to technical inspection, must have clear inscriptions on the timing of periodic repairs, on the name of the cargo and danger signs.
The inscriptions about the name of the cargo are not applied to the universal box cars and containers.
2.2.7. Wagons prepared for the carriage of dangerous goods of the 1st and 2nd classes must be equipped with composite blocks.
2.2.8. Preparation of tanks for loading oil products is carried out at washing and steaming stations and points.
2.3. Maintenance of wagons at marshalling yards
arrival park
2.3.1. The meeting of trains arriving at the station and the inspection of the cars are carried out in the manner set out in section 2.1 of this Instruction. In this marshalling yard park are produced: removal of signal discs
with tail cars; identification and marking of faulty wagons requiring repair, including according to the readings of the PONAB and DISK devices; selection of empty wagons for loading; elimination of malfunctions in cars that do not ensure their dissolution from the hill; manual release of wagon brakes, installation of missing chains of the decoupling drive.
The inspector transmits information about the detected malfunctions of the wagons to the PTO operator via radio communication (track number, inventory number of the wagon, side of the part of the train being inspected, name of the repair work). At the same time, the inspector applies clear chalk inscriptions in accordance with the short name of the work in the classifier of this PTO on the side walls of the body (between the corner and side posts), on the sides of the platforms and tank boilers.
The duration of the maintenance of the trains is set by the technical process of the PTO, taking into account the inspection of cars with a crawl.
During the maintenance and uncoupling repair of oil and petrol tanks at the PTO, the following measures must be observed fire safety. If a leak is detected, the PTO workers must take measures to eliminate it by protecting the tank. If it is impossible to eliminate the leak, unhook the tank from the train, take it to a safe place and draw up an act on the impossibility of further movement.
During the maintenance of trains (cars) with dangerous goods of the 1st class, the requirements of the local instructions governing the procedure for the maintenance of trains with such goods must be observed.
Works on maintenance and repair of wagons loaded with 1st class cargo, accompanied by guards or a representative of the consignor, are carried out only in the presence of accompanying persons.
If it is impossible to follow as part of a train due to a malfunction of the wagon with dangerous goods of the 1st class, the wagon is uncoupled from the train. If a
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 work 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 source 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 automatic 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 autobrakes 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 clause 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, and after testing before long descents with a slope of 0.018 or more, indicate the value of the charging pressure in the tail car line. When the charging pressure in the TM on the freight train locomotive 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 turned 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 wagon, 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 wagons 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 the railways of 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 stage.
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 locomotives other than the head locomotive, 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 paragraph 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 a 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 using sand in an auto-blocking section 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 / cm 2.
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 the included VR of the Western European types "KE", "Oerlikon", "DAKO", the train must follow on automatic 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 way, perform stepped braking by setting the RCM to position VЭ, and in case of duplicated power supply of the EPT via 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 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 automatic brakes should be carried out with the I position of the driver’s crane 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 stages. 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 performed 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 back downhill, when the locomotive goes 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 stages.
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.
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 form VU-25 based on a notification form VU-23M and accompanying sheets of Form VU-26M, if damaged wagons are sent for repair.
The inspector must know:
1. Rules for the technical operation of the 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 the 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 exams in theory and practice, the wagon inspector-repairer 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 in the park in their areas check 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 |
12/17/2015 - We present to your attention the instruction on labor protection for the inspector railway wagons. The instruction includes five chapters: 1) general requirements for labor protection; 2) labor protection requirements before starting work; 3) requirements for labor protection when performing work; 4) requirements for labor protection upon completion of work; 5) requirements for labor protection in emergency situations.
Chapter 1. General requirements on labor protection
1. To work as an inspector of railway cars, persons who have reached the age of 18 and who have passed:
appropriate professional training, including on labor protection issues, having a certificate of the established form on assignment qualification category inspector;
preliminary at employment and periodic medical examinations and recognized as fit for health reasons for work by an inspector;
introductory and primary briefing at the workplace;
training and testing knowledge on labor protection issues.
The inspectors are re-instructed on labor protection at least once every three months and an annual test of knowledge on labor protection issues.
2. An inspector working with mechanisms with electric drive, must have an electrical safety group of at least II.
The inspector for the inspection of electro-pneumatic brakes must have an electrical safety group of at least II.
3. The inspector is obliged:
comply with the Internal Labor Regulations;
perform only the work that is entrusted to the immediate supervisor of the work;
know and improve safe working practices;
observe the technology of work, apply methods that ensure labor safety, established in the instructions for labor protection and manuals for the operation of tools and devices;
use the tool, fixtures, inventory for its intended purpose, report their malfunction to the work manager;
know the location and be able to use primary means fire extinguishing;
immediately inform the work manager about any situation that threatens the life or health of workers and others, an accident that occurred at work;
undergo appropriate theoretical and practical training and be able to provide first-aid medical care to victims of accidents;
if necessary, ensure the delivery (escort) of the victim to the healthcare facility;
observe the rules of personal hygiene;
properly use the means provided to him in accordance with the nature of the work to be performed personal protection, and in case of their absence or malfunction, notify the immediate supervisor.
4. The inspector must be provided with special clothing, footwear and other personal protective equipment (hereinafter referred to as PPE), in accordance with the Model Industry Standards for the free issuance of personal protective equipment, the following PPE must be issued to the inspector:
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Name |
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Suit cotton 3Mi - 12 months. |
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Cotton mittens (cotton gloves) Mi - before wear |
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Kepi (beret, scarf) - 12 months. |
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Mp leather boots - 12 months. |
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Waterproof raincoat - on duty |
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Signal vest - before wear |
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For outdoor work in winter additionally |
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Cotton jacket with insulating lining Tn - 36 months. |
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Cotton trousers with insulating lining Tn - 36 months. |
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Felted shoes Tn20 - 48 months |
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Galoshes for felted shoes - 24 months. |
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5. The inspector must know and comply with the requirements of prohibitory, warning, indicating and prescriptive sound and light signals, signs, inscriptions.
6. The inspector must know the procedure for fencing trains and individual groups of cars, established by the current technological process of the point of technical inspection of cars (PTO).
7. The main dangerous and harmful production factors that affect the wagon inspector:
increased or decreased air temperature of the working area;
increased noise level;
arrival of railway transport;
probability of cargo falling;
contact with moving equipment;
insufficient illumination of the workplace;
protruding parts of platforms, rolling stock, etc.;
risk of electric shock.
8. Workplace the inspector when inspecting the wagons is located between the track and the tracks of the parks. The inspector who accepts the train “on the move” must be at a specially equipped workplace.
9. All parts removed from the car should be immediately removed to specially installed places. The inspector must correctly stack car parts, spare parts and materials on the repair facility and racks located at the inter-track, in departments and production areas, ensuring free passage.
10. Portable fencing signals should be installed on the axis of the track at a distance of 50 m from the outermost cars. If the distance from the wagon to the boundary post is less than 50 m, then a portable fence signal from this side is installed on the axis of the track opposite the boundary post.
11. A wagon or a group of wagons being repaired on specially designated tracks for preventive maintenance with uncoupling or on integrated repair tracks, except for permanent or portable signals, is fenced on both rails at a distance of at least 25 m from the outermost car or opposite the boundary post, if the distance to it is less than 25 m.
12. During maintenance of wagons in trains from which locomotives are not uncoupled, they are protected both from the “head” and from the “tail” of the train in the prescribed manner. At the same time, the inspector verbally warns the locomotive driver about the beginning of the inspection and the impossibility of the movement of the train in connection with this, and only after that he starts work. Before the maintenance of a train, from which the locomotive is uncoupled, but temporarily located on this track, a guard signal is set on the free section of the track between the locomotive and the head car with a warning to the locomotive driver about this.
13. Maintenance and repair of wagons and trains, inspectors should start only after receiving permission from the PTO operator, which he transmits using two-way park communication after turning on the centralized train fencing system or receiving information about the fencing by portable signals. Inspectors of the head or tail parts of the train repeat the received permission by radio, which confirms that the message of the PTO operator was received correctly.
14. If there are centralized fencing devices, the PTO operator fencing the train in the manner prescribed by the fencing instructions developed in accordance with local conditions.
15. Portable fencing signals are installed and removed by persons from among the workers of each shift, to whom these duties are assigned by the work manager. Each repair and inspection team informs the maintenance operator about the end of the maintenance of the train in the manner prescribed by the working technological process. Having received a message from the last group, the PTO operator announces the removal of the fence via two-way park communication.
16. Devices for general two-way communication are allowed to be used only in certain cases in order to reduce harmful effects noise from negotiations.
Should be used portable radio communication devices with the PTO operator. Two-way park communication speakers located on the interpath must be turned off after the message is transmitted.
17. Each inspector must know and follow the procedure for temporarily stopping the maintenance of a train if necessary (in exceptional cases) to move it within the boundaries of a given track or at the request of the station attendant (shunting dispatcher). These cases should be stipulated by the working technological process of the PHE.
18. The inspector is prohibited from appearing at the workplace in a state of alcoholic, narcotic and toxic intoxication, as well as drinking alcoholic beverages, using narcotic, toxic and psychotropic substances in work time and at the place of work.
19. Smoking is allowed only in specially equipped places. It is not allowed to smoke in undesignated places and use open fire in places where locomotives are refueled with fuel and oil.
20. While at the workplace, inspectors must comply with the following requirements:
be attentive to the signals of moving train units, move only in designated places (passages);
not be in the area of work of lifting mechanisms, as well as stand under the lifted load;
do not touch electric wires and starting devices, do not allow them to be damaged, do not correct or connect electrical wiring;
21. The inspector is obliged to assist and cooperate with the employer in ensuring healthy and safe working conditions, immediately notify his immediate supervisor or otherwise executive the employer about the malfunction of equipment, tools, devices, railway facilities, protective equipment, about the deterioration of his health.
22. For non-compliance with this instruction, the inspector is liable in accordance with the law.
Chapter 2. Requirements for labor protection before starting work
23. Check the serviceability of personal protective equipment necessary for the performance of work, put on special clothes, special shoes and other personal protective equipment.
24. Before starting work, the leader of the group must check the number of workers in the group assigned to him, the availability and serviceability of the tool, measuring instruments, templates, signal devices and special clothing, as well as the availability of spare parts and materials on racks and repair installations, if necessary, take measures to replenish them.
25. Inspectors when going to the place of work, as well as when performing work on the maintenance and repair of cars, must use the route of the brigades and groups indicated by the sign "Service passage". During group maintenance, the repair and inspection team must move to the place of work from one track to another as a whole group together with the leader of the group.
26. Inspectors should ensure that the passages between racks and tracks are free from parts and foreign objects.
27. The personnel involved in the maintenance of the train, having received a message from the PTO operator about the passage of a train along the neighboring track, not less than 5 minutes. before its passage, they must go to a safe zone at a distance of 4-5 m from the outermost rail of the track along which the train passes. Materials and tools must be removed from the track beyond the gauge of the rolling stock. It is prohibited to resume work until the train has completely passed.
28. Before starting work, inspectors must make sure that the tools and fixtures are in good condition. A defective tool must be immediately replaced with a serviceable one.
The PTO operator notifies the inspectors about the approach of the train, the fence and the beginning of the train maintenance.
Inspectors must be attentive to operator commands.
Chapter 3. Requirements for labor protection when performing work
29. When passing along the track, it is necessary to pay attention to wagons and locomotives moving along the adjacent track. You can not be on the inter-track when the trains are running non-stop on adjacent tracks. It is allowed to walk only on the side of the road or in the middle of the road.
30. When staying on an inter-track while the rolling stock is moving along both adjacent tracks, it is necessary to stop, standing, wait for the passage (stop) of the rolling stock on one of the tracks and only after that move again along the inter-track.
31. It is allowed to cross the track only at a right angle, having previously made sure that there is no rolling stock. When the track changes to bad weather(during fog, snowfall, blizzard, heavy rain, etc.), when the visibility of light and the audibility of sound signals decrease, it is necessary to stop in the middle part of the track and look carefully both in one direction and in the other. If you see an approaching rolling stock, you should wait until it passes.
32. When passing along the station tracks at night, it is necessary to remember about the structures and devices located on the inter-track.
33. Crossing rails occupied by rolling stock should only be done through transitional platforms, along a pedestrian crossing or a combined (pedestrian-transport) tunnel. Before entering a pedestrian or combined tunnel from between the tracks, it is necessary to make sure that there are no foreign objects on the roof covering the entrance to the tunnel. After descending into the tunnel, the roof must be closed. Leaving it open after leaving the tunnel or descending into it is prohibited. In a combined tunnel, it is necessary to walk along the side reserved for the passage of people, without touching the cables and wires.
34. Groups of wagons or a locomotive standing on the rails should be bypassed at a distance of at least 5 m from the automatic coupler. It is allowed to pass between uncoupled wagons if the distance between their automatic couplers is at least 10 m.
35. When leaving the track from the premises for heating, as well as from switch posts and other buildings that block the view of the track, you must first make sure that there is no rolling stock on it. Leaving office premises at night, it is necessary to wait until the eyes get used to the darkness and the normal visibility of surrounding objects is established.
36. Transportation of spare parts, materials and other cargo across the tracks must be carried out through transport or combined tunnels, and in their absence - through overpasses or ground transverse decks. Transportation of spare parts and materials under train cars is allowed under fenced trains.
37. During work, the inspector is prohibited from:
cross and run across the track in front of moving rolling stock (locomotives, wagons, railcars, etc.);
stand or sit on the rails;
sit on the steps of wagons or locomotives and get off them while moving.
cross turnouts equipped with electrical interlocking at the location of wits and connections of turnouts with a centralized drive.
38. On electrified sections of the railway, it is forbidden to touch broken wires of the contact network, regardless of whether they touch the ground, and grounded structures, to touch foreign objects (cut wires, ropes, cables, etc.) that are on the wires of the contact network.
39. Inspectors who have discovered a break in wires or other elements of the contact network, as well as foreign objects hanging from them, must immediately report this through the operator to the station duty officer, protect this place by any means at hand and, before the arrival of the team of workers of the contact network, ensure that so that no one approaches the broken wires at a distance of less than 10 m. If the broken wires or other elements of the contact network go beyond the limits of the approach of buildings and can be touched when the train passes, the dangerous place must be protected by portable signals in accordance with the Signaling Instructions on railway like an obstacle.
40. When detecting foreign objects on wires or other elements of the contact network, inspectors should do the same as when detecting a break in the wires of the contact network.
41. On a rolling stock located on electrified tracks, before disconnecting and grounding the wires of the contact network located above these tracks, and receiving an order from the head of work, the inspector is prohibited from climbing the roof, being on it or performing any work (filling tanks with water, inspecting manhole covers , fulfill repair work etc.), touch the equipment of the electric rolling stock.
42. When disconnecting the brake connecting hoses of wagons under compressed air pressure and disconnecting the hoses of the air dispensers, all safety measures must be observed.
43. If it is necessary to apply great efforts when unscrewing the nuts, one-sided wrenches with an extended handle should be used, not allowing the wrench to be built up with another wrench. It is forbidden to use gaskets to fill the gaps between the jaws of the key and the nut. If possible, a mechanical impact wrench should be used. It is forbidden to unscrew the nuts with a chisel and hammer.
Chapter 4. Requirements for labor protection at the end of work
44. Upon completion of work, the inspector is obliged to clean all mechanisms, as well as tools and inventory from dirt.
45. Tidy up the workplace.
46. Remove the tools and accessories after cleaning in the places provided for their storage.
47. Take off overalls and safety shoes and place them in a place specially designed for their storage.
48. Wash hands and face with warm water and soap, take a shower if possible.
49. The inspector must inform the head of work about all the shortcomings identified during work.
Chapter 5. Requirements for labor protection in emergency situations
50. Stop working when situations arise that can lead to accidents and accidents.
51. Start work only after troubleshooting with the permission of the work manager.
52. In the event of a fire, the inspector must:
immediately report a fire to the fire department by calling 101 and the head of the facility;
take measures to ensure the safety and evacuation of people;
take measures to extinguish the fire with the available fire extinguishing means;
upon arrival of the fire service units, inform them of the necessary information about the source of fire and the measures taken to eliminate it.
53. In the event of an accident at work, it is necessary:
quickly take measures to prevent the impact of traumatic factors on the victim, provide the victim with first aid, call medical health workers to the scene of the incident;
report the incident to the person responsible for the safe production of work or another official of the employer, ensure the safety of the situation before the start of the investigation, if this does not pose a danger to the life and health of people.
Please note that you can download other materials on labor protection and certification of workplaces in terms of working conditions in organizations in the section " Occupational Safety and Health».
Page 1
The inspectors in all their work must proceed from the fact that the train schedule is the iron law of the entire operation of railway transport; therefore, inspectors are required to provide high-quality inspection and timely troubleshooting of wagons in order to ensure that trains depart on time and continue to run on schedule.
Inspectors check the placement of brake devices in the composition and the correctness of their activation, control the quality of the repairs performed, and, if necessary, help locksmiths.
When adjusting the leverage, the inspectors and automatic mechanics must, after setting the dimension A, brake, measure the output of the brake cylinder rod and set the distance A in accordance with the output of the brake cylinder piston rod.
| Characteristics of the work performed for the turnover cycle of tanks for the transportation of liquid sulfur (according to the consumer enterprise. |
Boiler inspectors prominently affix labels to tanks requiring cleaning, flushing, neutralization, degassing, or steaming prior to loading. The labels indicate the nature of the processing of tanks, their number, axle, type and the presence of non-drained products.
Inspectors and inspectors-repairmen in the marshalling (underhill) depot in the process of dissolution and accumulation reveal damage to cars received during shunting work and dissolution from the hill, control the height of the longitudinal axes of coupling of automatic couplers above the level of the rail heads. Height difference over established norm are eliminated by rearranging the wagons in the composition by means of the station. The inspector or inspector-repairman draws up an act of form VU-25 for each damaged wagon, and writes out a notice of form VU-23 for a wagon requiring repair with uncoupling from the train.
The inspector checks on each wagon the braking effect of the brake on the output of the piston rod. Then, at the signal of the inspector Release the brakes, the driver, leaving the crane handle in the shutdown position, turns off the power supply to the brake control circuits, and after 15 seconds, when the brakes in the train are released, he turns on the power again. The inspector must check whether all the brakes on the train are released and inform the driver about this. Having received such a message, the driver moves the crane handle to the train position and turns off the power source.
The inspector is obliged to check the operation of the brakes for each car by the output of the cylinder piston rod and the pressing of the shoes to the wheels, and for the disc brake - by a special indicator.
The inspector after examining the container on the duplicate order (KEU-4 form) puts a stamp of the established image (certified by his signature), confirming the technical condition of the container. For empty containers and those sent in the order of adjustment, the stamp is placed on the road list or on the wagon sheet.
If an inspector or a repairman is under the car to perform repair work on brake equipment, it must be remembered that it is impossible to linger in front of the head of the brake cylinder rod, since when the brake is applied, a blow from the rod or leverage is possible. It is allowed to close the end valves and disconnect the brake hoses of the air line of the car only after they have completely stopped. When disconnecting the brake hoses, first of all, the end valves of adjacent cars are closed. When the end valves are opened to purge the brake hoses before connection, they must be kept near the head. Otherwise, injury may result from being hit by the sleeve.
In addition to inspectors, the allowance can be used by a wide range of railway workers associated with the operation of freight and passenger cars.
In addition to inspectors, the book can be useful for locomotive crews and other employees involved in the maintenance of passenger and freight cars along the train route and at technical inspection points.
The qualification of the inspector largely depends on the knowledge of the weak points of parts, assemblies and the car as a whole. Such places include those that have sharp transitions from one section to another, corners (especially sharp ones) and bending points, holes, bolted and riveted joints. Cracks and breaks are more often observed in these places, since large internal stresses, weakening the section of the part.
The number of inspectors and locksmiths for the repair of wagons in the formation fleet is determined by the number of shunting locomotives operating in the fleet. At least one inspector and one locksmith is attached to each compilation team working in the formation park.
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