JSC "RUSSIAN RAILWAYS"
ON APPROVAL OF INTERNAL FORMS OF STATISTICAL REPORTING ON INDUSTRIAL SAFETY
In accordance with the order of the President of Russian Railways JSC G.M. Fadeev dated March 15, 2004 N 1696r "On the development, approval and storage of internal forms primary accounting and statistical reporting of Russian Railways:
1. Approve and put into effect the attached internal forms of statistical reporting and instructions for filling them out starting from the report for 2004:
AGO-12 "Report on the presence of technical devices at hazardous production facilities that have reached the standard service life for railway facilities";
AGO-13 "Report on technical devices prohibited for operation at hazardous production facilities".
2. Heads of departments, departments and branches of Russian Railways to bring this order to the attention of the employees involved.
Application on 4 sheets.
Vice President of Russian Railways
V.N. Sazonov
(Name Form AGO-12
Represented by __________________ Postal-annual
(Name Represented by: Structural divisions
____________________________________ subordinates of the GCD - in the NODBT, subordinates
and sender's address) H - to the NBT before January 10; NODBT - NBT before
January 20th; NBT-CBT JSC "Russian Railways" until February 01
REPORT
on the availability of technical devices at hazardous production facilities that have reached the standard service life for railway facilities as of 01.01.20____.
Name of technical | Unit | farms | |||||||||||||
DOP | |||||||||||||||
Number of technical | |||||||||||||||
including: | |||||||||||||||
Steam and hot water | |||||||||||||||
Steam pipelines and | |||||||||||||||
gas filling stations | |||||||||||||||
Cranes, total | |||||||||||||||
including: | |||||||||||||||
bridge | |||||||||||||||
Kozlov | |||||||||||||||
Tower | |||||||||||||||
Portal | |||||||||||||||
Automotive | |||||||||||||||
Pneumatic wheel | |||||||||||||||
Tracked | |||||||||||||||
Railway | |||||||||||||||
Special | |||||||||||||||
elevators, total | |||||||||||||||
including: | |||||||||||||||
Passenger (including | |||||||||||||||
Freight | |||||||||||||||
Loader cranes | |||||||||||||||
Escalators | |||||||||||||||
car lifts | |||||||||||||||
Cargo-passenger construction | |||||||||||||||
"___" __________20
________________________________ (full name, position)
GUIDELINES
on filling out the internal statistical reporting form AGO-12 "On the presence of technical devices at hazardous production facilities that have reached their standard service life"
1. A report on the presence of technical devices at hazardous production facilities that have expired the standard service life of the AGO-12 form is compiled annually by the heads of structural divisions, departments of railways, railways, on the territory of which technical devices that have reached the standard service life are operated, and is provided before January 10 after the reporting period, by structural units subordinate to the NOD - to the departments of labor protection and industrial safety of the railway departments, subordinate to N - to the labor protection and industrial safety service of the railway departments, NBT - to the Department of labor protection and industrial safety until February 1 after the reporting period.
2. The report in the department of the railway is formed on the basis of the reports received from the structural units that are part of the department of the railway.
3. The report in the management of the railway is formed on the basis of the reports received from the departments of the railways, structural subdivisions of road subordination.
4. The report in the central office of Russian Railways is formed on the basis of reports received from the railway departments.
5. The report is compiled on the basis of fixed asset accounting cards of OS-1 form. The presence of technical devices at hazardous production facilities that have reached their standard service life is determined on the basis of the "Index of inventory objects of railway transport" (columns 1-12), column 13 must coincide with column 1 of the internal form of statistical reporting AGO-10 on the presence of technical devices at hazardous production facilities.
To whom _________________ STATISTICAL REPORTING
(Name Form AGO-13
____________________________________ Approved by order of Russian Railways
and address of the recipient) dated 11.01.2005 N 4r
Who represents __________________ Postal-quarterly
(Name Represented by: 1. Structural divisions
____________________________________ of the main services subordinated to the GCD in the NODBT
and sender's address) before the 10th, NODBT-NBT before the 15th, NBT in
CBT until the 20th day after the reporting period.
2. Functional branches of Russian Railways (factory
dy), branches of JSC "Russian Railways" (construction and installation -
trusts) - to the relevant directorates,
departments by subordination no later than
15th after the reporting period.
3. Departments, directorates by subordinates
functional branches of Russian Railways (factories),
branches of Russian Railways JSC (construction and installation
trusts) - in the CBT until the 20th day after the report
nogo period.
REPORT
on technical devices prohibited for operation at hazardous production facilities for _____ quarter of 20____. (cumulative total)
┌───┬──────────────────────────┬─────┬─────┬───────────────┬──────────┬────────────┐
│ N │Name of technical │ Unit. │Total│ Forbidden to │Belonging-│ Quantity │
│p / p│devices (dangerous products - │ meas. │ (pcs.) │ operation │ │ │ downtime days │
│ │ water facilities) │ │ │ technical │ farm │ │
│ │ │ │ │devices (pcs.)│ │ │
│ A │ B │ C │ 1 │ 2 │ 3 │ 4 │
├───┼──────────────────────────┼─────┼─────┼───────────────┼──────────┼────────────┤
│1. │Boilers │ pcs. │ │ │ │ │
│2. │ Vessels (air collectors) │ pcs. │ │ │ │ │
│3. │Pipelines │pcs/km│ │ │ │ │
│4. │Gas filling stations│ pcs. │ │ │ │ │
│5. │Cranes │ pcs. │ │ │ │ │
│6. │Lifts │ pcs. │ │ │ │ │
│7. │Lifts │ pcs. │ │ │ │ │
│8. │Loader cranes │ pcs. │ │ │ │ │
│9. │ Escalators │ pcs. │ │ │ │ │
│10.│Car lifts │ pcs. │ │ │ │ │
├───┼──────────────────────────┼─────┼─────┼───────────────┼──────────┼────────────┤
│ │Total: │ │ │ │ │ │
└───┴──────────────────────────┴─────┴─────┴───────────────┴──────────┴────────────┘
"__" ________ 20__ Supervisor_______________
________________________________ (full name position)
surname and phone number of the artist
GUIDELINES
on filling out the internal statistical reporting form AGO-13 "On technical devices prohibited for operation at hazardous production facilities"
1. A report on technical devices prohibited for operation at hazardous production facilities of the AGO-13 form is compiled quarterly by the heads of structural units (on whose territory the operation of technical devices was suspended) and submitted by subordinates of the NOD to the labor protection departments of the railway departments before the 10th day after the reporting period, subordinates H to the service of labor protection and industrial safety of the railway department until the 15th.
In the department of labor protection and industrial safety of the railway department, a consolidated report on the department is compiled on an accrual basis from the beginning of the year and submitted to the labor protection and industrial safety service of the railway department before the 15th day after the reporting period.
Functional branches of Russian Railways (factories), branches (construction and installation trusts) submit a consolidated report to the relevant directorates, departments according to subordination until the 15th day after the reporting period.
In the service of labor protection and industrial safety of the railway department, a consolidated report on the railway is compiled on an accrual basis from the beginning of the year and submitted to the Department of labor protection and industrial safety of Russian Railways by the 20th day after the reporting period.
Departments, directorates for subordinate functional branches of Russian Railways (construction and installation trusts) - to the Office of Occupational Health and Industrial Safety of Russian Railways until the 20th day after the reporting period.
2. Column 1 of the report is compiled on the basis of fixed asset accounting cards of form OS-1 and coincides with column 1 of the internal form of statistical reporting AGO-10 on the presence of technical devices at hazardous production facilities. Columns 2.4 are filled in on the basis of the passport technical device(section the results of the technical examination), prohibited for operation. Column 3 is filled in according to the affiliation of the technical device to the branch, road, structural unit. Forms of passports for technical devices operated at hazardous production facilities are presented in the Rules for safe operation technical devices approved by Gosgortekhnadzor of Russia.
3. The basis for the prohibition of the operation of a technical device is the entry of the technical supervision inspector in the passport of the technical device, as well as the sealing of the technical device.
ON THE APPROVAL OF THE INSTRUCTIONS
FOR LABOR SAFETY FOR WAGON SERVICES
1. Approve and put into effect from February 15, 2014 the following regulations containing labor protection requirements:
Instruction on labor protection for the inspector of cars, the inspector-repairer of cars and the locksmith for the repair of rolling stock in the wagon facilities of JSC "Russian Railways" IOT RZD-4100612-TsV-014-2013;
Instruction on labor protection for a tank-washer-steamer and a locksmith for the repair of rolling stock engaged in refueling and repairing valves of drain devices for tanks in the rolling stock of JSC Russian Railways IOT RZD-4100612-TsV-015-2013;
Instruction on labor protection for the operator for the maintenance and repair of wagons IOT RZD-4100612-TsV-016-2013;
Instruction on labor protection for the receiver of freight cars IOT RZD-4100612-TsV-017-2013;
Instruction on labor protection for an electric and gas welder when performing work on the repair of freight cars at the points of preparation of cars and sections of the current uncoupling repair IOT RZD-4100612-TsV-018-2013.
2. Director of the design bureau of the carriage economy Ivanov A.O. ensure responsible storage of originals, replication and distribution of labor protection instructions to the wagon services of the Central Directorate of Infrastructure.
3. Heads of infrastructure directorates:
a) bring this order to the attention of the employees involved in the structural subdivisions of the infrastructure directorates;
b) organize the study of instructions on labor protection by the involved managers and specialists;
c) make the necessary changes and additions to the current working documents on labor protection in structural divisions.
Decree of JSC "Russian Railways" dated March 24, 2005 N 407r "On approval of the Instruction on labor protection for a tank car wash-steamer and a rolling stock repairman engaged in refueling and repairing valves of tank drain devices in the wagon facilities of open railways joint-stock company"Russian railways";
Instruction on labor protection for a wagon inspector, a wagon repair inspector and a locksmith for the repair of rolling stock in the wagon facilities of Russian Railways, approved by Russian Railways on July 5, 2004 No. ВС-6242.
5. To impose control over the execution of this order on the deputy head of the Central Directorate of Infrastructure Konyshev S.S.
Vice President of Russian Railways
A.V.TSELKO
OPEN JOINT STOCK COMPANY "RUSSIAN RAILWAYS"
ORDER
ON THE INTRODUCTION OF THE STANDARD INSTRUCTIONS OF THE ORGANIZATION
TRAIN DRIVING AND SHUNTING WORK
ENGINE ENGINEERS WITHOUT ASSISTANT ENGINEER (ONE PERSON)
In order to establish a unified procedure for organizing the driving of trains and the performance of shunting work by drivers without assistant drivers:
1. Approve and put into effect from the moment of signing this order the attached Model Instruction for organizing train driving and for performing shunting work by drivers without assistant drivers (in one person) (hereinafter referred to as the Standard Instruction).
2. The heads of the regional directorates of traction and structural subdivisions, in the prescribed manner, organize the study of this Model Instruction and ensure its implementation.
3. The standard instruction for organizing the work of locomotive drivers without assistant drivers, approved by order of Russian Railways OJSC dated July 17, 2009 N 1506r (as amended by the order of Russian Railways OJSC dated November 2, 2011 N 2368r), shall be recognized as invalid.
4. To impose control over the implementation of this order on the first deputy head of the Traction Directorate Krivonosov V.A.
Vice President of Russian Railways
A.V. VOROTILKIN
Approved
by the order of JSC "Russian Railways"
STANDARD INSTRUCTIONS
ORGANIZATION OF TRAIN DRIVING AND SHUNTING
WORK BY ENGINEERS WITHOUT ASSISTANT ENGINEER "IN ONE PERSON"
1. FOREWORD
1. DEVELOPED by the Traction Directorate.
2. INTRODUCED by the Directorate of Traction.
3. APPROVED AND PUT INTO EFFECT by the order of the Vice-President of Russian Railways JSC - Head of the Traction Directorate.
4. INTRODUCED to replace the Standard Instruction "Organization of the work of locomotive drivers without assistant drivers", approved by order of Russian Railways OJSC dated July 17, 2009 N 1506r, as amended (as amended by order of Russian Railways OJSC dated November 2, 2011 N 2368r) .
5. REVIEW AND AMENDMENTS of the Standard Instruction is carried out upon the introduction of new regulatory documents that determine the organization of the operation of the operational locomotive depot, locomotive crews and ensuring traffic safety.
6. CONTROL COPY of the document in electronic form can be extracted from unified system document management (EASD).
2. Terms, definitions and abbreviations
PTE is a regulatory document that establishes the norms and rules in the system of organizing the movement of trains, the functioning of structures and devices of the infrastructure of railway transport, railway rolling stock, and also determines the actions of railway workers during the technical operation of railway transport Russian Federation general and non-public use.
RULES - the normative document establishes the basic rules and norms for the maintenance of brake equipment and the control of the brakes of railway rolling stock.
SOUT - system automatic control brakes.
TRA - technical and administrative act of a railway station - a regulatory document that characterizes the technical equipment of a railway station, establishing the procedure for using technical means.
ENGINEER - an employee who controls the locomotive and ensures traffic safety when driving the train and performing shunting work.
TRAIN TEAM - a group of railway workers assigned to escort and service passenger train, which includes the head of the train, conductors and train electrician.
TCHD - on duty at the operational locomotive depot.
PRMO - pre-trip medical examination.
MALS - shunting automatic locomotive signaling.
Chipboard - on duty at the railway station.
DNC - train dispatcher.
TsUP - transportation control center.
DTsUP - road transportation control center.
EMM - driver's electronic route.
ETSO - electronic self-service terminal.
ETD - an act of attendance of locomotive crews when working with the driver's electronic route.
Local instruction - a regulatory document that determines the procedure for performing step-by-step work in a structural unit (depot), based on local conditions.
3. Purpose and scope
This regulatory document establishes:
The main provisions and requirements for the organization of driving trains and the performance of shunting work by drivers without assistant drivers (hereinafter - in one person);
The presence of a local instruction on the organization of driving trains and the performance of shunting work by a driver without an assistant driver (in one person), in relation to local conditions;
List of regulatory documents of Russian Railways and the Ministry of Railways of Russia, which determine the main directions for organizing trouble-free operation at the depot;
The procedure for appointing a locomotive driver to work in one person;
Organization of the work of machinists in one person;
Requirements for drivers serving locomotives in one person;
Requirements for locomotives to be serviced by drivers in one person;
The rules of interaction between all participants in the transportation process in the event of emergency and non-standard situations.
The scope of this regulatory document is determined by the requirements of the regulatory documents of Russian Railways, the Ministry of Railways of Russia and the Ministry of Transport of the Russian Federation.
Development, approval, bringing the document to the attention of staff, making changes, revision, cancellation, as well as managing the original and the control copy this document carried out in accordance with the "Rules for the management normative documents"RD 2.1100.0503-001.
4.1. This instruction defines the main provisions and requirements for organizing the work of locomotive drivers in one person in passenger, export, shunting and economic types of traffic. Requirements for locomotives during their maintenance, requirements for railway infrastructure facilities, as well as the procedure for the interaction of drivers with all participants in the transportation process in emergency and non-standard situations.
4.2. The route sections and numbers of passenger trains served by the driver in one person on the proposals of the heads of the regional traction directorates are agreed by the leaders of JSC FPC and approved by the first deputy head of the traction directorate.
4.3. In order to timely prepare and educate employees of train crews of passenger trains serviced by drivers in one person, introduce single register with a list of route sections and train numbers with subsequent submission to FPC JSC.
4.4. Excluded. - Order of Russian Railways OJSC dated September 8, 2016 N 1839r.
5. Requirements for a locomotive driver
5.1. For appointment as a driver for work without an assistant driver by type of movement, the following are presented: mandatory requirements:
Passenger - with a work experience of at least two years in passenger traffic, and a qualification class not lower than the second;
Suburban (except for multi-unit rolling stock) - with at least two years of experience in suburban, passenger traffic, and a qualification class of at least two;
Export and transfer - with at least two years of work experience in export, transfer, freight traffic, and a qualification class of at least the third;
Shunting - with at least one year of work experience in shunting traffic, and a qualification class of at least the third;
Economic - with work experience in the economic movement of at least one year, and a qualification class of at least the third;
In pushing - with at least one year of experience in freight traffic or pushing, and a qualification class of at least three;
Shunting work on the traction tracks of the depot - with work experience in any type of movement, including under the depot, for at least one year, are allowed without a qualification class.
The work experience required for the appointment is taken into account according to the actual work, according to the personal accounts or routes of the driver.
5.2. The selection of candidates from among the drivers for work in one person is carried out according to the business and moral qualities of workers who have not had any events and failures in the operation of technical means due to the fault of the locomotive crew over the past six months. Passed tests in the commission of the head of the depot.
5.3. Employees who have shown a satisfactory level of knowledge and ability to correctly apply the Rules for the Technical Operation of Railways of the Russian Federation (hereinafter referred to as the PTE), regulatory documents of Russian Railways in practical work. Responsibility for the quality of the conduct and the objectivity of the decision rests with the chairman of the commission.
5.4. Accounting for testing is carried out in a special "Journal of accounting for test results when transferring a driver to work in one person", which must comply with the requirements of Appendix No. 2 and is stored in the personnel department of structural divisions after its completion for at least 5 years.
5.5. With a positive result of the mandatory medical examination and primary professional psychophysiological selection, according to the results of which 1 group is assigned.
Deputy head of the depot for personnel and social issues on the recommendation of the assigned driver-instructor, prepares a list of candidates for the position of drivers for work in one person by type of traffic and approves by order of the head of the depot.
5.6. Excluded. - Order of JSC "Russian Railways" dated 09.11.2018 N /r.
5.7. With a candidate for the position of a driver in one person, the driver-instructor of a fixed column, a control and final trip is carried out on the full shoulder of the service section (s) in both directions, and in shunting, economic, export movement and pushing during one full shift.
5.8. Based on the results of the control and final trips, the driver-instructor of the fixed column makes an entry in the service form f. TU-57 and a written conclusion is issued for independent work as a driver in one person. The conclusion and report on completed trips are kept in the personal file of the employee.
5.9. Engineers who have successfully passed theoretical and practical tests are interviewed by the commission under the head of the operating locomotive depot on issues of ensuring traffic safety and safe working methods.
During the interview, the deputy head of the depot for personnel and social issues presents to the commission a complete package of documents required when transferring a driver to work in one person, which includes:
Personal statement of the employee about his transfer as a machinist to work in one person;
The act of passing theoretical tests in the commission of the head of the depot in the form (Appendix N 1);
Certificate of completion of training in the form established by Russian Railways;
The conclusion of the medical expert commission on professional suitability to work as a locomotive driver indicating the type of movement;
The conclusion of the psychologist on the presence of the driver of the first group of professional suitability;
Conclusion and report of the driver-instructor of the fixed column on the completed control and final trips and admission to independent control of the locomotive in one person in specific service areas and series of locomotives.
The interview with the employee, the head of the depot is reflected in the service form f. TU-57, and based on the results of which an order is issued for the admission of the driver to independent work in one face.
5.10. The lists of drivers appointed to control locomotives in one person must be reviewed and approved one month before the date set by Russian Railways for the introduction of the train schedule for the year by the heads of regional traction directorates - structural divisions of the Traction Directorate - a branch of Russian Railways once a year.
5.11. Periodic certification of this category of workers on knowledge of regulatory and legal acts aimed at ensuring traffic safety, safe working methods and knowledge of the technical and administrative acts of stations regulating the organization of train traffic and the performance of shunting work, to be carried out in the manner and within the time limits established by the regulation "On certification employees whose production activities are related to the movement of trains and shunting work on the public railway tracks of Russian Railways, approved by order of Russian Railways of January 17, 2015 N 66r.
6. Requirements for the organization and conduct of driver training
to work in one person
6.1. Theoretical training of machinists to work in one person is carried out off-the-job at the training centers of Russian Railways according to curricula and programs in accordance with the regulatory documents of Russian Railways.
6.2. Training of drivers for work without assistant drivers should be carried out in accordance with the established procedure, according to the curriculum and the program of advanced training courses.
6.3. Curricula and training programs for machinists to work without assistant machinists are being developed training centers professional qualifications and are approved by the heads of regional traction directorates.
6.4. Upon completion of training, drivers are issued a certificate of the established form in accordance with the regulatory documents of Russian Railways.
7. Organization of the regime of work and rest
7.1. When organizing the production activities of machinists working in one person, the following mandatory conditions must be observed.
7.2. Work in the passenger and suburban traffic is organized on the basis of a monthly work schedule (shift), excluding overtime work.
7.3. The work of machinists in one person in the export, economic, shunting types of movement and in pushing is organized on the basis of the working time schedule (shift). Hours allowed overtime this category of workers only in accordance with the requirements Labor Code Russian Federation.
7.4. Work in one person can be carried out both in terms of turnover and with the provision of rest at the points of change of locomotive crews. The duration of working hours for a trip by type of movement should be:
Passenger - no more than 7 hours;
Export, economic, shunting and pushing - no more than 12 hours.
7.5. For this category of workers, a 40-hour work week. After its development, the employee is given a day off. Weekly uninterrupted rest days must correspond to the number of Sundays in the reporting period and be provided evenly throughout the month. The duration of rest between shifts should be at least 20 hours.
7.6. The rest time at the turnaround point in the passenger type of traffic should be:
Daily at least 4 hours;
Night at least 5 hours.
7.7. Drivers servicing locomotives in one person are prohibited from working in all types of traffic for two nights in a row.
7.8. The procedure for establishing breaks in work or the procedure for eating meals along the route is determined by the order of the head of the regional traction directorate. In shunting traffic at railway stations in accordance with its technological process.
8. Requirements for locomotives during maintenance
them by one driver
8.1. It is not allowed to issue locomotives serviced by drivers in one person, with excess of the established service life or with overmileage from planned types of repairs and Maintenance.
8.2. Locomotives involved in the work of drivers in one person must be equipped and meet the requirements of clause 10 of Appendix No. 5 to the Rules for the Technical Operation of Railways of the Russian Federation (hereinafter - PTE). The list of rolling stock numbers is approved by the head of the regional traction directorate and is reviewed once a year in December. In the operating locomotive depot, a list of locomotives by type of movement, indicating the presence of devices and security systems, must be kept by the duty officer of the main, turnover depot.
8.3. Train locomotives for driver service without an assistant driver must be equipped with:
Train braking automatic control system or integrated locomotive safety device;
Driver's wakefulness control system;
Other devices according to the equivalent circuit in accordance with the List of traffic safety devices and call recorders, approved by the order of Russian Railways OJSC dated August 13, 2013 N 1754r;
Fire extinguishing system (for diesel locomotives);
Brake lock (for locomotives);
Rear-view mirrors or rear-view cameras in both control cabins and on both sides;
Train radio stations of HF and VHF bands, portable radio station of VHF band.
8.4. Shunting locomotives served by one driver must be equipped with:
Devices for remote uncoupling from wagons;
The second control panel;
Rear-view mirrors and (or) rear-view cameras;
Devices that provide automatic stop in cases of sudden loss by the driver of the ability to drive the locomotive;
Other devices according to the equivalent scheme in accordance with the List of traffic safety devices and call recorders, approved by order of Russian Railways OJSC dated August 13, 2013 N 1754r.
Train radio stations of HF and VHF bands, means of station radio communications compatible with station radio communications.
Locomotives engaged in shunting movement must be equipped with an external signaling device for the location of the driver. Additionally, they can be equipped with a shunting automatic locomotive signaling (hereinafter - MALS).
Locomotives engaged in pushing, in export, chores and in suburban traffic, must be equipped with safety devices according to the scheme similar to locomotives in shunting traffic.
8.5. After carrying out scheduled types of repairs and maintenance, doors, protective shields and grids of high-voltage chambers must be blocked and sealed.
8.6. Equipping, performing TO-1, supplying equipment and tools for train locomotives serviced by one person is carried out by changing the depot attendant, with a note in the journal of form TU-152.
9. Requirements for infrastructure facilities
railways in the circulation of trains under the control
driver in one person
Technical operation of track facilities
9.1. The operation of locomotives serviced by one-person drivers can be organized on sections of railways equipped with automatic blocking, automatic locomotive signaling used as an independent means of signaling and communication, semi-automatic blocking (subject to coding of approach sections).
Technological operation of radio communications
9.2. In the areas of work of locomotives serviced by one-person drivers, when following the haul, radio communication with the duty officer at the nearest railway station limiting the haul must be provided without fail, subject to stable radio communication with the train dispatcher.
10. Regulations for interaction with all participants
transportation process
The procedure for allowing the driver to work
10.1. The driver is obliged to come to work on time, determined by the work schedule and the procedure determined by the order of the head of the operating locomotive depot. After receiving the itinerary f. TU-3VCU and passing the pre-trip briefing is sent to the medical center for pre-trip (pre-shift) medical examination.
When organizing operational work in the conditions of functioning of the technology of automatic formation of the electronic route of the driver.
Upon arrival at the place of appearance, the employee (driver) is obliged, with the help of a personal IEC, to register the time of appearance at the ETSO, which is recorded in the EMM. After the turnout is registered, the locomotive crew receives permission to undergo a pre-trip or pre-shift medical examination.
10.2. Upon receipt of a positive result of the pre-trip (pre-shift) medical examination and successful completion of the briefing, the driver comes to the depot duty officer, who checks that he has the documents required for the performance of his duties. official duties.
In the official form f. TU-57 makes sure that there is a conclusion of the driver-instructor on admission to independent work in one person in the serviced areas. According to the date of the last control and instructor trip, determines the timing for issuing a permit for the right to leave on public roads. The presence of a labor protection certificate and marks of timely passing of knowledge tests, briefings on labor protection and countermeasures fire safety, warning coupons for labor protection and traffic safety, technical form f. TU-58 and a mandatory mark on the certification of an employee for knowledge of PTE in TU-57, automated systems ECASUTR and ASUT.
After checking the documents, he signs the route of the driver, certifies the signature with a stamp and sends the employee to the place of acceptance of the locomotive. Also, in the route sheet, the TCHD reflects the latest types of repair and maintenance of the presented locomotive.
10.3. If, according to the results of the audit, inconsistencies in the implementation of regulatory documents of Russian Railways are revealed, then the driver is not allowed to work until the comments are eliminated, about which the depot duty officer immediately reports to the head structural unit for later analysis. Responsibility for the admission of the driver to work in one person, the issuance of locomotives in accordance with the requirements of the PTE and these instructions lies with the depot duty officer.
The order of acceptance and delivery of the locomotive
10.4. The order of acceptance of the locomotive by the driver when leaving the depot and when changing on the station railway tracks, as well as its delivery is determined by the local instructions, based on local conditions. The locomotive presented to the driver for acceptance must be technically sound.
When accepting a locomotive, the driver controls the elimination of previously identified malfunctions of components, assemblies, electrical circuits, locomotive chassis, etc., indicated in the log of the technical condition of form TU-152, and a mark of elimination (worker's painting) by representatives of the depot after-sales service.
Checks the operation of automatic locomotive signaling, security devices and systems, locomotive radio station and the presence of stamps on their good condition.
10.5. In order to fulfill the requirements of paragraph 5 of Appendix No. 1 to the Rules for the maintenance of brake equipment and control of brakes of railway rolling stock, approved by the Council for Railway Transport of the States Members of the Commonwealth (minutes of May 6 - 7, 2014 No. 60), the maintenance procedure and operation of the brakes of train locomotives serviced by a driver in one person is developed by the owner of the infrastructure.
The procedure is established based on local conditions, depending on the type of locomotive and type of trains.
Departure procedure for the station
10.6. Upon completion of the acceptance of the locomotive, the driver is obliged to report to the depot duty officer about his readiness to go to the station. To prepare the route for shunting movements along traction tracks (turnouts on manual control), shift workers from among the drivers are involved in the depot duty.
At centralized management the depot duty officer or the operator of the centralization post prepares the route, opens the shunting traffic lights along the route and instructs the driver to move to the signal of the border of the junction of the station railway tracks.
The regulation of official negotiations by all participants in the process is carried out in accordance with Appendix N 20 of the Instruction for the movement of trains and shunting work on the railway transport of the Russian Federation (hereinafter - IDP).
10.7. After the locomotive stops at the border of the junction of the traction tracks and the railway tracks of the station, the driver informs the duty officer at the railway station (hereinafter referred to as the DSP) by radio communication with the number of the locomotive, his last name, turnout for work, the train number, under which follows and that the locomotive is controlled by the driver without an assistant driver.
10.8. After preparing the route and fulfilling the established regulations for official negotiations, the driver leaves for the station. All shunting movements at the station are carried out only with a fully prepared route, information about its preparation is transmitted by the chipboard to the driver in the form:
"Series ___, N ___ of the locomotive, driver (surname) ___, under train N ___, shunting traffic lights of the number ___ are open to you, the route is fully prepared on the N ___ track, station attendant ___ (surname)".
After the report of the chipboard, the driver repeats the information, and after the duty officer at the railway station is convinced that the driver has correctly perceived the plan for shunting movement, he gives permission to start moving with the words "That's right, do it."
The driver is convinced of the permissive indication of the first passing shunting traffic light, the correctness of the prepared route and leaves for the station. When performing shunting movements, the driver should be especially vigilant and visually control the position of each turnout and the presence of an enabling signal at shunting traffic lights.
10.9. The procedure for the departure and entry of locomotives serving single-person drivers, based on local conditions, is regulated by local instructions for organizing the work of a single-person driver.
10.10. Shunting movements of locomotives with 2 control cabins, when served by one driver, when issued from the depot for trains and back, are carried out only from the front cabin along the course.
11. Procedure for hitching and uncoupling a locomotive to a train
trains (from composition)
11.1. When approaching the train, the driver must stop the locomotive 10-15 meters away and, at the signal of the wagon inspector or compiler, make a smooth coupling. The speed of approaching the train should not exceed 3 km/h.
11.2. After the locomotive has been coupled to the export, transfer and utility trains, the driver checks the reliability of the clutch with a short movement from the train. Responsibility for the correct coupling of the locomotive with the wagon lies with the wagon inspector or the employee who is entrusted with this duty by the owner of the infrastructure.
11.2.1. In the receiving and departing park, when the shunting locomotive is coupled with the train for pushing up the hill, in the marshalling park, after the shunting locomotive is coupled to the first car, the driver checks the reliability of the clutch with a short movement from the train. Visually verify the correspondence of the centers of the couplers (excluding "buffering"), the difference in heights of the couplers PTE requirements. Responsibility for the correct coupling of the locomotive and the first car rests with the driver. The machinist reports to the head of maneuvers about the reliable adhesion of the locomotive to the wagon.
To fulfill this technological process station, the driver must bring the locomotive to a non-working state, namely:
Brake the locomotive with an auxiliary brake valve by setting the control body to the extreme position 6 with the creation of pressure in the brake cylinders of 3.8 - 4.0 kgf / cm2 and fix it with a special locking device from spontaneous release;
On a diesel locomotive, turn off the diesel generator set, on an electric locomotive, lower the pantographs;
Engage the handbrake of the locomotive, turn off traction motors, battery, remove the reversing handle.
After bringing the locomotive to a non-working state, the driver reports to the head of work on bringing the rolling stock to the non-working position and, observing the requirements of labor protection, visually inspects the correct coupling of automatic couplers.
In the absence of comments on the coupling of the locomotive with the first car and a report to the work manager, the engineer brings the rolling stock into working condition in reverse chronological order.
Being on the railway station tracks, the driver must comply with all labor protection requirements, and at night all actions carried out outside the locomotive must be accompanied by a hand lamp.
In cases where a difference in height between the longitudinal axes of automatic couplers is found to be more than the norms established by clause 19 of Appendix No. 5 to the PTE, the driver informs the head of maneuvers about this in order to make decisions on eliminating violations of the maintenance of automatic couplers in operation. The driver is prohibited from setting in motion the shunting train until the identified remarks are eliminated.
11.3. The coupling of the locomotive with passenger, mail and luggage trains and trains fixed with special mechanical stops is checked only by the signal branches of automatic coupler locks and in accordance with paragraph 100 of Section N 5 of the Rules for the Maintenance of Brake Equipment and Control of the Brakes of Railway Rolling Stock (hereinafter referred to as the Rules) approved by the Council for Railway Transport of the Commonwealth Member States (Minutes No. 60 dated May 6-7, 2014).
11.4. After hitching the locomotive to the train and moving the driver to the working cabin, at the command of the driver, the wagon inspector blows the brake line of the locomotive from the side of the train three times by fully opening the end valve, while observing the safety requirements. The driver, according to the pressure gauge of the brake line, determines the air permeability at the moment full opening end valve. After that, the wagon inspector connects the hoses between the locomotive and the first wagon (before turning on the EPT power source, if any), opens the end valve first at the locomotive, and then at the wagon.
11.5. The uncoupling from the composition of the freight and passenger trains is carried out by the inspector of the wagons or the compiler only after receiving by radio communication from the duty officer at the railway station (the duty officer at the park) a notification about the fixing of the rolling stock in accordance with the standards established by the TPA stations.
Before the locomotive is uncoupled from the passenger train, the train electrician, at the command of the driver, disconnects the high-voltage electrical connectors (heating) between the locomotive and the train, after which he reports to the driver about this.
12. Procedure for testing the brakes and preparing for departure
12.1. Complete testing of brakes in trains from departure or formation stations is carried out in accordance with the procedure established by these Rules, and from intermediate railway stations, the procedure for testing brakes is established by the owner of the infrastructure.
12.2. Having received from the wagon inspector information about the presence of passenger cars, inactive locomotives and multi-unit rolling stock and their loading (laden, empty), the number of cars in a passenger train, the presence of cars with switched off electro-pneumatic brakes or cars equipped with a Western European brake. Having familiarized himself with the data of the full-scale sheet of the train, the driver adjusts the charging pressure of the driver's valve and turns on the air distributor of the locomotive to the appropriate mode.
12.3. In the process of testing the brakes, the driver must:
Charge the brake network of the train with compressed air, make sure that the density of the brake line is within the established limits, and test the brakes in accordance with the norms and Rules;
Obtain from the wagon inspector a "Certificate on the provision of the train with brakes and their proper operation", check the correctness of its filling, check the number of the tail car indicated in it with the full-scale sheet and make sure that the brake pressing of the train is consistent;
According to the full-scale sheet, familiarize yourself with the composition of the passenger, export, transfer economic train, the presence of wagons occupied by people, cargo certain categories, and open rolling stock, requiring special conditions for the train.
12.4. When servicing locomotives of passenger trains by one driver at stations where car inspectors are not provided, and on hauls, the head of the passenger train and conductors of the (head, tail) cars are involved in the reduced testing of the brakes at the direction of the driver transmitted via a portable radio station.
When servicing export, transfer and utility trains, the procedure for testing the brakes is determined by the owner of the infrastructure.
12.5. The issuance of warnings of the form DU-61 is carried out by an employee of the railway station in the manner determined by the technical distribution act of the station.
12.6. Upon receipt of information about the train moving through the section under the control of the driver in one person, the duty officer at the railway station informs its train dispatcher, who transmits the registered order for his section of the route, and, if necessary, the train dispatcher of the neighboring section about the train running under the control of the driver in one person in the form : "On section ___, train N ___, locomotive of series ___ N ___, follows under the control of the driver (surname) ___, without an assistant driver."
12.7. Before the departure of the passenger train, the driver is obliged to check the radio communication with the head of the train in the form: "Head of train N ___ I, driver (surname) ___ of train N ___, locomotive of series ___ N ___, I follow section ___ without assistant driver "in one person".
The head of the train confirms the information received and gives his last name. The driver writes down the surname in the log form TU-152 and the route of the driver (section N 6). The head of the train also records the data of the driver and the route section in the journal of the VU-8a form.
In the absence of communication with the head of the train, the driver informs the duty officer at the railway station. Departure of the train from the station of turnover or change of locomotive crews in the absence of radio communication with the head of the train is prohibited.
13. The procedure for connecting and disconnecting heating
in passenger trains
13.1. The connection and disconnection of high-voltage cables of the electric heating circuits of a passenger train is carried out by a train electrician.
13.2. To ensure the timely execution of technological processes for disconnecting and connecting the high-voltage line between the head car and the locomotive, the train electrician must be in the head car by the time the train arrives at the locomotive change station, locomotive crews, trailer or uncoupling of the rolling stock. The connection of high-voltage cables is made only after the brakes have been tested and the driver has received a "Certificate on the provision of the train with brakes and their proper operation."
13.3. Permission to connect and disconnect high-voltage cables is given by the locomotive driver after turning off the high-speed or main switches, lowering the current collectors and removing the control key of the KU from the control panel. Also, the driver makes an entry in the log of the technical condition of the locomotive f. TU-152, that the voltage on the locomotive is off, puts the date, time, his name and the electrician's full name, and both sign under the record made.
13.4. Connected high-voltage cables and plugs must be firmly inserted into sockets, and their covers and covers of idle receivers must be locked with a heating key.
After connecting the cable between the first car and the locomotive, the train electrician hands over the key for turning on the heating to the driver. From the moment the key is handed over, the high-voltage line of the passenger train is considered to be under high voltage.
14. The order of actions of the driver before bringing the train
(locomotive) in motion at departure
14.1. After completing the technological processes for preparing the train for departure, which include: leaving the control post, testing the brakes, obtaining a certificate about the provision of the train with brakes and their proper operation, checking it, the driver reports to the chipboard on readiness for departure.
The report is made in the following form: "Station duty officer ___, I, driver (surname) ___ of train N ___, locomotive of series ___ N ___, on N ___ the path is ready for departure, the train follows the section under the control of one driver."
After the opening of the exit (route) traffic light, the chipboard of the station gives oral permission to depart from the station in the form "___ locomotive series, N ___, driver ___ surname on the N ___ track, station ___, I allow you to leave from the N ___ track, the output (route) traffic light is open , calls the letters and the indication of the traffic light ___, the driver repeats the information.Only after complete conviction of the information correctly perceived by the driver, the chipboard answers "That's right, do it."
14.2. Before setting a train or a single locomotive in motion from a railway station, at the permissive indication of the exit (route) traffic light, the driver must make sure that the safety devices and systems, the radio station are turned on. Train documents, a certificate on the provision of the train with brakes and their proper operation (check the compliance of the tail car with the full-scale sheet) and warnings f. DU-61 available.
14.3. Before the departure of the train, the driver on the rear-view mirrors makes sure that there is no:
Obstacles on the left and right side of the train;
Stop signals given by station workers who see off the train, and with a passenger train - by the conductors of the cars.
Makes sure that the exit (route) traffic light is permissive and that it belongs to the departure route, gives a warning sound signal (one long) and sets the train (locomotive) in motion.
14.4. When following the non-coded sections of the track of the railway station, the driver drives the train, with special vigilance observing the position of each turnout, at the same time, using the rear-view mirrors, he monitors the condition of the rolling stock.
15. Obligations of the driver when driving the train and performing
shunting work
15.1. When driving a locomotive along the route and performing shunting work on the station railway tracks, the driver is obliged to monitor the freedom railway track, the position of turnouts, signals, signal indicators and signs and comply with their requirements. On electrified sections, monitor the condition contact network. Ensure the uninterrupted operation of units and assemblies in accordance with specifications locomotive operation.
On the way, the driver inspects the train using mirrors and (or) rear-view cameras. Inspection of the engine room by the driver is carried out only during stops in the manner established by the local instructions based on local conditions.
In order to prevent unauthorized persons from entering train locomotives, when they are serviced by one-person drivers, the body doors of the rolling stock must be locked with latches.
15.2. When following double traction, when one locomotive is served by one driver, the locomotive on which the locomotive crew is in in full force.
15.3. In the event of a forced stop of a train on a stage, the driver immediately announces the reason for the delay to the drivers of locomotives following the stage and to those on duty at the railway stations limiting the stage, and when driving a passenger train, additionally to the head of the train.
15.4. In cases of a forced stop of a train on a stage, if it is not related to a stop at a prohibition signal, the train is fenced in the cases and in the manner determined by these norms and rules of the PTE.
In passenger and suburban trains, employees of the train crew from among the conductors are involved in this technological process.
In sections where passenger trains circulate at speeds over 120 km/h, the distances over which firecrackers are laid are set by the owner of the infrastructure.
15.5. The fencing of export, transfer and utility trains is carried out in accordance with the procedure established by the owner of the infrastructure. Also, for these purposes, employees of locomotive crews of oncoming and passing trains, as well as SSPS, can be involved.
15.6. If an auxiliary locomotive or other means of assistance is requested for the speedy resumption of movement, the driver is prohibited from setting the train (locomotive) in motion until the requested assistance arrives or the appropriate permission of the train dispatcher is issued, handed over personally or through the duty officer at the railway station.
The actions of the drivers of the stopped train and the auxiliary locomotive must comply with the requirements of the order of Russian Railways JSC dated February 27, 2015 N 554r "On the introduction of the procedure for the actions of employees of Russian Railways JSC in the event of a forced stop of the train on the haul with subsequent assistance to it by an auxiliary locomotive."
15.7. In the event of a failure of the main or additional devices and security systems, the driver carries out further movement according to the registered order of the train dispatcher (hereinafter - DNC), which gives the right to proceed to the first railway station. Further following is carried out only with an auxiliary locomotive. The order of travel to the nearest station is carried out in accordance with the procedure established by the regulatory documents of Russian Railways.
15.8. In case of failure of the VHF locomotive radio station, communication with the head of the train is carried out using a portable radio station. In the event of a failure of the HF radio station, the driver informs the duty officer of the nearest station about the malfunction via VHF radio communication, and the train continues to move to the point of change of locomotive crews according to the registered order of the train dispatcher.
In the event of a failure of the HF and VHF radio communications, the driver should go to the nearest station with a stop and report to the train dispatcher about the malfunction through the station attendant, after which he orders an auxiliary locomotive in the prescribed manner.
15.9. The driver is allowed to leave the control cabin only after the train (locomotive) has completely stopped and secured from spontaneous departure. Before leaving the control cabin, the driver is obliged to slow down the train with the driver’s crane by reducing the pressure in the brake line from 1.5 to 1.7 kgf / cm2, followed by setting the control element of the driver’s crane to the third position (overlapping without power), actuate the auxiliary brake of the locomotive until the pressure in the brake cylinders reaches from 3.8 to 4.0 kgf / cm2, fix the valve control in the sixth position with a latch, activate the hand brake, remove the reversing handle.
16. Requirements for a train crew
passenger train
16.1. The train crew of a passenger train served by a driver working without an assistant driver must pass technical training with the submission of accounts following topics:
Uncoupling and hitching the locomotive to the train;
Forced stop of the train on the stretch;
Train guards during forced stops en route;
Elimination of malfunctions of the auto-braking equipment of cars and rejection parameters of wheel sets in a rolling circle;
Procedure for testing auto brakes en route;
In emergency and non-standard situations;
Instructions on labor protection and performance of official duties for conductors of a passenger train served by a driver in one person;
of this instruction.
16.2. The train crew (train chief, tail car conductor, train electrician) must be provided with portable radio stations for communication with the locomotive driver.
After hitching the locomotive to the train, the operation of the locomotive and portable radio communication between the driver and the head of the passenger train is checked.
The head of the train, the train electrician are required to undergo training in the procedure for using the train radio communication of the locomotive.
16.3. The management of the actions of the train crew of a passenger train is assigned to the head of the train, and in his absence (rest, etc.) to the train electrician.
17. The order of interaction of the driver with all participants
transportation process in case of emergency
and non-standard situations
17.1. In all cases of spontaneous operation of automatic brakes or failure of the emergency braking valve (stop valve) as part of the passenger brake, the driver is obliged to apply emergency braking by setting the driver’s crane control body to position VI.
After the train stops, the train driver informs the station attendants, limiting the run (with dispatcher centralization to the train dispatcher), the drivers of oncoming and following trains, and the head of the passenger train about the reason for the forced stop.
17.2. The head of the passenger train ensures that the condition of the emergency stop valves (stop valves) on all cars is checked (the presence of a seal, the absence of air leaks). If the emergency stop valves that have been activated are not detected, the train crew checks the condition of the brake equipment of the cars and connects the brake hoses between them. The head of the train reports the results of the inspection to the locomotive driver.
17.3. If necessary (descent, malfunction of the rolling stock, requiring the call of recovery, fire trains), the execution of operations to secure and fencing the rolling stock is assigned to the train crew of the passenger train. The fencing is carried out in accordance with the requirements of clauses 45, 46, 47, 48, 49 of Appendix No. 7 of the PTE "Instructions for signaling on the railway transport of the Russian Federation" (hereinafter - ISI), approved by order of the Ministry of Transport of Russia dated June 4, 2012 N 162.
In cases of derailment of the rolling stock with a violation of the gauge (without a violation of the gauge), the fencing of the train is carried out by the conductors of the head and tail cars at the direction of the head of the passenger train. On a multi-track section along the opposite track, firecrackers are placed at a distance of 1000 meters from the head locomotive and the tail car of the train, and on a single-track section - at a distance of 800 meters.
After laying the firecrackers, the conductors of the cars move 20 meters away from the first firecracker towards the train and act as signalmen when fencing a dangerous place on the railway track.
When waiting for an auxiliary locomotive, recovery and fire train, the passenger train is fenced:
conductor of the tail car (if help is provided from the tail) laying firecrackers at a distance of 800 meters from the tail car;
conductor of the head car (if assistance is provided from the head) laying firecrackers at a distance of 800 meters from the head locomotive.
After laying the firecrackers, the conductor moves 20 meters away from the first firecracker in the direction of his train and shows a red hand signal in the direction of the expected train (locomotive).
17.4. In the event of a forced stop of an economic train due to a violation of the integrity of the brake line, the inspection of the rolling stock is carried out by the head of work or a person accompanying him. Based on the results of the inspection, the employee who conducted it reports to the driver on the state of the rolling stock, and jointly make a decision on further movement.
17.5. In the event of a forced stop of export and transfer trains due to a violation of the integrity of the brake line, the procedure for inspecting the rolling stock and its fencing is determined by the owner of the infrastructure.
17.6. If the stop of a passenger train is caused by the operation of the KTSM, UKSPS, DISK devices, the head of the train, together with the conductors, organizes an inspection of the undercarriage equipment of the train for: heating of axle boxes; departure of pads from the rolling surface of wheel pairs and their condition for detection of defects; dragging foreign objects of car parts. Based on the results of the inspection, the head of the train reports to the locomotive driver and determines the order of further movement.
The driver, after fixing the locomotive in the manner prescribed by this instruction, in accordance with clause 15.9, inspects the undercarriage of the locomotive. The results of the inspection are reported to the head of the passenger train.
17.7. In the event of a forced stop on the haul of an export, transfer, utility train in cases of a malfunction of a locomotive serving one driver, and if further movement is impossible without personal intervention to eliminate the malfunction, the driver stops the train by service braking, if possible, on a favorable track profile to hold it with an auxiliary brake.
After the stop, he reports its cause to the duty officers at the stations that limit the haul (with centralization to the train dispatcher), and to the drivers following the trains.
If it is impossible to keep the train under the conditions of the track profile, the driver must switch the air distributors of the cars in the head of the rolling stock to the mountain mode.
When leaving the locomotive control cab, the driver must:
Slow down the auxiliary brake valve by setting the control body to the extreme position 6 with the creation of pressure in the brake cylinders of 3.8 - 4.0 kgf / cm2, then fix it with a special device from spontaneous release;
Perform full service braking by discharging the brake line with the driver's crane with a decrease in pressure by 1.5 - 1.7 kgf / cm2, then transfer the valve control to position III (shut off without power) and leave in this position until the end of the work;
Remove the reversing handle on a diesel locomotive, on an electric rolling stock, the KU key.
17.8. In cases of failures of technical means that do not allow the preservation of air in the brake network of the train (stopping the diesel engine, power failure in the contact network, etc.), and further movement cannot be resumed, the driver of the export, transfer and utility train immediately in the manner established order of Russian Railways JSC dated February 27, 2015 N 554r, is obliged to order an auxiliary locomotive.
17.9. The driver of the utility train reports the forced stop on the stage to the head of work or the person accompanying the rolling stock, and gives the command to take measures to secure and fence the train in the manner established by the rules and regulations. In the absence of the above workers to secure the train, the driver leaves the control cabin only when the requirements of clause 15.9 of this instruction are met.
17.10. In the event of a forced stop of an export and transfer train on a stage, the fixing and fencing of the rolling stock is carried out by the chief conductor (train compiler) accompanying the train, in his absence, the driver leaves the control cabin to secure the train in accordance with the requirements of clause 15.9 of this instruction.
18. The order of interaction of employees in cases
non-occupational injury
18.1. In the event of a transport accident that caused harm to the life or health of citizens not related to production activities in railway transport, the driver immediately reports the reason for the application of emergency braking to the head of the passenger train, who organizes the inspection of the running gear of the rolling stock.
About the forced stop of the train by emergency braking, the driver on the train radio communication informs the person on duty at the nearest station (the train dispatcher, with dispatcher centralization), the drivers of the oncoming and following trains.
18.2. After the stop, the head of the train, and in his absence the train electrician, will organize an examination of the victim and, if necessary, provide him with first aid. medical care. At the same time, the state of the undercarriage equipment of each car is inspected for the absence of defects in the rolling circle of wheel pairs, release of brakes on cars throughout the train. The head of the train informs the driver of the locomotive about the technical readiness of the wagons before it is set in motion.
The results of the examination of the victim and further actions are determined by the head of the train, guided by the order of Russian Railways OJSC of May 29, 2015 N 290 "Regulations for the actions of employees of structural divisions of Russian Railways when receiving information about injuries to citizens not related to production, rolling stock."
18.3. The driver, after receiving the report of the head of the train, discharges the brake line by 1.5 - 1.7 kgf / cm2, puts the driver’s crane control body in position III, removes the reversing handle and proceeds to inspect the undercarriage of the locomotive. The results of the inspection are reported to the head of the train.
18.4. The investigation of this transport accident associated with non-production injuries is carried out in accordance with the "Regulations on the procedure official investigation and accounting for transport accidents that caused harm to the life or health of citizens not related to production in railway transport, "approved by order of the Ministry of Transport of Russia dated July 8, 2008 N 97.
19. Actions in case of unauthorized exit
vehicles to a guarded (unguarded) crossing
19.1. In cases of unauthorized exit motor vehicle a threat of collision is created in the zone of a guarded (unguarded) crossing, the driver immediately applies emergency braking.
19.2. If the collision could not be prevented, the driver, after stopping in the prescribed manner, reports to the duty officer at the nearest station (train dispatcher, with dispatcher centralization), drivers of oncoming and following trains about the reason for applying emergency braking.
When fulfilling the regulations for official negotiations, it is mandatory to indicate the state of the gauge on the adjacent track and tracks on multi-track sections of train circulation. The driver performs similar actions in case of preventing a collision with foreign objects. Further actions to withdraw the train from the stage are determined by the train dispatcher.
19.3. If it is impossible to continue following the established procedure, the driver will request an auxiliary locomotive and take measures to secure the rolling stock.
19.4. Information about the admitted traffic accident the driver fixes on reverse side form DU-61, which indicates:
Date, time, place of violation detection (station, stage, route, kilometer, picket);
FULL NAME. driver, locomotive and train number;
FULL NAME. station duty officer (train dispatcher, with dispatcher centralization), head of a passenger train, to whom information was transferred about the occurrence of a transport accident or non-productive injury;
The nature of the incident.
19.5. On the occasion of the application of emergency braking and the results of the inspection of the wagons (locomotive), an act is drawn up signed by the head of the train, the locomotive driver and the train electrician. Upon arrival at the main depot of registration of the locomotive brigade, the driver submits a written report addressed to the head of the structural unit, indicating the circumstances and reasons for the incident.
Also, in accordance with paragraph 1.1 of the "Regulations on the organization of work with the book of comments of machinists of the TU-137 form", approved by order of Russian Railways OJSC dated March 4, 2015 N 550r, makes an entry in this journal.
20. The procedure for the interaction of employees in cases of malfunction
contact network, locomotive roof equipment
20.1. In the event of a long stop at a stage or station due to a lack of voltage in the contact network (malfunction of the contact network or roof equipment of the locomotive), the driver of a passenger train must:
Inform by radio communication the duty officers at the stations limiting the haul (in case of dispatcher centralization to the train dispatcher) the reason for the stop;
Instruct the head of the passenger train to actuate the hand brakes of the cars, and, if necessary, lay the brake shoes;
Produce train fencing in accordance with Appendix No. 7 of the PTE;
Report visible malfunctions to the duty officer at the railway station limiting the haul.
20.2. In case of damage to the contact network, current collectors, roof electrical equipment, in which the movement of the EPS is impossible, in the absence of the gauge of the superstructure of the track or the gauge of the rolling stock, immediately call the workers of the contact network.
The actions of employees must comply with the requirements of the Instruction on the procedure for using pantographs of electric rolling stock under various operating conditions, approved by the Ministry of Railways of the Russian Federation of July 3, 2001 N TsT-TsE-844.
21. The order of interaction of workers during self-disengagement
couplers
21.1. When driving a passenger train and spontaneous operation of automatic brakes, the driver, guided by clause 180 of Section IX of the Rules, applies emergency braking.
After the train stops, the driver informs, via train radio communication, those on duty at the railway stations that limit the haul (with dispatcher centralization, the train dispatcher), drivers of oncoming and passing trains about the reason for the forced stop. Instructs the head of the passenger train to secure the remaining tail section of the train and find out the reasons for the self-uncoupling.
21.2. After checking by the head of the train (train electrician) the condition of the automatic couplers and brake hoses of the disconnected cars, and in the absence of malfunctions, the driver is given a command to connect with the unhooked group of cars.
The connection is made in accordance with Appendix N 8 of the Instruction for the movement of trains and the performance of shunting work on the railway transport of the Russian Federation, approved by order of the Ministry of Transport of Russia dated June 4, 2012 N 162.
21.3. In the event of a malfunction of the automatic coupler, the driver reports this to the train dispatcher to make decisions on the withdrawal of the train from the haul.
21.4. In cases of self-uncoupling of automatic coupling devices, when traveling with export, transfer and utility trains, the driver's procedure is determined by the owner of the infrastructure.
22. The procedure for the interaction of employees in the event of
fire on a locomotive
22.1. When driving a passenger train and detecting a fire on the locomotive, the driver is obliged to stop the train, if possible, in a place accessible to the fire engine. In accordance with the established procedure, report on the stop of the chipboard, limiting the haul, to the drivers of oncoming and passing trains about the reason for the stop. Call the head of the passenger train and report the occurrence of a fire by sounding a fire alarm.
22.2. If the fire cannot be extinguished by one's own efforts and available means, uncouple the locomotive from the passenger train in accordance with the established procedure, having previously given the command to the head of the train to actuate the hand brakes of the cars and lay the brake shoes. Through the duty officer at the railway station (train dispatcher, with dispatcher centralization), request a fire train.
Drive to a safe distance of at least 50 meters (with electric traction) from the train and, after securing it from spontaneous departure, proceed to extinguish the fire using all fire extinguishing equipment located on the locomotive.
If the composition of a passenger train follows on a diesel traction and there is a threat of spillage and ignition of diesel fuel, the locomotive must be removed from the train composition for a distance of at least 100 meters, and if necessary, for more.
22.3. Extinguishing the fire before the arrival of the fire brigade is carried out with the involvement of employees of the train crew of the passenger train, as well as employees of the locomotive crews of oncoming trains, in compliance with all precautions.
22.4. In cases where the uncoupling of the locomotive from the train is not required, the driver stops the train by service braking, to save compressed air, he moves the control element of the driver’s crane to position III (overlapping without power). It brakes the locomotive with an auxiliary brake valve with the creation of pressure in the brake cylinders of 3.8 - 4.0 kgf / cm2 and fixes it with a special locking device. Then proceeds to extinguish the fire by all available means.
22.5. The order of actions of drivers serving locomotives in one person, when following with export, transfer and economic trains and in pushing, respectively, is determined by the owner of the infrastructure.
In all cases, the driver is guided by the requirements of the instruction "On ensuring fire safety on locomotives" dated April 27, 1993 N TsT-TsUO / 175.
23. The order of interaction of employees in the event of
fire in the rolling stock of the train
23.1. The head of the passenger train takes all measures to stop the train, informs the locomotive driver about the fire in the car, indicating its account number from the head of the rolling stock.
The driver, having received information from the head of the train, gives a fire alarm and takes measures to stop the train, if possible, on the site and in a convenient place for the entrance of fire trucks, evacuation of passengers. About the forced stop of the train on the stage, informs the duty officer at the railway station (train dispatcher, with dispatcher centralization), the drivers of oncoming and following trains with a request for a fire train. On electrified sections of the track, report to the train dispatcher about the removal of voltage in the contact network.
23.2. After a stop, the head of the passenger train takes measures to evacuate passengers, secure the train with all available means, and, together with the train crew, organize fire extinguishing. If it is not possible to extinguish the fire, the driver, at the direction of the head of the train, with the participation of an electrician, who is obliged to turn off the heating voltage of the train (if any), proceed to uncoupling the burning car and taking it to a safe distance.
23.3. The uncoupling of a burning car is carried out at the command of the head of the train (electromechanic) by means of a wearable VHF radio communication, only after securing the tail section of the train from spontaneous departure with the necessary number of brake shoes and hand brakes of the cars. The driver is not entitled to set the locomotive in motion in the absence of information from the head of the train (electromechanic) about securing the rest of the cars.
23.4. Having driven away with the burning car to a safe distance of at least 100 meters, after securing it on both sides, uncouple and proceed further with the rest of the cars for a distance of at least 100 meters.
23.5. The procedure for actions of employees in the event of a wagon fire in export, transfer and utility trains when they are served by a driver in one person is determined by the owner of the infrastructure.
24. The order of actions of employees in the absence of a response
driver when calling him by radio
24.1. In the event of unusual situations in the carriages of a passenger train that require the driver to be called by the persons accompanying him and the latter does not receive a response to the required call, the head of the train performs emergency braking by breaking the stop valve. After stopping, without blocking it, he goes to the locomotive to find out the reason for the lack of an answer. This measure is applied by the head of the train in cases where the driver did not answer his call twice.
24.2. When the rolling stock approaches the railway station, when the driver is called more than 2 times and without receiving a response from the called subscriber, the chipboard produces an overlap of the input traffic light from allowing to prohibiting indication. Making further attempts to call the driver, at the same time reports the incident to the train dispatcher.
After the train stops, personally or through one of the employees of the railway station, he finds out the reason for the lack of a response from the driver to the call of the duty officer at the railway station.
24.3. When driving trains in service areas with dispatcher centralization and in the absence of a response from the subscriber (driver) to the call of the train dispatcher, the latter overlaps the input (output) traffic light from permissive to prohibitive and takes all measures to find out the reason for the lack of response, and, if necessary, to the fastest fixing of the rolling stock. For these purposes, all employees of railway transport related to ensuring the safety of train traffic can be involved.
25. The order of interaction of employees in case of impossibility
driving the train by the driver for health reasons
25.1. In cases of deterioration of health along the route (if possible, bring the train to the first railway station) and in the absence of the ability to control the rolling stock, the driver is obliged to take all measures to stop the train, followed by a report to the duty officers at the railway stations limiting the haul (in case of dispatcher centralization, to the train dispatcher ), and when running a passenger train, to the head of the train.
If possible, make a stop in places with a track profile that allows the train to be kept from spontaneous movement by an auxiliary brake valve.
25.2. After stopping, the driver moves the control element of the auxiliary brake valve to the extreme 6th position until pressure is created in the brake cylinders of 3.8 - 4.0 kgf / cm2, the control element of the valve is fixed with a special device. It performs full service braking with a discharge of the brake line by 1.5 - 1.7 kgf / cm2, followed by setting the control element of the driver's crane to position III (overlap without power), removes the reversing handle, the KU key and waits for the arrival medical workers.
25.3. In cases of a forced stop of a passenger train on a haul due to the health of the driver, the head of the train, after receiving the information, organizes work on securing and fencing it in the manner established by the Rules for the Technical Operation of Railways of the Russian Federation (hereinafter referred to as PTE). Before the arrival of medical workers, he begins to provide first aid to the driver.
25.4. Upon receipt of information about the unsatisfactory condition of the driver, employees of locomotive crews of oncoming and following trains are also obliged to assist in providing assistance and ensuring traffic safety.
The procedure for the withdrawal of the rolling stock from the haul is determined by the train dispatcher.
26. The order of interaction of employees upon receipt
the driver of information about the operation of controls
state of the rolling stock of KTSM
26.1. When receiving information from the voice informant KTSM, DISK or the duty officer at the railway station about the heating of the axle units of the rolling stock, the driver performs service braking and smoothly stops the train. Information about the forced stop with an indication of the reason is transmitted in the prescribed manner to the duty officers at the railway stations limiting the run (to the train dispatcher, with dispatcher centralization), to the drivers of oncoming and following trains.
26.2. When a passenger train is driven by a driver in one person, a message about the heating level, the numbers of the rolling unit and the wheel pair is transmitted to the head of the train, who, together with the train electrician, inspects the specified car, as well as other undercarriage equipment.
If heating of the axle box is detected, the head of the train reports to the driver about the malfunction that has occurred, who passes it on to the duty officer at the railway station, the decision on further movement and withdrawal of the train from the haul is made by the head of the train.
If the heating of the wheelset is caused by the non-release of the brakes due to a malfunction of the brake equipment of the car, it is turned off, followed by the release of air from the reserve tank. The head of the train (train electrician) reports to the driver about turning off the car, who is obliged to recalculate the brake pressure to determine the speed of further movement.
26.3. When inspecting the specified rolling unit and there are no signs of heating, two adjacent cars are inspected on each side of the train. The results of the inspection are reported to the driver, who passes it on to the duty officer at the railway station.
26.4. In the event that the control devices are triggered in the rest of the trains, serving the drivers in one person, the procedure is determined by the owner of the infrastructure.
26.5. If the heating of the axle box on the locomotive is detected by the control devices, the driver after the train stops in the prescribed manner reports the information to all the employees involved, and when driving the passenger train, to the head of the train. Leaving the locomotive control cabin to inspect the undercarriage, the driver acts in accordance with clause 15.9 of this instruction.
The driver reports the results of the inspection to the duty officer at the railway station, and when driving a passenger train, to the head of the train. The decision on further movement is made by the driver of the locomotive.
27. The order of interaction of employees upon receipt
information about the operation of the UKSPS
27.1. When receiving information from the speech informant of the security posts about a knocked down bar of the lower dimension, the driver is obliged to stop the train by service braking and, in accordance with the established procedure, report the reason for the forced stop on duty at the railway station (train dispatcher, with dispatcher centralization), and when traveling with a passenger train to the head of the train.
27.2. The head of the passenger train, having received information about the downed bar of the lower dimension, by the forces of the train crew organizes an inspection of the train composition from both sides for the presence of dragging parts, foreign objects or derailment of the rolling stock. Report the results of the inspection to the locomotive driver.
27.3. To exclude unauthorized movement of the rolling stock when leaving the control cabin to inspect the undercarriage, the driver shall comply with the requirements of clause 15.9 of this Instruction. The results of the inspection are reported to the head of the passenger train.
27.4. If, based on the results of the inspection of the rolling stock, the malfunctions that caused the delay of the train were not identified, then, upon the readiness of the train crew and the charging of the brake line in the manner established by the Rules for the Maintenance and Control of the Brakes, the driver sets the train in motion and follows to the first station at a speed of no more than 20 km /hour.
Upon arrival at the station, the rolling stock is re-examined by the employees of the carriage economy, and in their absence by the head of the passenger train. In the absence of malfunctions, the further movement of the train is carried out at a set speed.
27.5. If a malfunction is detected, the head of the train and the train electrician eliminate it, which is reported to the driver, who reports on the measures taken by the head of the train, indicating his last name, to the duty officer at the railway station (train dispatcher, with dispatcher centralization) and informs about the possibility of further movement.
27.6. Upon detection of dragging of parts of undercarriage equipment that cannot be eliminated by the train crew, or derailment of the rolling stock, the head of the passenger train informs the driver about this, indicating a possible reason. The driver transmits the received information to the station attendant and the train dispatcher, the latter determines the procedure for the train to leave the stage.
27.7. In cases where derailment control devices are triggered, when export transfer and utility trains are running, serving the driver in one person, the owner of the infrastructure determines the procedure.
28. The order of interaction of employees upon receipt
information about sparking in the train
28.1. When driving a train and receiving information about sparking in the rolling stock (if this is not caused by braking through the driver's crane), the driver stops it by applying service braking.
In accordance with the established procedure, reports the reason for the stop to those on duty at railway stations that limit the run, to the train dispatcher at dispatcher centralization, oncoming and following trains, and when driving a passenger train, to the head of a passenger train.
28.2. The procedure for the driver, when receiving information about sparking in the composition of a train serving in one person export, transfer and utility trains, is determined by the owner of the infrastructure.
28.3. The head of the passenger train, after receiving information about sparking in the train after it stops, organizes an inspection of the undercarriage equipment, paying special attention to the condition of the brake linkage, releasing the brakes when the blocks move away from the rolling circle of the wheelsets and the brake cylinder rod exits. In the presence of wagons with disc brakes, the release of the brakes is checked according to the readings of the onboard pressure gauges. The head of the train informs the driver of the locomotive about the technical readiness of the wagons before it is set in motion.
28.4. If a malfunction of the braking equipment is detected, the head of the train (electromechanic) turns off the brake devices, releases air from the reserve tank and instructs the driver to pull the train through to determine the presence of sliders on the rolling surface of the wheel pairs. Based on the results of the inspection, a decision is made on the further movement of the rolling stock.
The head of the passenger train reports the reason and number of the car with faulty brake equipment to the driver, who in turn reports to the duty officer at the railway station (train dispatcher, with dispatcher centralization).
29. The procedure for the interaction of employees in case of unauthorized
movement of wagons towards the rolling stock
29.1. Upon receipt of information about the unauthorized movement of cars towards the passenger train along the route, the driver is obliged to stop the train by emergency braking. Call the head of the passenger train via VHF radio and give the command to activate the hand brakes of the cars and the immediate evacuation of passengers. The head of the passenger train, having received this information, ensures the evacuation of passengers and the actuation of the hand brakes of the cars by the train crew.
29.2. In the event of a malfunction or lack of train radio communication after the train stops, the driver transmits through the conductor of the first car a command to immediately evacuate passengers and secure the train composition with hand brakes, about which the conductor of the first car along the chain informs the head of the passenger train.
29.3. After the transfer of information, the driver, together with the electrician of the train, uncouples the locomotive from the train, after which it follows towards the moving cars. In the zone of their visibility, it stops the locomotive, renders it inoperative and leaves the control cabin, moves away to a safe distance from the rolling stock.
29.4. In cases of unauthorized movement of wagons on the route of export, transfer, utility trains, the procedure for the actions of employees of participants in the transportation process is determined by the owner of the infrastructure.
30. The order of interaction of workers in cases of uncoupling
wagons at an intermediate station
30.1. The uncoupling of wagons at intermediate stations from trains served by one driver is carried out in cases of malfunctions that threaten their safe movement along the section. The execution of shunting work to exclude faulty wagons from the train is carried out by a shunting locomotive and a train compiler serving the railway station.
In the absence of a shunting locomotive at an intermediate station, the train dispatcher is obliged to relocate it from the nearest station and organize shunting work in accordance with the requirements of the Instructions for the movement of trains and shunting work (hereinafter - IDP) and in the manner determined by the technical distribution act (hereinafter - TRA) of the station .
30.2. As an exception, it is allowed to perform shunting work by a train locomotive, the head of the shunting in this case will be the head of the railway station at which the wagons are uncoupled, while all participants in the process must have portable VHF radio stations.
30.3. The driver is obliged to obtain from the duty officer at the railway station a clear plan for shunting movements in accordance with the requirements of the TR. Upon receipt of the shunting movement plan, the driver is obliged to repeat it, and only after the chipboard is convinced of the correct perception, gives the command to set the locomotive in motion with the words "That's right, do it." After that, the driver sets the train in motion and performs the work in accordance with the received plan. The regulations for official negotiations are carried out in strict accordance with Appendix N 20 of the Instruction for the movement of trains and shunting work on the railway transport of the Russian Federation.
30.4. The fastening of wagons without a locomotive is carried out by the head of maneuvers, the number of brake shoes is laid in accordance with the calculated and indicated for a given railway track in the TRA station.
When performing shunting movements, the head of the maneuvers must be in the field of view of the driver. It is forbidden for the driver to set the locomotive in motion without knowing the location of the maneuver leader.
30.5. After uncoupling the wagons, the driver is obliged to recalculate the brake pressure with a note in the certificate of providing the train with brakes and their proper operation. Further driving of the train is carried out at a speed established by the rules and regulations.
31. The order of interaction of employees upon detection on the way
following a broken rail
31.1. After the train stops at a traffic light with a prohibitory indication on the run of the serviced section, the driver reports to the duty officers at the railway stations that limit the run (to the train dispatcher, with dispatcher centralization), to the drivers following the trains going and oncoming trains about the reason for the stop, finds out about the employment of the block ahead.
If the block section ahead is not occupied by rolling stock, the driver, after waiting for the time to release the brakes, will follow the traffic light with a prohibitive indication in the manner established by the Rules for the Technical Operation of Railways of the Russian Federation, and follows with special vigilance, observing the state of the track and at a speed that ensures traffic safety .
31.2. Upon detection of a broken rail, the driver of a passenger train stops the train by service braking, calls the head of the train and the electrician to inspect and decide on further movement. In the absence of a track foreman, the final decision is made by the locomotive driver.
The passage of trains on highly defective rails is allowed under the condition:
A rail with cracks without a complete break, it is possible to pass individual trains at a speed of not more than 15 km / h, and, if necessary, with a conductor.
Rail type P75 and P65 with internal cracks that do not come to the surface, it is allowed to pass trains at a speed of up to 25 km / h.
A rail on which, according to the conclusion of the foreman of the track, and in the absence of the driver, it is possible to skip the train, then only one first train is allowed to proceed along it at a speed of not more than 5 km / h.
The passage of trains on sharply defective rails is prohibited:
With a transverse fracture or puncture of a part of the head without taking special measures;
If the broken rail is within a bridge or tunnel.
Having established the possibility of proceeding, the driver leads the train through a dangerous place under the supervision of the head of the train, who must be at the broken rail, and if there is a threat of derailment of the rolling stock, give the driver a signal to stop during the day with a red signal flag, at night with a red light of a lantern.
In all cases, the speed of an acutely defective rail must be no more than 5 km / h and without fail under the supervision of a railway worker, a track foreman, a head of a passenger train (train electrician).
Passage of export, transfer and utility trains on a sharply defective rail is allowed only in the presence and with the permission of the foreman of the track.
Appendix No. 1
carrying out theoretical tests during the translation of the driver
to work in one person
___________________________________________________________
When conducting theoretical tests, it was established that the driver _______________________________________ theoretical tests on knowledge (full name) of the regulatory documents of Russian Railways, labor protection, locomotive design passed and to determine practical skills in working as a driver of a diesel locomotive (electric locomotive) in one person is allowed to conduct control and final trips in motion. Chairman of the commission: Head of the depot: _____________________ (full name) Members of the commission: _____________________ _____________________ _____________________Appendix No. 2
SAMPLE FILLING
"JOURNAL OF ACCOUNT OF TESTING IN THE COMMISSION OF THE HEAD
OPERATIONAL LOCOMOTIVE DEPOT"
Order of conduct
"Journal of accounting for testing in the commission of the head
operational locomotive depot"
1. The log book for testing in the commission of the head of the depot is a document of strict accountability and is stored in the personnel department of the structural unit for 5 years after its completion.
2. The magazine must be stitched, numbered and sealed with the seal of the structural unit.
3. It is forbidden to use a stroke to change the entries made. Corrections are made by crossing out the erroneously entered data with the setting of the full name. the employee responsible for keeping the log, and the mark "Do not count".
Questions for accepting an offset by order
Vice-President of Russian Railways A.V. Vorotilkin No. 4 p dated 01/11/2016
"Typical instructions for organizing the work of locomotive drivers without
Assistant Drivers.
1. Who and how ensures the check of the composition in cases of spontaneous operation of automatic brakes or failure of the emergency braking valve?
2. How should the train crew be provided to communicate with the driver?
3. Who is responsible for managing the actions of the train crew in the absence of the head of the train?
4. By whom and how is the fencing in case of derailment of the rolling stock in violation of the gauge (without violation of the gauge)?
5. When the KTSM, UKSPS, DISK devices are triggered, who inspects the composition?
6. What technical training of the train crew is carried out when being serviced by a driver without an assistant driver?
7. Who and how inspects the undercarriage of the car?
8. Whom is the driver obliged to inform in case of a contact network failure?
9. Who and when will request a fire train in case of a fire on a locomotive?
10. How and at whose command is the burning car uncoupled from the train?
11. At what safe distance is the burning car removed from the train?
12. Who inspects the carriage in a passenger train when the CTSM is triggered?
13. Who and how disables the brake equipment of the car when heated due to a malfunction?
14. Actions of the head of the train, train electrician in cases of deterioration in the health of the driver?
15. If it is impossible to eliminate the source of ignition on the locomotive (on electric traction), how far should the driver drive away from the rolling stock?
16. Who and when will request a fire train in case of fire in a passenger train?
17. Who organizes and what actions should be taken upon receipt of information about a downed lower gauge bar?
18. Actions of the driver when receiving information from the head of the train about turning off the car brake?
19. The speed of the train to the first station, if the malfunction of the UKSPS was not detected by the train crew?
20. Who and when will request a fire train in case of fire in a passenger train?
21. Who determines the procedure for the withdrawal of the train from the haul in case of detection of dragging of parts of the undercarriage equipment that cannot be eliminated by the train crew?
22. What is the speed and how is the passage of a sharply defective rail allowed?
23. Who decides on the further movement of the train when a broken rail is detected (in the absence of a track foreman)?
24. If it is impossible to eliminate the source of ignition on the locomotive (on diesel traction), how far does the driver have to drive away from the rolling stock?
25. When receiving information about sparking in the train, who and how organizes the inspection of the undercarriage equipment? What do they pay special attention to?
26. Actions of the head of the train upon receipt of information from the driver of unauthorized movement of cars towards.
27. Who uncouples the locomotive from the train when receiving information from the driver about the unauthorized movement of cars towards?
28. If heating of the axle box on the locomotive is detected by the KTSM devices, who and how does the inspection?
29. Actions of the driver upon receipt of information from the head of the train about the occurrence of a fire in the rolling stock?
30. In case of self-uncoupling of automatic couplers in rolling stock, who gives an indication to find out the cause?
Designed by:
LNP ______________ N.V. Starkov
Checked:
LNBIO_______________ T.I. Gordeeva
Order No. 4r
On the entry into force of the Model Instruction
"Organization of the work of locomotive drivers without assistant drivers"
16. Requirements for the train crew of a passenger train, when driven by a driver without an assistant driver.
The train crew of a passenger train served by a driver working without an assistant driver must undergo technical training with passing tests on the following topics:
Uncoupling and hitching the locomotive to the train;
Forced stop of the train on the stretch;
Train guards during forced stops en route;
Elimination of malfunctions of the auto-braking equipment of cars and rejection parameters of wheel sets in a rolling circle;
The procedure for testing auto brakes along the route;
In emergency and non-standard situations;
Instructions on labor protection and performance of official duties for conductors of a passenger train served by a driver in one person;
of this instruction.
The train crew (train chief, tail car conductor, train electrician) must be provided with portable radio stations for communication with the locomotive driver.
After hitching the locomotive to the train, the operation of the locomotive and portable radio communication between the driver and the head of the train (LNP) is checked.
LNP, PEM are required to undergo training on how to use the train radio communication of the locomotive.
OPEN JOINT STOCK COMPANY "RUSSIAN RAILWAYS"
ORDER
ON THE INTRODUCTION OF THE STANDARD INSTRUCTIONS OF THE ORGANIZATION
TRAIN DRIVING AND SHUNTING WORK
ENGINE ENGINEERS WITHOUT ASSISTANT ENGINEER (ONE PERSON)
In order to establish a unified procedure for organizing the driving of trains and the performance of shunting work by drivers without assistant drivers:
1. Approve and put into effect from the moment of signing this order the attached Model Instruction for organizing train driving and for performing shunting work by drivers without assistant drivers (in one person) (hereinafter referred to as the Standard Instruction).
2. The heads of regional traction directorates and structural subdivisions, in the prescribed manner, organize the study of this Model Instruction and ensure its implementation.
3. The standard instruction for organizing the work of locomotive drivers without assistant drivers, approved by order of Russian Railways OJSC dated July 17, 2009 N 1506r (as amended by the order of Russian Railways OJSC dated November 2, 2011 N 2368r), shall be recognized as invalid.
4. To impose control over the implementation of this order on the first deputy head of the Traction Directorate Krivonosov V.A.
Vice President of Russian Railways
A.V. VOROTILKIN
Approved
by the order of JSC "Russian Railways"
STANDARD INSTRUCTIONS
ORGANIZATION OF TRAIN DRIVING AND SHUNTING
WORK BY ENGINEERS WITHOUT ASSISTANT ENGINEER "IN ONE PERSON"
1. FOREWORD
1. DEVELOPED by the Traction Directorate.
2. INTRODUCED by the Directorate of Traction.
3. APPROVED AND PUT INTO EFFECT by the order of the Vice-President of Russian Railways JSC - Head of the Traction Directorate.
4. INTRODUCED to replace the Standard Instruction "Organization of the work of locomotive drivers without assistant drivers", approved by order of Russian Railways OJSC dated July 17, 2009 N 1506r, as amended (as amended by order of Russian Railways OJSC dated November 2, 2011 N 2368r) .
5. REVIEW AND AMENDMENTS of the Standard Instruction is carried out upon the introduction of new regulatory documents that determine the organization of the operation of the operational locomotive depot, locomotive crews and ensuring traffic safety.
6. A CONTROL COPY of a document in electronic form can be retrieved from the Unified Document Management System (EASD).
2. Terms, definitions and abbreviations
PTE is a regulatory document that establishes the norms and rules in the system of organizing the movement of trains, the functioning of structures and devices of the infrastructure of railway transport, railway rolling stock, and also determines the actions of railway workers during the technical operation of railway transport of the Russian Federation for general and non-public use.
RULES - the normative document establishes the basic rules and norms for the maintenance of brake equipment and the control of the brakes of railway rolling stock.
SAUT - automatic brake control system.
TRA - technical and administrative act of a railway station - a regulatory document that characterizes the technical equipment of a railway station, establishing the procedure for using technical means.
ENGINEER - an employee who controls the locomotive and ensures traffic safety when driving the train and performing shunting work.
TRAIN TEAM - a group of railway workers assigned to escort and service a passenger train, which includes the head of the train, conductors and train electrician.
TCHD - on duty at the operational locomotive depot.
PRMO - pre-trip medical examination.
MALS - shunting automatic locomotive signaling.
Chipboard - on duty at the railway station.
DNC - train dispatcher.
TsUP - transportation control center.
DTsUP - road transportation control center.
EMM - driver's electronic route.
ETSO - electronic self-service terminal.
ETD - an act of attendance of locomotive crews when working with the driver's electronic route.
Local instruction - a regulatory document that determines the procedure for performing step-by-step work in a structural unit (depot), based on local conditions.
3. Purpose and scope
This regulatory document establishes:
The main provisions and requirements for the organization of driving trains and the performance of shunting work by drivers without assistant drivers (hereinafter - in one person);
The presence of a local instruction on the organization of driving trains and the performance of shunting work by a driver without an assistant driver (in one person), in relation to local conditions;
List of regulatory documents of Russian Railways and the Ministry of Railways of Russia, which determine the main directions for organizing trouble-free operation at the depot;
The procedure for appointing a locomotive driver to work in one person;
Organization of the work of machinists in one person;
Requirements for drivers serving locomotives in one person;
Requirements for locomotives to be serviced by drivers in one person;
The rules of interaction between all participants in the transportation process in the event of emergency and non-standard situations.
The scope of this regulatory document is determined by the requirements of the regulatory documents of Russian Railways, the Ministry of Railways of Russia and the Ministry of Transport of the Russian Federation.
The development, approval, bringing the document to the attention of the personnel, making changes, revision, cancellation, as well as the management of the original and the control copy of this document is carried out in accordance with the "Rules for the management of regulatory documents" RD 2.1100.0503-001.
4. General provisions
4.1. This instruction defines the main provisions and requirements for organizing the work of locomotive drivers in one person in passenger, export, shunting and economic types of traffic. Requirements for locomotives during their maintenance, requirements for railway infrastructure facilities, as well as the procedure for the interaction of drivers with all participants in the transportation process in emergency and non-standard situations.
4.2. The route sections and numbers of passenger trains served by the driver in one person on the proposals of the heads of the regional traction directorates are agreed by the leaders of JSC FPC and approved by the first deputy head of the traction directorate.
4.3. In order to timely prepare and educate employees of train crews of passenger trains serviced by drivers in one person, introduce a single register with a list of route sections and train numbers with subsequent submission to JSC FPC.
4.4. Excluded. - Order of Russian Railways OJSC dated September 8, 2016 N 1839r.
5. Requirements for a locomotive driver
5.1. To be appointed as a driver for work without an assistant driver by type of movement, the following mandatory requirements are imposed:
Passenger - with a work experience of at least two years in passenger traffic, and a qualification class not lower than the second;
Suburban (except for multi-unit rolling stock) - with at least two years of experience in suburban, passenger traffic, and a qualification class of at least two;
Export and transfer - with at least two years of work experience in export, transfer, freight traffic, and a qualification class of at least the third;
Shunting - with at least one year of work experience in shunting traffic, and a qualification class of at least the third;
Economic - with work experience in the economic movement of at least one year, and a qualification class of at least the third;
In pushing - with at least one year of experience in freight traffic or pushing, and a qualification class of at least three;
Shunting work on the traction tracks of the depot - with work experience in any type of movement, including under the depot, for at least one year, are allowed without a qualification class.
The work experience required for the appointment is taken into account according to the actual work, according to the personal accounts or routes of the driver.
5.2. The selection of candidates from among the drivers for work in one person is carried out according to the business and moral qualities of workers who have not had any events and failures in the operation of technical means due to the fault of the locomotive crew over the past six months. Passed tests in the commission of the head of the depot.
5.3. Employees who have shown a satisfactory level of knowledge and ability to correctly apply the Rules for the Technical Operation of the Railways of the Russian Federation (hereinafter referred to as the PTE), regulatory documents of Russian Railways in practical work are considered to have passed the test. Responsibility for the quality of the conduct and the objectivity of the decision rests with the chairman of the commission.
5.4. Accounting for testing is carried out in a special "Journal of accounting for test results when transferring a driver to work in one person", which must comply with the requirements of Appendix No. 2 and is stored in the personnel department of structural divisions after its completion for at least 5 years.
5.5. With a positive result of a mandatory medical examination and primary professional psychophysiological selection, according to the results of which 1 group is assigned.
The deputy head of the depot for personnel and social issues, on the recommendation of the assigned driver-instructor, prepares a list of candidates for the position of drivers to work in one person by type of movement and approves by order of the head of the depot.
5.6. Excluded. - Order of JSC "Russian Railways" dated 09.11.2018 N /r.
5.7. With a candidate for the position of a driver in one person, the driver-instructor of a fixed column, a control and final trip is carried out on the full shoulder of the service section (s) in both directions, and in shunting, economic, export movement and pushing during one full shift.
5.8. Based on the results of the control and final trips, the driver-instructor of the fixed column makes an entry in the service form f. TU-57 and a written conclusion is issued for independent work as a driver in one person. The conclusion and report on completed trips are kept in the personal file of the employee.
5.9. Engineers who have successfully passed theoretical and practical tests are interviewed by the commission under the head of the operating locomotive depot on issues of ensuring traffic safety and safe working methods.
During the interview, the deputy head of the depot for personnel and social issues presents to the commission a complete package of documents required when transferring a driver to work in one person, which includes:
Personal statement of the employee about his transfer as a machinist to work in one person;
The act of passing theoretical tests in the commission of the head of the depot in the form (Appendix N 1);
Certificate of completion of training in the form established by Russian Railways;
The conclusion of the medical expert commission on professional suitability for work as a locomotive driver, indicating the type of movement;
The conclusion of the psychologist on the presence of the driver of the first group of professional suitability;
Conclusion and report of the driver-instructor of the fixed column on the completed control and final trips and admission to independent control of the locomotive in one person in specific service areas and series of locomotives.
The interview with the employee, the head of the depot is reflected in the service form f. TU-57, and based on the results of which an order is issued for the admission of the driver to independent work in one person by the structural unit.
5.10. The lists of drivers appointed to control locomotives in one person must be reviewed and approved one month before the date set by Russian Railways for the introduction of the train schedule for the year by the heads of regional traction directorates - structural divisions of the Traction Directorate - a branch of Russian Railways once a year.
5.11. Periodic certification of this category of workers on knowledge of regulatory and legal acts aimed at ensuring traffic safety, safe working methods and knowledge of the technical and administrative acts of stations regulating the organization of train traffic and the performance of shunting work, to be carried out in the manner and within the time limits established by the regulation "On certification employees whose production activities are related to the movement of trains and shunting work on the public railway tracks of Russian Railways, approved by order of Russian Railways of January 17, 2015 N 66r.
6. Requirements for the organization and conduct of driver training
to work in one person
6.1. Theoretical training of machinists to work in one person is carried out off-the-job at the training centers of Russian Railways according to curricula and programs in accordance with the regulatory documents of Russian Railways.
6.2. Training of drivers for work without assistant drivers should be carried out in accordance with the established procedure, according to the curriculum and the program of advanced training courses.
6.3. Curricula and training programs for drivers to work without assistant drivers are developed by training centers for professional qualifications and approved by the heads of regional traction directorates.
6.4. Upon completion of training, drivers are issued a certificate of the established form in accordance with the regulatory documents of Russian Railways.
7. Organization of the regime of work and rest
7.1. When organizing the production activities of machinists working in one person, the following mandatory conditions must be observed.
7.2. Work in the passenger and suburban traffic is organized on the basis of a monthly work schedule (shift), excluding overtime work.
7.3. The work of machinists in one person in the export, economic, shunting types of movement and in pushing is organized on the basis of the working time schedule (shift). It is allowed to work overtime hours for this category of workers only in accordance with the requirements of the Labor Code of the Russian Federation.
7.4. Work in one person can be carried out both in terms of turnover and with the provision of rest at the points of change of locomotive crews. The duration of working hours for a trip by type of movement should be:
Passenger - no more than 7 hours;
Export, economic, shunting and pushing - no more than 12 hours.
7.5. For this category of workers, a 40-hour work week is established. After its development, the employee is given a day off. Weekly uninterrupted rest days must correspond to the number of Sundays in the reporting period and be provided evenly throughout the month. The duration of rest between shifts should be at least 20 hours.
7.6. The rest time at the turnaround point in the passenger type of traffic should be:
Daily at least 4 hours;
Night at least 5 hours.
7.7. Drivers servicing locomotives in one person are prohibited from working in all types of traffic for two nights in a row.
7.8. The procedure for establishing breaks in work or the procedure for eating meals along the route is determined by the order of the head of the regional traction directorate. In shunting traffic at railway stations in accordance with its technological process.
8. Requirements for locomotives during maintenance
them by one driver
8.1. It is not allowed to issue locomotives serviced by drivers in one person, with excess of the established service life or with overrun from planned types of repairs and maintenance.
8.2. Locomotives involved in the work of drivers in one person must be equipped and meet the requirements of clause 10 of Appendix No. 5 to the Rules for the Technical Operation of Railways of the Russian Federation (hereinafter - PTE). The list of rolling stock numbers is approved by the head of the regional traction directorate and is reviewed once a year in December. In the operating locomotive depot, a list of locomotives by type of movement, indicating the presence of devices and security systems, must be kept by the duty officer of the main, turnover depot.
8.3. Train locomotives for driver service without an assistant driver must be equipped with:
Train braking automatic control system or integrated locomotive safety device;
Driver's wakefulness control system;
Other devices according to the equivalent circuit in accordance with the List of traffic safety devices and call recorders, approved by the order of Russian Railways OJSC dated August 13, 2013 N 1754r;
Fire extinguishing system (for diesel locomotives);
Brake lock (for locomotives);
Rear-view mirrors or rear-view cameras in both control cabins and on both sides;
Train radio stations of HF and VHF bands, portable radio station of VHF band.
8.4. Shunting locomotives served by one driver must be equipped with:
Devices for remote uncoupling from wagons;
The second control panel;
Rear-view mirrors and (or) rear-view cameras;
Devices that provide automatic stop in cases of sudden loss by the driver of the ability to drive the locomotive;
Other devices according to the equivalent scheme in accordance with the List of traffic safety devices and call recorders, approved by order of Russian Railways OJSC dated August 13, 2013 N 1754r.
Train radio stations of HF and VHF bands, means of station radio communications compatible with station radio communications.
Locomotives engaged in shunting movement must be equipped with an external signaling device for the location of the driver. Additionally, they can be equipped with a shunting automatic locomotive signaling (hereinafter - MALS).
Locomotives engaged in pushing, in export, economic work and in suburban traffic must be equipped with safety devices according to the scheme similar to locomotives in shunting traffic.
8.5. After carrying out scheduled types of repairs and maintenance, doors, protective shields and grids of high-voltage chambers must be blocked and sealed.
8.6. Equipping, performing TO-1, supplying equipment and tools for train locomotives serviced by one person is carried out by changing the depot attendant, with a note in the journal of form TU-152.
9. Requirements for infrastructure facilities
railways in the circulation of trains under the control
driver in one person
Technical operation of track facilities
9.1. The operation of locomotives serviced by one-person drivers can be organized on sections of railways equipped with automatic blocking, automatic locomotive signaling used as an independent means of signaling and communication, semi-automatic blocking (subject to coding of approach sections).
Technological operation of radio communications
9.2. In the areas of work of locomotives serviced by one-person drivers, when following the haul, radio communication with the duty officer at the nearest railway station limiting the haul must be provided without fail, subject to stable radio communication with the train dispatcher.
10. Regulations for interaction with all participants
transportation process
The procedure for allowing the driver to work
10.1. The driver is obliged to come to work on time, determined by the work schedule and the procedure determined by the order of the head of the operating locomotive depot. After receiving the itinerary f. TU-3VCU and passing the pre-trip briefing is sent to the medical center for pre-trip (pre-shift) medical examination.
When organizing operational work in the conditions of functioning of the technology of automatic formation of the electronic route of the driver.
Upon arrival at the place of appearance, the employee (driver) is obliged, with the help of a personal IEC, to register the time of appearance at the ETSO, which is recorded in the EMM. After the turnout is registered, the locomotive crew receives permission to undergo a pre-trip or pre-shift medical examination.
10.2. Upon receipt of a positive result of the pre-trip (pre-shift) medical examination and successful completion of the briefing, the driver comes to the depot duty officer, who checks that he has the documents required for the performance of his duties.
In the official form f. TU-57 makes sure that there is a conclusion of the driver-instructor on admission to independent work in one person in the serviced areas. According to the date of the last control and instructor trip, determines the timing for issuing a permit for the right to leave on public roads. Availability of a labor protection certificate and marks of timely passing of a knowledge test, briefings on labor protection and fire safety, warning coupons on labor protection and traffic safety, technical form f. TU-58 and a mandatory mark on the certification of an employee for knowledge of PTE in TU-57, automated systems EKASUTR and ASUT.
After checking the documents, he signs the route of the driver, certifies the signature with a stamp and sends the employee to the place of acceptance of the locomotive. Also, in the route sheet, the TCHD reflects the latest types of repair and maintenance of the presented locomotive.
10.3. If, according to the results of the audit, inconsistencies in the implementation of the regulatory documents of Russian Railways are revealed, then the driver is not allowed to work until the comments are eliminated, about which the depot duty officer immediately reports to the head of the structural unit for subsequent analysis. Responsibility for the admission of the driver to work in one person, the issuance of locomotives in accordance with the requirements of the PTE and these instructions lies with the depot duty officer.
The order of acceptance and delivery of the locomotive
10.4. The order of acceptance of the locomotive by the driver when leaving the depot and when changing on the station railway tracks, as well as its delivery is determined by the local instructions, based on local conditions. The locomotive presented to the driver for acceptance must be technically sound.
When accepting a locomotive, the driver controls the elimination of previously identified malfunctions of components, assemblies, electrical circuits, locomotive chassis, etc., indicated in the technical condition log form TU-152, and a note of elimination (worker's signature) by service depot representatives.
Checks the operation of automatic locomotive signaling, security devices and systems, locomotive radio station and the presence of stamps on their good condition.
10.5. In order to fulfill the requirements of paragraph 5 of Appendix No. 1 to the Rules for the maintenance of brake equipment and control of brakes of railway rolling stock, approved by the Council for Railway Transport of the States Members of the Commonwealth (minutes of May 6 - 7, 2014 No. 60), the maintenance procedure and operation of the brakes of train locomotives serviced by a driver in one person is developed by the owner of the infrastructure.
The procedure is established based on local conditions, depending on the type of locomotive and type of trains.
Departure procedure for the station
10.6. Upon completion of the acceptance of the locomotive, the driver is obliged to report to the depot duty officer about his readiness to go to the station. To prepare the route for shunting movements along traction tracks (turnouts on manual control), shift workers from among the drivers are involved in the depot duty.
With centralized control, the depot duty officer or the operator of the centralization post prepares the route, opens the shunting traffic lights along the route and instructs the driver to move to the signal of the border of the junction of the station railway tracks.
The regulation of official negotiations by all participants in the process is carried out in accordance with Appendix N 20 of the Instruction for the movement of trains and shunting work on the railway transport of the Russian Federation (hereinafter - IDP).
10.7. After the locomotive stops at the border of the junction of the traction tracks and the railway tracks of the station, the driver informs the duty officer at the railway station (hereinafter referred to as the DSP) by radio communication with the number of the locomotive, his last name, turnout for work, the train number, under which follows and that the locomotive is controlled by the driver without an assistant driver.
10.8. After preparing the route and fulfilling the established regulations for official negotiations, the driver leaves for the station. All shunting movements at the station are carried out only with a fully prepared route, information about its preparation is transmitted by the chipboard to the driver in the form:
"Series ___, N ___ of the locomotive, driver (surname) ___, under train N ___, shunting traffic lights of the number ___ are open to you, the route is fully prepared on the N ___ track, station attendant ___ (surname)".
After the report of the chipboard, the driver repeats the information, and after the duty officer at the railway station is convinced that the driver has correctly perceived the plan for shunting movement, he gives permission to start moving with the words "That's right, do it."
The driver is convinced of the permissive indication of the first passing shunting traffic light, the correctness of the prepared route and leaves for the station. When performing shunting movements, the driver should be especially vigilant and visually control the position of each turnout and the presence of an enabling signal at shunting traffic lights.
10.9. The procedure for the departure and entry of locomotives serving single-person drivers, based on local conditions, is regulated by local instructions for organizing the work of a single-person driver.
10.10. Shunting movements of locomotives with 2 control cabins, when served by one driver, when issued from the depot for trains and back, are carried out only from the front cabin along the course.
11. Procedure for hitching and uncoupling a locomotive to a train
trains (from composition)
11.1. When approaching the train, the driver must stop the locomotive 10-15 meters away and, at the signal of the wagon inspector or compiler, make a smooth coupling. The speed of approaching the train should not exceed 3 km/h.
11.2. After the locomotive has been coupled to the export, transfer and utility trains, the driver checks the reliability of the clutch with a short movement from the train. Responsibility for the correct coupling of the locomotive with the wagon lies with the wagon inspector or the employee who is entrusted with this duty by the owner of the infrastructure.
11.2.1. In the receiving and departing park, when the shunting locomotive is coupled with the train for pushing up the hill, in the marshalling park, after the shunting locomotive is coupled to the first car, the driver checks the reliability of the clutch with a short movement from the train. Visually make sure that the centers of automatic couplers (excluding "buffering"), the difference in heights of automatic couplers meet the requirements of the PTE. Responsibility for the correct coupling of the locomotive and the first car rests with the driver. The machinist reports to the head of maneuvers about the reliable adhesion of the locomotive to the wagon.
To perform this technological process of the station, the driver must bring the locomotive to a non-working state, namely:
Brake the locomotive with an auxiliary brake valve by setting the control body to the extreme position 6 with the creation of pressure in the brake cylinders of 3.8 - 4.0 kgf / cm2 and fix it with a special locking device from spontaneous release;
On a diesel locomotive, turn off the diesel generator set, on an electric locomotive, lower the pantographs;
Activate the handbrake of the locomotive, turn off the traction motors, the battery, remove the reversing handle.
After bringing the locomotive to a non-working state, the driver reports to the head of work on bringing the rolling stock to the non-working position and, observing the requirements of labor protection, visually inspects the correct coupling of automatic couplers.
In the absence of comments on the coupling of the locomotive with the first car and a report to the work manager, the engineer brings the rolling stock into working condition in reverse chronological order.
Being on the railway station tracks, the driver must comply with all labor protection requirements, and at night all actions carried out outside the locomotive must be accompanied by a hand lamp.
In cases where a difference in height between the longitudinal axes of automatic couplers is found to be more than the norms established by clause 19 of Appendix No. 5 to the PTE, the driver informs the head of maneuvers about this in order to make decisions on eliminating violations of the maintenance of automatic couplers in operation. The driver is prohibited from setting in motion the shunting train until the identified remarks are eliminated.
11.3. The coupling of the locomotive with passenger, mail and luggage trains and trains fixed with special mechanical stops is checked only by the signal branches of automatic coupler locks and in accordance with paragraph 100 of Section N 5 of the Rules for the Maintenance of Brake Equipment and Control of the Brakes of Railway Rolling Stock (hereinafter referred to as the Rules) approved by the Council for Railway Transport of the Commonwealth Member States (Minutes No. 60 dated May 6-7, 2014).
11.4. After hitching the locomotive to the train and moving the driver to the working cabin, at the command of the driver, the wagon inspector blows the brake line of the locomotive from the side of the train three times by fully opening the end valve, while observing the safety requirements. The driver, by reading the pressure gauge of the brake line, determines the air permeability at the moment of full opening of the end valve. After that, the wagon inspector connects the hoses between the locomotive and the first wagon (before turning on the EPT power source, if any), opens the end valve first at the locomotive, and then at the wagon.
11.5. The uncoupling from the composition of the freight and passenger trains is carried out by the inspector of the wagons or the compiler only after receiving by radio communication from the duty officer at the railway station (the duty officer at the park) a notification about the fixing of the rolling stock in accordance with the standards established by the TPA stations.
Before the locomotive is uncoupled from the passenger train, the train electrician, at the command of the driver, disconnects the high-voltage electrical connectors (heating) between the locomotive and the train, after which he reports to the driver about this.
12. Procedure for testing the brakes and preparing for departure
12.1. Complete testing of brakes in trains from departure or formation stations is carried out in accordance with the procedure established by these Rules, and from intermediate railway stations, the procedure for testing brakes is established by the owner of the infrastructure.
12.2. Having received from the wagon inspector information about the presence of inactive locomotives and multi-unit rolling stock in the composition of passenger cars and their loading (loaded, empty), the number of wagons in a passenger train, the presence of wagons with switched off electro-pneumatic brakes or wagons equipped with a Western European brake. Having familiarized himself with the data of the full-scale sheet of the train, the driver adjusts the charging pressure of the driver's valve and turns on the air distributor of the locomotive to the appropriate mode.
12.3. In the process of testing the brakes, the driver must:
Charge the brake network of the train with compressed air, make sure that the density of the brake line is within the established limits, and test the brakes in accordance with the norms and Rules;
Obtain from the wagon inspector a "Certificate on the provision of the train with brakes and their proper operation", check the correctness of its filling, check the number of the tail car indicated in it with the full-scale sheet and make sure that the brake pressing of the train is consistent;
According to the full-scale sheet, familiarize yourself with the composition of a passenger, export, transfer utility train, the presence of wagons occupied by people, cargo of certain categories, and open rolling stock that require special conditions for running a train.
12.4. When servicing locomotives of passenger trains by one driver at stations where car inspectors are not provided, and on hauls, the head of the passenger train and conductors of the (head, tail) cars are involved in the reduced testing of the brakes at the direction of the driver transmitted via a portable radio station.
When servicing export, transfer and utility trains, the procedure for testing the brakes is determined by the owner of the infrastructure.
12.5. The issuance of warnings of the form DU-61 is carried out by an employee of the railway station in the manner determined by the technical distribution act of the station.
12.6. Upon receipt of information about the train moving through the section under the control of the driver in one person, the duty officer at the railway station informs its train dispatcher, who transmits the registered order for his section of the route, and, if necessary, the train dispatcher of the neighboring section about the train running under the control of the driver in one person in the form : "On section ___, train N ___, locomotive of series ___ N ___, follows under the control of the driver (surname) ___, without an assistant driver."
12.7. Before the departure of the passenger train, the driver is obliged to check the radio communication with the head of the train in the form: "Head of train N ___ I, driver (surname) ___ of train N ___, locomotive of series ___ N ___, I follow section ___ without assistant driver "in one person".
The head of the train confirms the information received and gives his last name. The driver writes down the surname in the log form TU-152 and the route of the driver (section N 6). The head of the train also records the data of the driver and the route section in the journal of the VU-8a form.
In the absence of communication with the head of the train, the driver informs the duty officer at the railway station. Departure of the train from the station of turnover or change of locomotive crews in the absence of radio communication with the head of the train is prohibited.
13. The procedure for connecting and disconnecting heating
in passenger trains
13.1. The connection and disconnection of high-voltage cables of the electric heating circuits of a passenger train is carried out by a train electrician.
13.2. To ensure the timely execution of technological processes for disconnecting and connecting the high-voltage line between the head car and the locomotive, the train electrician must be in the head car by the time the train arrives at the locomotive change station, locomotive crews, trailer or uncoupling of the rolling stock. The connection of high-voltage cables is made only after the brakes have been tested and the driver has received a "Certificate on the provision of the train with brakes and their proper operation."
13.3. Permission to connect and disconnect high-voltage cables is given by the locomotive driver after turning off the high-speed or main switches, lowering the current collectors and removing the control key of the KU from the control panel. Also, the driver makes an entry in the log of the technical condition of the locomotive f. TU-152, that the voltage on the locomotive is off, puts the date, time, his name and the electrician's full name, and both sign under the record made.
13.4. Connected high-voltage cables and plugs must be firmly inserted into sockets, and their covers and covers of idle receivers must be locked with a heating key.
After connecting the cable between the first car and the locomotive, the train electrician hands over the key for turning on the heating to the driver. From the moment the key is handed over, the high-voltage line of the passenger train is considered to be under high voltage.
14. The order of actions of the driver before bringing the train
(locomotive) in motion at departure
14.1. After completing the technological processes for preparing the train for departure, which include: leaving the control post, testing the brakes, obtaining a certificate about the provision of the train with brakes and their proper operation, checking it, the driver reports to the chipboard on readiness for departure.
The report is made in the following form: "Station duty officer ___, I, driver (surname) ___ of train N ___, locomotive of series ___ N ___, on N ___ the path is ready for departure, the train follows the section under the control of one driver."
After the opening of the exit (route) traffic light, the chipboard of the station gives oral permission to depart from the station in the form "___ locomotive series, N ___, driver ___ surname on the N ___ track, station ___, I allow you to leave from the N ___ track, the output (route) traffic light is open , calls the letters and the indication of the traffic light ___, the driver repeats the information.Only after complete conviction of the information correctly perceived by the driver, the chipboard answers "That's right, do it."
14.2. Before setting a train or a single locomotive in motion from a railway station, at the permissive indication of the exit (route) traffic light, the driver must make sure that the safety devices and systems, the radio station are turned on. Train documents, a certificate on the provision of the train with brakes and their proper operation (check the compliance of the tail car with the full-scale sheet) and warnings f. DU-61 available.
14.3. Before the departure of the train, the driver on the rear-view mirrors makes sure that there is no:
Obstacles on the left and right side of the train;
Stop signals given by station workers who see off the train, and with a passenger train - by the conductors of the cars.
Makes sure that the exit (route) traffic light is permissive and that it belongs to the departure route, gives a warning sound signal (one long) and sets the train (locomotive) in motion.
14.4. When following the non-coded sections of the track of the railway station, the driver drives the train, with special vigilance observing the position of each turnout, at the same time, using the rear-view mirrors, he monitors the condition of the rolling stock.
15. Obligations of the driver when driving the train and performing
shunting work
15.1. When driving a locomotive along the route and performing shunting work on station railway tracks, the driver is obliged to monitor the freeness of the railway track, the position of turnouts, signals, signal indicators and signs and comply with their requirements. On electrified sections, monitor the condition of the contact network. Ensure the uninterrupted operation of components and assemblies in accordance with the technical conditions for the operation of the locomotive.
On the way, the driver inspects the train using mirrors and (or) rear-view cameras. Inspection of the engine room by the driver is carried out only during stops in the manner established by the local instructions based on local conditions.
In order to prevent unauthorized persons from entering train locomotives, when they are serviced by one-person drivers, the body doors of the rolling stock must be locked with latches.
15.2. When following double traction, when one locomotive is served by one driver, the locomotive on which the locomotive crew is in full force is put in the head.
15.3. In the event of a forced stop of a train on a stage, the driver immediately announces the reason for the delay to the drivers of locomotives following the stage and to those on duty at the railway stations limiting the stage, and when driving a passenger train, additionally to the head of the train.
15.4. In cases of a forced stop of a train on a stage, if it is not related to a stop at a prohibition signal, the train is fenced in the cases and in the manner determined by these norms and rules of the PTE.
In passenger and suburban trains, employees of the train crew from among the conductors are involved in this technological process.
In sections where passenger trains circulate at speeds over 120 km/h, the distances over which firecrackers are laid are set by the owner of the infrastructure.
15.5. The fencing of export, transfer and utility trains is carried out in accordance with the procedure established by the owner of the infrastructure. Also, for these purposes, employees of locomotive crews of oncoming and passing trains, as well as SSPS, can be involved.
15.6. If an auxiliary locomotive or other means of assistance is requested for the speedy resumption of movement, the driver is prohibited from setting the train (locomotive) in motion until the requested assistance arrives or the appropriate permission of the train dispatcher is issued, handed over personally or through the duty officer at the railway station.
The actions of the drivers of the stopped train and the auxiliary locomotive must comply with the requirements of the order of Russian Railways JSC dated February 27, 2015 N 554r "On the introduction of the procedure for the actions of employees of Russian Railways JSC in the event of a forced stop of the train on the haul with subsequent assistance to it by an auxiliary locomotive."
15.7. In the event of a failure of the main or additional devices and security systems, the driver carries out further movement according to the registered order of the train dispatcher (hereinafter - DNC), which gives the right to proceed to the first railway station. Further following is carried out only with an auxiliary locomotive. The order of travel to the nearest station is carried out in accordance with the procedure established by the regulatory documents of Russian Railways.
15.8. In case of failure of the VHF locomotive radio station, communication with the head of the train is carried out using a portable radio station. In the event of a failure of the HF radio station, the driver informs the duty officer of the nearest station about the malfunction via VHF radio communication, and the train continues to move to the point of change of locomotive crews according to the registered order of the train dispatcher.
In the event of a failure of the HF and VHF radio communications, the driver should go to the nearest station with a stop and report to the train dispatcher about the malfunction through the station attendant, after which he orders an auxiliary locomotive in the prescribed manner.
15.9. The driver is allowed to leave the control cabin only after the train (locomotive) has completely stopped and secured from spontaneous departure. Before leaving the control cabin, the driver is obliged to slow down the train with the driver’s crane by reducing the pressure in the brake line from 1.5 to 1.7 kgf / cm2, followed by setting the control element of the driver’s crane to the third position (overlapping without power), actuate the auxiliary brake of the locomotive until the pressure in the brake cylinders reaches from 3.8 to 4.0 kgf / cm2, fix the valve control in the sixth position with a latch, activate the hand brake, remove the reversing handle.
16. Requirements for a train crew
passenger train
16.1. The train crew of a passenger train served by a driver working without an assistant driver must undergo technical training with passing tests on the following topics:
Uncoupling and hitching the locomotive to the train;
Forced stop of the train on the stretch;
Train guards during forced stops en route;
Elimination of malfunctions of the auto-braking equipment of cars and rejection parameters of wheel sets in a rolling circle;
Procedure for testing auto brakes en route;
In emergency and non-standard situations;
Instructions on labor protection and performance of official duties for conductors of a passenger train served by a driver in one person;
of this instruction.
16.2. The train crew (train chief, tail car conductor, train electrician) must be provided with portable radio stations for communication with the locomotive driver.
After hitching the locomotive to the train, the operation of the locomotive and portable radio communication between the driver and the head of the passenger train is checked.
The head of the train, the train electrician are required to undergo training in the procedure for using the train radio communication of the locomotive.
16.3. The management of the actions of the train crew of a passenger train is assigned to the head of the train, and in his absence (rest, etc.) to the train electrician.
17. The order of interaction of the driver with all participants
transportation process in case of emergency
and non-standard situations
17.1. In all cases of spontaneous operation of automatic brakes or failure of the emergency braking valve (stop valve) as part of the passenger brake, the driver is obliged to apply emergency braking by setting the driver’s crane control body to position VI.
After the train stops, the train driver informs the station attendants, limiting the run (with dispatcher centralization to the train dispatcher), the drivers of oncoming and following trains, and the head of the passenger train about the reason for the forced stop.
17.2. The head of the passenger train ensures that the condition of the emergency stop valves (stop valves) on all cars is checked (the presence of a seal, the absence of air leaks). If the emergency stop valves that have been activated are not detected, the train crew checks the condition of the brake equipment of the cars and connects the brake hoses between them. The head of the train reports the results of the inspection to the locomotive driver.
17.3. If necessary (descent, malfunction of the rolling stock, requiring the call of recovery, fire trains), the execution of operations to secure and fencing the rolling stock is assigned to the train crew of the passenger train. The fencing is carried out in accordance with the requirements of clauses 45, 46, 47, 48, 49 of Appendix No. 7 of the PTE "Instructions for signaling on the railway transport of the Russian Federation" (hereinafter - ISI), approved by order of the Ministry of Transport of Russia dated June 4, 2012 N 162.
In cases of derailment of the rolling stock with a violation of the gauge (without a violation of the gauge), the fencing of the train is carried out by the conductors of the head and tail cars at the direction of the head of the passenger train. On a multi-track section along the opposite track, firecrackers are placed at a distance of 1000 meters from the head locomotive and the tail car of the train, and on a single-track section - at a distance of 800 meters.
After laying the firecrackers, the conductors of the cars move 20 meters away from the first firecracker towards the train and act as signalmen when fencing a dangerous place on the railway track.
When waiting for an auxiliary locomotive, recovery and fire train, the passenger train is fenced:
conductor of the tail car (if help is provided from the tail) laying firecrackers at a distance of 800 meters from the tail car;
conductor of the head car (if assistance is provided from the head) laying firecrackers at a distance of 800 meters from the head locomotive.
After laying the firecrackers, the conductor moves 20 meters away from the first firecracker in the direction of his train and shows a red hand signal in the direction of the expected train (locomotive).
17.4. In the event of a forced stop of an economic train due to a violation of the integrity of the brake line, the inspection of the rolling stock is carried out by the head of work or a person accompanying him. Based on the results of the inspection, the employee who conducted it reports to the driver on the state of the rolling stock, and jointly make a decision on further movement.
17.5. In the event of a forced stop of export and transfer trains due to a violation of the integrity of the brake line, the procedure for inspecting the rolling stock and its fencing is determined by the owner of the infrastructure.
17.6. If the stop of a passenger train is caused by the operation of the KTSM, UKSPS, DISK devices, the head of the train, together with the conductors, organizes an inspection of the undercarriage equipment of the train for: heating of axle boxes; departure of pads from the rolling surface of wheel pairs and their condition for detection of defects; dragging foreign objects of car parts. Based on the results of the inspection, the head of the train reports to the locomotive driver and determines the order of further movement.
The driver, after fixing the locomotive in the manner prescribed by this instruction, in accordance with clause 15.9, inspects the undercarriage of the locomotive. The results of the inspection are reported to the head of the passenger train.
17.7. In the event of a forced stop on the haul of an export, transfer, utility train in cases of a malfunction of a locomotive serving one driver, and if further movement is impossible without personal intervention to eliminate the malfunction, the driver stops the train by service braking, if possible, on a favorable track profile to hold it with an auxiliary brake.
After the stop, he reports its cause to the duty officers at the stations that limit the haul (with centralization to the train dispatcher), and to the drivers following the trains.
If it is impossible to keep the train under the conditions of the track profile, the driver must switch the air distributors of the cars in the head of the rolling stock to the mountain mode.
When leaving the locomotive control cab, the driver must:
Slow down the auxiliary brake valve by setting the control body to the extreme position 6 with the creation of pressure in the brake cylinders of 3.8 - 4.0 kgf / cm2, then fix it with a special device from spontaneous release;
Perform full service braking by discharging the brake line with the driver's crane with a decrease in pressure by 1.5 - 1.7 kgf / cm2, then transfer the valve control to position III (shut off without power) and leave in this position until the end of the work;
Remove the reversing handle on a diesel locomotive, on an electric rolling stock, the KU key.
17.8. In cases of failures of technical means that do not allow the preservation of air in the brake network of the train (stopping the diesel engine, power failure in the contact network, etc.), and further movement cannot be resumed, the driver of the export, transfer and utility train immediately in the manner established order of Russian Railways JSC dated February 27, 2015 N 554r, is obliged to order an auxiliary locomotive.
17.9. The driver of the utility train reports the forced stop on the stage to the head of work or the person accompanying the rolling stock, and gives the command to take measures to secure and fence the train in the manner established by the rules and regulations. In the absence of the above workers to secure the train, the driver leaves the control cabin only when the requirements of clause 15.9 of this instruction are met.
17.10. In the event of a forced stop of an export and transfer train on a stage, the fixing and fencing of the rolling stock is carried out by the chief conductor (train compiler) accompanying the train, in his absence, the driver leaves the control cabin to secure the train in accordance with the requirements of clause 15.9 of this instruction.
18. The order of interaction of employees in cases
non-occupational injury
18.1. In the event of a transport accident that caused harm to the life or health of citizens not related to production activities in railway transport, the driver immediately reports the reason for applying emergency braking to the head of the passenger train, who organizes an inspection of the running gear of the rolling stock.
About the forced stop of the train by emergency braking, the driver on the train radio communication informs the person on duty at the nearest station (the train dispatcher, with dispatcher centralization), the drivers of the oncoming and following trains.
18.2. After the stop, the head of the train, and in his absence the train electrician, will organize an examination of the victim and, if necessary, provide him with first aid. At the same time, the state of the undercarriage equipment of each car is inspected for the absence of defects in the rolling circle of wheel pairs, release of brakes on cars throughout the train. The head of the train informs the driver of the locomotive about the technical readiness of the wagons before it is set in motion.
The results of the examination of the victim and further actions are determined by the head of the train, guided by the order of Russian Railways OJSC of May 29, 2015 N 290 "Regulations for the actions of employees of structural divisions of Russian Railways when receiving information about injuries to citizens not related to production, rolling stock."
18.3. The driver, after receiving the report of the head of the train, discharges the brake line by 1.5 - 1.7 kgf / cm2, puts the driver’s crane control body in position III, removes the reversing handle and proceeds to inspect the undercarriage of the locomotive. The results of the inspection are reported to the head of the train.
18.4. The investigation of this transport accident associated with non-production injuries is carried out in accordance with the "Regulations on the procedure for official investigation and accounting of transport accidents that caused harm to the life or health of citizens not related to production on railway transport", approved by order of the Ministry of Transport of Russia dated July 8, 2008 Mr. N 97.
19. Actions in case of unauthorized exit
vehicles to a guarded (unguarded) crossing
19.1. In cases of unauthorized entry of a vehicle into the zone of a guarded (unguarded) crossing, a threat of collision is created, the driver immediately applies emergency braking.
19.2. If the collision could not be prevented, the driver, after stopping in the prescribed manner, reports to the duty officer at the nearest station (train dispatcher, with dispatcher centralization), drivers of oncoming and following trains about the reason for applying emergency braking.
When fulfilling the regulations for official negotiations, it is mandatory to indicate the state of the gauge on the adjacent track and tracks on multi-track sections of train circulation. The driver performs similar actions in case of preventing a collision with foreign objects. Further actions to withdraw the train from the stage are determined by the train dispatcher.
19.3. If it is impossible to continue following the established procedure, the driver will request an auxiliary locomotive and take measures to secure the rolling stock.
19.4. The driver fixes information about the admitted traffic accident on the reverse side of the form DU-61, in which he indicates:
Date, time, place of violation detection (station, stage, route, kilometer, picket);
FULL NAME. driver, locomotive and train number;
FULL NAME. station duty officer (train dispatcher, with dispatcher centralization), head of a passenger train, to whom information was transferred about the occurrence of a transport accident or non-productive injury;
The nature of the incident.
19.5. On the occasion of the application of emergency braking and the results of the inspection of the wagons (locomotive), an act is drawn up signed by the head of the train, the locomotive driver and the train electrician. Upon arrival at the main depot of registration of the locomotive brigade, the driver submits a written report addressed to the head of the structural unit, indicating the circumstances and reasons for the incident.
Also, in accordance with paragraph 1.1 of the "Regulations on the organization of work with the book of comments of machinists of the TU-137 form", approved by order of Russian Railways OJSC dated March 4, 2015 N 550r, makes an entry in this journal.
20. The procedure for the interaction of employees in cases of malfunction
contact network, locomotive roof equipment
20.1. In the event of a long stop at a stage or station due to a lack of voltage in the contact network (malfunction of the contact network or roof equipment of the locomotive), the driver of a passenger train must:
Inform by radio communication the duty officers at the stations limiting the haul (in case of dispatcher centralization to the train dispatcher) the reason for the stop;
Instruct the head of the passenger train to actuate the hand brakes of the cars, and, if necessary, lay the brake shoes;
Produce train fencing in accordance with Appendix No. 7 of the PTE;
Report visible malfunctions to the duty officer at the railway station limiting the haul.
20.2. In case of damage to the contact network, current collectors, roof electrical equipment, in which the movement of the EPS is impossible, in the absence of the gauge of the superstructure of the track or the gauge of the rolling stock, immediately call the workers of the contact network.
The actions of employees must comply with the requirements of the Instruction on the procedure for using pantographs of electric rolling stock under various operating conditions, approved by the Ministry of Railways of the Russian Federation of July 3, 2001 N TsT-TsE-844.
21. The order of interaction of workers during self-disengagement
couplers
21.1. When driving a passenger train and spontaneous operation of automatic brakes, the driver, guided by clause 180 of Section IX of the Rules, applies emergency braking.
After the train stops, the driver informs, via train radio communication, those on duty at the railway stations that limit the haul (with dispatcher centralization, the train dispatcher), drivers of oncoming and passing trains about the reason for the forced stop. Instructs the head of the passenger train to secure the remaining tail section of the train and find out the reasons for the self-uncoupling.
21.2. After checking by the head of the train (train electrician) the condition of the automatic couplers and brake hoses of the disconnected cars, and in the absence of malfunctions, the driver is given a command to connect with the unhooked group of cars.
The connection is made in accordance with Appendix N 8 of the Instruction for the movement of trains and the performance of shunting work on the railway transport of the Russian Federation, approved by order of the Ministry of Transport of Russia dated June 4, 2012 N 162.
21.3. In the event of a malfunction of the automatic coupler, the driver reports this to the train dispatcher to make decisions on the withdrawal of the train from the haul.
21.4. In cases of self-uncoupling of automatic coupling devices, when traveling with export, transfer and utility trains, the driver's procedure is determined by the owner of the infrastructure.
22. The procedure for the interaction of employees in the event of
fire on a locomotive
22.1. When driving a passenger train and detecting a fire on the locomotive, the driver is obliged to stop the train, if possible, in a place accessible to the fire engine. In accordance with the established procedure, report on the stop of the chipboard, limiting the haul, to the drivers of oncoming and passing trains about the reason for the stop. Call the head of the passenger train and report the occurrence of a fire by sounding a fire alarm.
22.2. If the fire cannot be extinguished by one's own efforts and available means, uncouple the locomotive from the passenger train in accordance with the established procedure, having previously given the command to the head of the train to actuate the hand brakes of the cars and lay the brake shoes. Through the duty officer at the railway station (train dispatcher, with dispatcher centralization), request a fire train.
Drive to a safe distance of at least 50 meters (with electric traction) from the train and, after securing it from spontaneous departure, proceed to extinguish the fire using all fire extinguishing equipment located on the locomotive.
If the composition of a passenger train follows on a diesel traction and there is a threat of spillage and ignition of diesel fuel, the locomotive must be removed from the train composition for a distance of at least 100 meters, and if necessary, for more.
22.3. Extinguishing the fire before the arrival of the fire brigade is carried out with the involvement of employees of the train crew of the passenger train, as well as employees of the locomotive crews of oncoming trains, in compliance with all precautions.
22.4. In cases where the uncoupling of the locomotive from the train is not required, the driver stops the train by service braking, to save compressed air, he moves the control element of the driver’s crane to position III (overlapping without power). It brakes the locomotive with an auxiliary brake valve with the creation of pressure in the brake cylinders of 3.8 - 4.0 kgf / cm2 and fixes it with a special locking device. Then proceeds to extinguish the fire by all available means.
22.5. The order of actions of drivers serving locomotives in one person, when following with export, transfer and economic trains and in pushing, respectively, is determined by the owner of the infrastructure.
In all cases, the driver is guided by the requirements of the instruction "On ensuring fire safety on locomotives" dated April 27, 1993 N TsT-TsUO / 175.
23. The order of interaction of employees in the event of
fire in the rolling stock of the train
23.1. The head of the passenger train takes all measures to stop the train, informs the locomotive driver about the fire in the car, indicating its account number from the head of the rolling stock.
The driver, having received information from the head of the train, gives a fire alarm and takes measures to stop the train, if possible, on the site and in a convenient place for the entrance of fire trucks, evacuation of passengers. About the forced stop of the train on the stage, informs the duty officer at the railway station (train dispatcher, with dispatcher centralization), the drivers of oncoming and following trains with a request for a fire train. On electrified sections of the track, report to the train dispatcher about the removal of voltage in the contact network.
23.2. After a stop, the head of the passenger train takes measures to evacuate passengers, secure the train with all available means, and, together with the train crew, organize fire extinguishing. If it is not possible to extinguish the fire, the driver, at the direction of the head of the train, with the participation of an electrician, who is obliged to turn off the heating voltage of the train (if any), proceed to uncoupling the burning car and taking it to a safe distance.
23.3. The uncoupling of a burning car is carried out at the command of the head of the train (electromechanic) by means of a wearable VHF radio communication, only after securing the tail section of the train from spontaneous departure with the necessary number of brake shoes and hand brakes of the cars. The driver is not entitled to set the locomotive in motion in the absence of information from the head of the train (electromechanic) about securing the rest of the cars.
23.4. Having driven away with the burning car to a safe distance of at least 100 meters, after securing it on both sides, uncouple and proceed further with the rest of the cars for a distance of at least 100 meters.
23.5. The procedure for actions of employees in the event of a wagon fire in export, transfer and utility trains when they are served by a driver in one person is determined by the owner of the infrastructure.
24. The order of actions of employees in the absence of a response
driver when calling him by radio
24.1. In the event of unusual situations in the carriages of a passenger train that require the driver to be called by the persons accompanying him and the latter does not receive a response to the required call, the head of the train performs emergency braking by breaking the stop valve. After stopping, without blocking it, he goes to the locomotive to find out the reason for the lack of an answer. This measure is applied by the head of the train in cases where the driver did not answer his call twice.
24.2. When the rolling stock approaches the railway station, when the driver is called more than 2 times and without receiving a response from the called subscriber, the chipboard produces an overlap of the input traffic light from allowing to prohibiting indication. Making further attempts to call the driver, at the same time reports the incident to the train dispatcher.
After the train stops, personally or through one of the employees of the railway station, he finds out the reason for the lack of a response from the driver to the call of the duty officer at the railway station.
24.3. When driving trains in service areas with dispatcher centralization and in the absence of a response from the subscriber (driver) to the call of the train dispatcher, the latter overlaps the input (output) traffic light from permissive to prohibitive and takes all measures to find out the reason for the lack of response, and, if necessary, to the fastest fixing of the rolling stock. For these purposes, all employees of railway transport related to ensuring the safety of train traffic can be involved.
25. The order of interaction of employees in case of impossibility
driving the train by the driver for health reasons
25.1. In cases of deterioration of health along the route (if possible, bring the train to the first railway station) and in the absence of the ability to control the rolling stock, the driver is obliged to take all measures to stop the train, followed by a report to the duty officers at the railway stations limiting the haul (in case of dispatcher centralization, to the train dispatcher ), and when running a passenger train, to the head of the train.
If possible, make a stop in places with a track profile that allows the train to be kept from spontaneous movement by an auxiliary brake valve.
25.2. After stopping, the driver moves the control element of the auxiliary brake valve to the extreme 6th position until pressure is created in the brake cylinders of 3.8 - 4.0 kgf / cm2, the control element of the valve is fixed with a special device. It performs full service braking with a discharge of the brake line by 1.5 - 1.7 kgf / cm2, followed by setting the control element of the driver's crane to position III (overlapping without power), removes the reversing handle, the key of the KU and awaits the arrival of medical workers.
25.3. In cases of a forced stop of a passenger train on a haul due to the health of the driver, the head of the train, after receiving the information, organizes work on securing and fencing it in the manner established by the Rules for the Technical Operation of Railways of the Russian Federation (hereinafter referred to as PTE). Before the arrival of medical workers, he begins to provide first aid to the driver.
25.4. Upon receipt of information about the unsatisfactory condition of the driver, employees of locomotive crews of oncoming and following trains are also obliged to assist in providing assistance and ensuring traffic safety.
The procedure for the withdrawal of the rolling stock from the haul is determined by the train dispatcher.
26. The order of interaction of employees upon receipt
the driver of information about the operation of controls
state of the rolling stock of KTSM
26.1. When receiving information from the voice informant KTSM, DISK or the duty officer at the railway station about the heating of the axle units of the rolling stock, the driver performs service braking and smoothly stops the train. Information about the forced stop with an indication of the reason is transmitted in the prescribed manner to the duty officers at the railway stations limiting the run (to the train dispatcher, with dispatcher centralization), to the drivers of oncoming and following trains.
26.2. When a passenger train is driven by a driver in one person, a message about the heating level, the numbers of the rolling unit and the wheel pair is transmitted to the head of the train, who, together with the train electrician, inspects the specified car, as well as other undercarriage equipment.
If heating of the axle box is detected, the head of the train reports to the driver about the malfunction that has occurred, who passes it on to the duty officer at the railway station, the decision on further movement and withdrawal of the train from the haul is made by the head of the train.
If the heating of the wheelset is caused by the non-release of the brakes due to a malfunction of the brake equipment of the car, it is turned off, followed by the release of air from the reserve tank. The head of the train (train electrician) reports to the driver about turning off the car, who is obliged to recalculate the brake pressure to determine the speed of further movement.
26.3. When inspecting the specified rolling unit and there are no signs of heating, two adjacent cars are inspected on each side of the train. The results of the inspection are reported to the driver, who passes it on to the duty officer at the railway station.
26.4. In the event that the control devices are triggered in the rest of the trains, serving the drivers in one person, the procedure is determined by the owner of the infrastructure.
26.5. If the heating of the axle box on the locomotive is detected by the control devices, the driver after the train stops in the prescribed manner reports the information to all the employees involved, and when driving the passenger train, to the head of the train. Leaving the locomotive control cabin to inspect the undercarriage, the driver acts in accordance with clause 15.9 of this instruction.
The driver reports the results of the inspection to the duty officer at the railway station, and when driving a passenger train, to the head of the train. The decision on further movement is made by the driver of the locomotive.
27. The order of interaction of employees upon receipt
information about the operation of the UKSPS
27.1. When receiving information from the speech informant of the security posts about a knocked down bar of the lower dimension, the driver is obliged to stop the train by service braking and, in accordance with the established procedure, report the reason for the forced stop on duty at the railway station (train dispatcher, with dispatcher centralization), and when traveling with a passenger train to the head of the train.
27.2. The head of the passenger train, having received information about the downed bar of the lower dimension, by the forces of the train crew organizes an inspection of the train composition from both sides for the presence of dragging parts, foreign objects or derailment of the rolling stock. Report the results of the inspection to the locomotive driver.
27.3. To exclude unauthorized movement of the rolling stock when leaving the control cabin to inspect the undercarriage, the driver shall comply with the requirements of clause 15.9 of this Instruction. The results of the inspection are reported to the head of the passenger train.
27.4. If, based on the results of the inspection of the rolling stock, the malfunctions that caused the delay of the train were not identified, then, upon the readiness of the train crew and the charging of the brake line in the manner established by the Rules for the Maintenance and Control of the Brakes, the driver sets the train in motion and follows to the first station at a speed of no more than 20 km /hour.
Upon arrival at the station, the rolling stock is re-examined by the employees of the carriage economy, and in their absence by the head of the passenger train. In the absence of malfunctions, the further movement of the train is carried out at a set speed.
27.5. If a malfunction is detected, the head of the train and the train electrician eliminate it, which is reported to the driver, who reports on the measures taken by the head of the train, indicating his last name, to the duty officer at the railway station (train dispatcher, with dispatcher centralization) and informs about the possibility of further movement.
27.6. Upon detection of dragging of parts of undercarriage equipment that cannot be eliminated by the train crew, or derailment of the rolling stock, the head of the passenger train informs the driver about this, indicating a possible reason. The driver transmits the received information to the station attendant and the train dispatcher, the latter determines the procedure for the train to leave the stage.
27.7. In cases where derailment control devices are triggered, when export transfer and utility trains are running, serving the driver in one person, the owner of the infrastructure determines the procedure.
28. The order of interaction of employees upon receipt
information about sparking in the train
28.1. When driving a train and receiving information about sparking in the rolling stock (if this is not caused by braking through the driver's crane), the driver stops it by applying service braking.
In accordance with the established procedure, reports the reason for the stop to those on duty at railway stations that limit the run, to the train dispatcher at dispatcher centralization, oncoming and following trains, and when driving a passenger train, to the head of a passenger train.
28.2. The procedure for the driver, when receiving information about sparking in the composition of a train serving in one person export, transfer and utility trains, is determined by the owner of the infrastructure.
28.3. The head of the passenger train, after receiving information about sparking in the train after it stops, organizes an inspection of the undercarriage equipment, paying special attention to the condition of the brake linkage, releasing the brakes when the blocks move away from the rolling circle of the wheelsets and the brake cylinder rod exits. In the presence of wagons with disc brakes, the release of the brakes is checked according to the readings of the onboard pressure gauges. The head of the train informs the driver of the locomotive about the technical readiness of the wagons before it is set in motion.
28.4. If a malfunction of the braking equipment is detected, the head of the train (electromechanic) turns off the brake devices, releases air from the reserve tank and instructs the driver to pull the train through to determine the presence of sliders on the rolling surface of the wheel pairs. Based on the results of the inspection, a decision is made on the further movement of the rolling stock.
The head of the passenger train reports the reason and number of the car with faulty brake equipment to the driver, who in turn reports to the duty officer at the railway station (train dispatcher, with dispatcher centralization).
29. The procedure for the interaction of employees in case of unauthorized
movement of wagons towards the rolling stock
29.1. Upon receipt of information about the unauthorized movement of cars towards the passenger train along the route, the driver is obliged to stop the train by emergency braking. Call the head of the passenger train via VHF radio and give the command to activate the hand brakes of the cars and the immediate evacuation of passengers. The head of the passenger train, having received this information, ensures the evacuation of passengers and the actuation of the hand brakes of the cars by the train crew.
29.2. In the event of a malfunction or lack of train radio communication after the train stops, the driver transmits through the conductor of the first car a command to immediately evacuate passengers and secure the train composition with hand brakes, about which the conductor of the first car along the chain informs the head of the passenger train.
29.3. After the transfer of information, the driver, together with the electrician of the train, uncouples the locomotive from the train, after which it follows towards the moving cars. In the zone of their visibility, it stops the locomotive, renders it inoperative and leaves the control cabin, moves away to a safe distance from the rolling stock.
29.4. In cases of unauthorized movement of wagons on the route of export, transfer, utility trains, the procedure for the actions of employees of participants in the transportation process is determined by the owner of the infrastructure.
30. The order of interaction of workers in cases of uncoupling
wagons at an intermediate station
30.1. The uncoupling of wagons at intermediate stations from trains served by one driver is carried out in cases of malfunctions that threaten their safe movement along the section. The execution of shunting work to exclude faulty wagons from the train is carried out by a shunting locomotive and a train compiler serving the railway station.
In the absence of a shunting locomotive at an intermediate station, the train dispatcher is obliged to relocate it from the nearest station and organize shunting work in accordance with the requirements of the Instructions for the movement of trains and shunting work (hereinafter - IDP) and in the manner determined by the technical distribution act (hereinafter - TRA) of the station .
30.2. As an exception, it is allowed to perform shunting work by a train locomotive, the head of the shunting in this case will be the head of the railway station at which the wagons are uncoupled, while all participants in the process must have portable VHF radio stations.
30.3. The driver is obliged to obtain from the duty officer at the railway station a clear plan for shunting movements in accordance with the requirements of the TR. Upon receipt of the shunting movement plan, the driver is obliged to repeat it, and only after the chipboard is convinced of the correct perception, gives the command to set the locomotive in motion with the words "That's right, do it." After that, the driver sets the train in motion and performs the work in accordance with the received plan. The regulations for official negotiations are carried out in strict accordance with Appendix N 20 of the Instruction for the movement of trains and shunting work on the railway transport of the Russian Federation.
30.4. The fastening of wagons without a locomotive is carried out by the head of maneuvers, the number of brake shoes is laid in accordance with the calculated and indicated for a given railway track in the TRA station.
When performing shunting movements, the head of the maneuvers must be in the field of view of the driver. It is forbidden for the driver to set the locomotive in motion without knowing the location of the maneuver leader.
30.5. After uncoupling the wagons, the driver is obliged to recalculate the brake pressure with a note in the certificate of providing the train with brakes and their proper operation. Further driving of the train is carried out at a speed established by the rules and regulations.
31. The order of interaction of employees upon detection on the way
following a broken rail
31.1. After the train stops at a traffic light with a prohibitory indication on the run of the serviced section, the driver reports to the duty officers at the railway stations that limit the run (to the train dispatcher, with dispatcher centralization), to the drivers following the trains going and oncoming trains about the reason for the stop, finds out about the employment of the block ahead.
If the block section ahead is not occupied by rolling stock, the driver, after waiting for the time to release the brakes, will follow the traffic light with a prohibitive indication in the manner established by the Rules for the Technical Operation of Railways of the Russian Federation, and follows with special vigilance, observing the state of the track and at a speed that ensures traffic safety .
31.2. Upon detection of a broken rail, the driver of a passenger train stops the train by service braking, calls the head of the train and the electrician to inspect and decide on further movement. In the absence of a track foreman, the final decision is made by the locomotive driver.
The passage of trains on highly defective rails is allowed under the condition:
A rail with cracks without a complete break, it is possible to pass individual trains at a speed of not more than 15 km / h, and, if necessary, with a conductor.
Rail type P75 and P65 with internal cracks that do not come to the surface, it is allowed to pass trains at a speed of up to 25 km / h.
A rail on which, according to the conclusion of the foreman of the track, and in the absence of the driver, it is possible to skip the train, then only one first train is allowed to proceed along it at a speed of not more than 5 km / h.
The passage of trains on sharply defective rails is prohibited:
With a transverse fracture or puncture of a part of the head without taking special measures;
If the broken rail is within a bridge or tunnel.
Having established the possibility of proceeding, the driver leads the train through a dangerous place under the supervision of the head of the train, who must be at the broken rail, and if there is a threat of derailment of the rolling stock, give the driver a signal to stop during the day with a red signal flag, at night with a red light of a lantern.
In all cases, the speed of an acutely defective rail must be no more than 5 km / h and without fail under the supervision of a railway worker, a track foreman, a head of a passenger train (train electrician).
Passage of export, transfer and utility trains on a sharply defective rail is allowed only in the presence and with the permission of the foreman of the track.
Appendix No. 1
carrying out theoretical tests during the translation of the driver
to work in one person
___________________________________________________________
When conducting theoretical tests, it was established that the driver _______________________________________ theoretical tests on knowledge (full name) of the regulatory documents of Russian Railways, labor protection, locomotive design passed and to determine practical skills in working as a driver of a diesel locomotive (electric locomotive) in one person is allowed to conduct control and final trips in motion. Chairman of the commission: Head of the depot: _____________________ (full name) Members of the commission: _____________________ _____________________ _____________________Appendix No. 2
SAMPLE FILLING
"JOURNAL OF ACCOUNT OF TESTING IN THE COMMISSION OF THE HEAD
OPERATIONAL LOCOMOTIVE DEPOT"
Order of conduct
"Journal of accounting for testing in the commission of the head
operational locomotive depot"
1. The log book for testing in the commission of the head of the depot is a document of strict accountability and is stored in the personnel department of the structural unit for 5 years after its completion.
2. The magazine must be stitched, numbered and sealed with the seal of the structural unit.
3. It is forbidden to use a stroke to change the entries made. Corrections are made by crossing out the erroneously entered data with the setting of the full name. the employee responsible for keeping the log, and the mark "Do not count".
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