Instructions for the movement of trains and shunting work on the subways of the Russian Federation Editorial Board "Metro"
TRAINS RUNNING IN THE WRONG DIRECTION
TRAIN MOVEMENT
IN THE WRONG DIRECTION
“On double-track hauls, each Main way serves for the movement of trains in one specific (correct) direction.
In exceptional cases, to regulate the movement of electric trains, by order of the train dispatcher, movement in the wrong direction is allowed" (clause 18.27 of the Technical Operation Rules).
1.35. The track of the section (section) on which traffic is moving in the wrong direction is closed to the movement of all trains, except for the one that follows the section (section) in the wrong direction.
They send trains from the station in the wrong direction or return trains from a stage to the station by order of the train dispatcher after the closure of the departure route, the stage route (section) on which the train will move, as well as the receiving route to the destination station.
1.36. If the receiving route to the destination station from the side of the section adjacent to the correct direction is not fenced with a traffic light or is fenced with an automatic entrance traffic light, then the route of this section must be closed to the movement of all trains; if there are semi-automatic input traffic lights, the route is not closed, but these traffic lights must be closed before the train dispatcher’s order is transmitted.
Schemes for placing portable stop signals for these cases are shown on rice. 1.1 And 1.2 .
1.37. Before transmitting an order to send a train from a station in the wrong direction, the train dispatcher must stop sending trains to the route adjacent to the destination station on the correct direction. If there are trains on this route, the train dispatcher must take measures to stop them and prohibit the drivers of these trains from further movement.
1.38. Before transmitting an order to send a train from a station in the wrong direction, as well as to return a train from a stage to a station, the train dispatcher must:
Call the centralization duty posts and those on duty at the stations that border the closed section (section) and those entering this section, and warn them about the upcoming closure of the section (section) for the train to travel in the wrong direction, about the installation of portable stop signals at the stations that limit the closed route (section) and destination station;
Check, based on the readings of the centralization control panel or through the centralization duty posts and station duty officers, whether the train route is clear in the wrong direction and the correct position of the arrows; check whether measures have been taken to exclude the possibility of switching the arrows included in the route and the security ones (whether red caps are put on the arrow buttons (handles) or the working circuits of the arrows are turned off with the shutdown buttons - KV);
Call and warn the driver about the upcoming train in the wrong direction.
When organizing train movement in the wrong direction, the need to turn on the lighting in the tunnel is established Metro Department.
1.39. The train dispatcher's order to send a train from a station in the wrong direction or to return a train from a stage to a station is transmitted:
Stations that limit the closed route of the section (section);
Stations included in the closed area;
Train drivers located on the stretch adjacent to the destination station on the right side, if this station does not have entrance traffic lights or an automatic entrance traffic light to this station;
To the driver of a train departing from a station in the wrong direction or returning from a stage.
1.40. The train dispatcher's order to send a train from a station in the wrong direction or to return a train from a stage to a station is given in the following form:
1.41. The right to send a train from a station in the wrong direction is a copy of the train dispatcher's order issued to the driver to close the route (section), issued in the following form:
1.42. The return of the train from the stage to the nearest station is carried out by order of the train dispatcher at a speed of no more than 20 km/h.
If the train must continue to proceed in the wrong direction, then at this station the driver is given a copy of the train dispatcher’s order, written out on a form in the form provided for in clause 1.41 of this Instruction.
1.43. Before a train leaves a station in the wrong direction, passengers must be disembarked.
1.44. Before the train departs in the wrong direction, the driver must unseal and turn off the UAVA in the control cabins of the tail and head cars. Turning on the spotlight (high beam) at the head of the train is mandatory.
1.45. Before the train departs in the wrong direction, the duty officer at the centralization post, and at a station without track development, the station duty officer through the train dispatcher is obliged to clarify whether there are valid warnings along the train route, and if there are any, issue a written warning to the driver.
1.46. The train driver, after receiving a written warning, must consider the possibility of portable speed limit signals located on the left when the train is moving in the wrong direction.
1.47. If, when a train is traveling in the wrong direction, there are semi-automatic traffic lights or “OP” danger signals, then their passage is allowed without reducing the set speed and stopping the train, regardless of their indications; when the traffic lights indicate a prohibitory sign, crossing them is permitted in order, established by the instructions, approved head of the metro; if the additional danger signal “DOP” is prohibited, its passage is allowed by order of the train dispatcher after the switch on duty, protected by this traffic light, is locked by the duty officer of the centralization post or another authorized employee, padlocked and padlocked in position for movement along the main track (the order form is given in clause 1.18 of this Instruction). The order is transmitted only to the train driver.
1.48. The train moves in the wrong direction when the ALS-ARS devices are turned on and the alert pedal (button) is pressed. If a malfunction of the ALS-ARS train devices occurs along the route, further movement is allowed at a speed of no more than 20 km/h (after reporting this to the train dispatcher and receiving confirmation from him).
The movement of a train not equipped with ALS-ARS devices is permitted only when maintained by a locomotive crew.
1.49. When several trains depart from a station or return from a section in the wrong direction, the train dispatcher gives an order to the driver of each train separately.
After each of these trains arrives at their destination, the train dispatcher gives an order to open the section (section).
1.50. Centralization posts and station attendants must closely monitor the passage of a train traveling in the wrong direction and immediately inform the train dispatcher about the train's departure from the initial station, its passage through intermediate stations and its arrival at the destination station.
1.51. Having received a message about the release of the section (section) and the arrival of the train at the destination station (or destination), the train dispatcher gives an order to open the section (section) for normal train movement in the form:
1.52. The train dispatcher's order to open the route (section) is transmitted to:
Stations that limit the opening route of the section (section);
Stations included in this section;
Train drivers who are on a stretch adjacent to the destination station in the right direction.
The train dispatcher's order is recorded in the dispatch order logs at stations and with the train dispatcher. The order is transmitted to train drivers by the train dispatcher via train radio communication.
MOVEMENT OF TRAINS ON LINES WHERE THE MAIN MEANS OF SIGNALING IS AUTOMATIC BLOCKING WITH HITCH-STAKES AND PROTECTIVE AREAS “Metro lines, where the main means of signaling during train movement is automatic blocking with hitch-stops and
From the book Rules for Technical Operation of Subways Russian Federation author Editorial Board "Metro"MOVEMENT OF THE FIRST TRAINS 1.31. The train schedule and the passage of the first train along the line (after the night window) should provide for an increase in travel time by 2–3 minutes. When the first train passes through the tunnel, the working and emergency lighting must be turned on.
From the author's bookMOVEMENT OF AUXILIARY TRAINS “If control of the train is lost, the driver is obliged to take measures to restore control. If control of the train is not restored within 5 minutes, the driver is obliged to request an auxiliary train” (clause 18.52 of the Technical Rules
From the author's bookTRAIN MOVEMENT WHEN VISIBILITY IS REDUCED OR THE TRACK IS FLOODED 1.85. During fogs, showers, snowstorms, smoke and other cases when the visibility of traffic lights is limited, the driver is obliged to drive the train at a speed that ensures the train stops before the emergency occurs.
From the author's bookMOVEMENT OF TRAINS WHEN THE OPERATION OF THE BASIC SIGNALING MEANS IS TERMINATED (MALFUNCTION) 1.102. On a line where ALS-ARS is the main means of signaling when trains are moving, in the event of a malfunction of two or more adjacent track circuits, train movement is carried out
From the author's bookMOVEMENT OF TRAINS DURING WORK ON THE TRACKS AND STRUCTURES 1.106. In the event of a malfunction of the track, structures and devices during the movement of electric trains that threatens traffic safety, at the request of the driver, road foreman or other employee
From the author's bookCHAPTER 6 MOVEMENT OF ECONOMIC TRAINS FORMATION OF ECONOMIC TRAINS 6.1. The formation of utility trains, as a rule, is carried out on park tracks with non-centralized switches.6.2. When utility trains move on sections of track with a slope of more than 0.040,
From the author's bookMOVEMENT OF SERVICE TRAINS DURING WORK ON THE TRACKS AND STRUCTURES “Repair of artificial structures, tracks, contact rails, signaling and communication devices, power supply and other devices on hauls and stations should be carried out mainly at night
From the author's bookTRAIN MOVEMENT IN THE WRONG DIRECTION 6.54. The movement of utility trains in the wrong direction is carried out by order of the train dispatcher without closing the track. The right to allow a utility train to proceed in the wrong direction is the license issued to the driver.
From the author's bookMOVEMENT OF AUXILIARY TRAINS 6.59. If all types of pneumatic brakes of the locomotive are damaged, further movement of the train is carried out only with the help of an auxiliary train. If due to a malfunction the train cannot continue moving, then the driver must
From the author's bookIII. Following in the wrong direction: 1. Returning from the stage to the departure station Order from the train dispatcher to close the route of the stage (section); at a speed of no more than 20 km/h to the place indicated in
From the author's book2. In the wrong direction from the station A copy of the train dispatcher’s order to close the route (section); at a speed of no more than 20
From the author's book3. In the wrong direction from the section Order from the train dispatcher to close the route of the section (section); at a speed of no more than 20
From the author's book1. In the wrong direction Permission on a form with a red stripe diagonally, at a speed of no more than 20 km/h (when driving a locomotive crew - no more than 35 km/h) only to a train that is used for two-way traffic, with the right to enter the station.
From the author's book1. In the wrong direction Permission on a form with a red stripe diagonally, at a speed of no more than 20 km/h (when driving a locomotive crew - no more than 35 km/h) to only one train, designated by the dispatcher, with the right to enter the station.
From the author's bookCHAPTER 18 TRAIN MOVEMENT GENERAL REQUIREMENTS 18.1. Traffic on the line should be controlled by only one employee - the train dispatcher, who is responsible for implementing the train schedule on the line he serves. The orders of the train dispatcher are subject to unconditional
TRAVEL NOTE:
6.1 - When parked, unscrew "CON" set speed to "BO" CLUB-U, tired
updated for this stage using the command "K5" delta on BVL;
6.2 – Disable SOUTH, disable EPK key and turn the toggle switch EPK to position "double thrust". If there is no toggle switch, assemble an emergency traction circuit;
6.3 - When moving further EPK And SOUTH turn on at the entrance traffic light
next station and then switching on "CON".
7.
7.1 - Before leaving the station, enter the command "K5" delta according to the order on speeds on this stretch, set the speed to "BO" CLUB-U;
7.2 - Vigilance check is carried out through 60 - 90 sec. CLUB-U with the light coming on "Attention";
7.3 - After the train departs and exits the station, toggle switch SOUTH move to position "ALS" at speed 40-50 km/hour;
7.4 - After completing the route, turn on SOUTH when codes appear on BIL at the warning signal of the station, according to instructions TsT-901, clause 5.4.
8. Pulling away with “KZH”, “K” and “BM” on CLUB-U:
8.1 - Stop no further than 150 150 150 meters from the traffic light;
8.2 - Reversible handle on «0», on BVL press the button "K20" For SOUTH(check by reading PM SOUTH about permissible speed 22 km/h);
8.3 - Press the button "VC" on 2 sec. and after the admissible speed appears 20 km/h on BIL CLUB-Uh, move the reverse handle to the position "PP forward" then press the buttons simultaneously "RB", "RBP", "RBS" on 2 sec.;
8.4 - During 5 second enter the controller into the traction position (current not less than 150 A), then for no more 70 seconds pick up speed at least 2 km/hour.
8.5 -After coding "KO" on BIL, carefully observe the speed indication on PM SOUTH, when decreasing speed, press the button again K20.
9. If there is no “EK” and “BO” lights up on CLUB-U:
9.1. - It is necessary to check the frequency for CLUB-U;
9.2. - In case of frequency failure « 25» GC, you need to install it with the button "F"
9.3. - If the coordinates fail, briefly enter “ Path O delta" and when restoring the coordinates, enter the path along which the movement is carried out;
9.4. – If it is impossible to enter a coordinate using the command "delta software"- install it using the command "K6 delta" regardless of driving speed.
NOTE:
10.1- To transfer CLUB-U from "KO" on "BO", you must press the buttons simultaneously "VK", "RB" And "RBP" on 2 seconds, regardless of speed;
10.2 - When receiving a signal on CLUB-U "PRIN. STOP":
"ABOUT";
It is forbidden to interrupt the braking that has begun;
10.3- When entering information into CLUB-U after reset, you must press before entering «0» ;
10.4- When following the “wrong” path, do not change the sign of “correctness” (change only the path number).
(VERSION #6)
1. To perform shunting work:
1.1 - Parked at " BO" select mode "M" button RMP on BVL;
1.2 - When " KZH, K, BM" There is no transition to the “ M."
2. Uncoupling from the train at “KZH” at CLUB-U:
2.1 - When parked, enter the command “ K 799» and press delta 2 times;
2.2 - When switching CLUB-U on "BO" enter with the button "RMP" mode "M" on BVL;
2.3 - After completing shunting work, to exit the mode "M"- enter the command “ K 800" delta.
3. Performing maneuvers using a shunting locomotive:
3.1 - When parked, press the buttons simultaneously "RB and RBP" on 2 sec.;
3.2 - After pressing the buttons for 30 sec. select mode "P - flashing" button "RMP" on BVL(function « Disruption CON" cancelled);
3.3 - Turn off EPK;
3.4 - Cancel mode "M" button "RMP" to mode "P" on BVL.
4. Transition from cabin to cabin on a 2-section locomotive or MVPS:
4.1 - Turn off EPK key;
4.2 - Discharge TM and fill shopping center to the highest pressure, handle KVT V VI position, install the lock;
4.3 - Toggle switch "PETE" set to position "Turned off";
4.4 - Turn off machines "CLUB-U";
4.5 - Withdraw registration cassette;
4.6 - After moving to another cabin, install "KR" turn on the machines "CLUB-U", toggle switch "PETE" and charge the brake line.
5. Transition from cabin to cabin on a single-section locomotive:
5.1 - Turn off EPK key;
5.2 - Discharge TM and fill shopping center handle KVT in position VI, install the lock;
5.3 – Turn off the power from CLUB-U;
5.4 - Withdraw "KR";
5.5 - Change the control cabin;
5.6 - Install in another cabin "KR";
5.7 - Charge the brakes and turn on "EPK".
5.8 – Enable CLUB toggle switch "PETE».
6. Moving “second” on the train:
6.1 - When parked, press the buttons simultaneously "RB" and "RBP" on 2sec,
with the reversible handle and controller in position " 0 »;
6.2 - After pressing the buttons for 30 sec. select mode
"P - flashing" via button "RMP" on BVL( function " Failure of CON" cancelled);
6.3 - Using commands "K799" delta change speed by "BO" CLUB-U;
6.4- When turned on EPK vigilance check is carried out through 60 - 90 sec. with the warning light coming on "Attention";
6.5 - Cancel speed by " BO" produced by the team "K800" delta after completing the movement "second".
Following the wrong and right path along
TRAVEL NOTE:
7.1 - Before leaving the station when "KZH" enter the command
"K799" delta p at any speed;
7.2 - Set the driving speed according to "BO" ( according to the order on speeds on this stretch);
7.3 - CLUB 60 - 90 sec. With
turning on the warning light "Attention";
7.4 - After following the section, lead the team "K800" delta;
8. Following with semi-automatic blocking:
8.1 - Before leaving the station, lead the team "K 809" delta;
8.2 - After entering the command, within 10 sec. enter speed by "BO" according to the order on speeds on this stretch;
8.3 – CLUB performs a vigilance check through 60 - 90 sec. with the ignition of the “Attention” signal lamp;
8.4 - After following the section, enter the command "K 800" delta.
9. Pulling away with “KZH”, “K” and “BM” on CLUB-U:
9.1 - Stop no further than 200 meters from the traffic light. In cases of stopping further 200 meters, act in accordance with the established procedure below with a mandatory second stop at a traffic light with a prohibitory indication at a distance no further 200 meters from the traffic light;
9.2 - Install the reversible handle and controller on "ABOUT";
9.3 - On BVL CLUB press the button " K20", press the button "VC" on 2 sec.;
9.4 - Once the permissible speed appears 20 km/h on BI CLUB, press the buttons simultaneously "RB", "RBS" And "RBP" on 2 sec.;
9.5 - For no more than 10 seconds, enter the controller into the traction position (create a current of at least 150 A);
9.6 - For no more than 70 seconds to gain speed at least 2 km/hour
10. In the absence of “EC” and “BO” lights up on CLUB-U:
10.1 - It is necessary to check the frequency for CLUB-U;
10.2 - If the frequency of 25 Hz fails, you must set it with the button "F" on BVL regardless of speed;
10.3 - If the coordinates fail, set it using the command "K 6" delta" regardless of speed.
NOTE:
11.1 - For translation CLUB-U from red light to white, you must press the buttons simultaneously "VK", "RB" And "RBP" on 2 seconds, regardless of speed;
11.2 - When receiving a signal on CLUB-U "PRIN. STOP":
Place the driver controller on "ABOUT";
It is forbidden to interrupt the braking that has begun.
12. Actions in case of failures along the CLUB-U and SOUT route:
12.1 - When following a green light and the whistle suddenly appears "EPK" without changing lights CLUB-U and without violating the set speed
you need to switch the switch SOUTH to position ALS.
12.2 - When following "BO", "KZH" and the sudden appearance of a whistle "EPK" at speed V f > V additional – switch the toggle switch SOUTH to position ALS and press RBS. At V f<V add - press RBS and if the whistle EPK didn't stop - translate SOUTH to position ALS by switching the toggle switch to PU SOUTH.
12.3 - If the whistle EPK did not stop necessary, perform service
braking with discharge TM by 0.5 – 0.6 kgf/cm with filling pressure in shopping center not less than 0.7 kgf/cm, (when following the EPT, create a pressure in the TC of at least 0.7 kgf/cm) and turn it off with the key EPA;
12.4 - If the whistle EPK stopped must be turned on SOUTH the toggle switch to the SAUT position for 3 - 5 sec.;
12.5 - When the whistle blows again EPA is required switch off SOUTH toggle switch to position ALS and then follow with the switched off SOUTH;
Driver, remember!
On locomotives equipped CLUB-U the vigilance handle (“RB”) is intended only to confirm the vigilance of the PSS (preliminary light signal) without the EPK whistle and to confirm the vigilance of the SAUT with the speech informant “attention”.
If you frequently check vigilance with the EPK whistle, it is restored by pressing the RBS button and with the subsequent EPK whistle after 2-4 seconds - in this case, you need to move the SAUT toggle switch to the ALS position.
In all cases, before turning on the SAUT again, use the “set” button to ensure compliance with Vadditional. for both sets. Turn on the SAUT only if the Vadd readings are the same. for both sets.
Related information.
Train movement on the wrong way according to automatic locomotive signaling signals
10.1. When organizing two-way traffic on double-track (multi-track) sections, equipped with automatic blocking on each track in one direction, the movement of locomotives or multi-unit trains is carried out in the correct direction according to automatic blocking signals, and along the wrong path - according to a signal B on BIL and BIL-POM. The traffic order must comply with paragraph 5.5.5.3 of this OM.
10.2. Driving of locomotives (MVPS) along the wrong track according to indication B on BIL and BIL-POM is carried out in accordance with the order of the head of the road.
Instructions on the procedure for using locomotive equipment of the automatic braking control system for SAUT-Ts, TsT-901 trains (extract)
1. General Provisions
2. Procedure for acceptance of SAUT-C devices.
3. Turning on and off SAUT-C devices.
4. Use of SAUT-C devices along the route.
4.1. Use of SAUT-C devices in areas equipped with SAUT track devices.
4.2. Use of SAUT-C devices in areas not equipped with track devices or with faulty track SAUT devices.
4.3. Collaboration of SAUT-C devices with CLUB and TSKBM.
5. Procedure in case of disruption of the normal operation of SAUT-C devices.
6. Checking the operation of SAUT-C locomotive devices at the SAUT control point
7. Decoding the recording of the operation of SAUT-C devices on the speed tape of the 3SL-2 M speed gauge and the KPD-3 chart tape.
7.1. Registration of the operation of SAUT-C devices on the tape of the 3SL-2 M speed meter.
7.2. Decoding of the recording of the operation of SAUT-C devices on the tape of the 3SL-2 M speedometer.
7.3. Peculiarities of deciphering the recording of the operation of SAUT-C devices on the KPD-3 diagram tape.
7.4. The procedure for considering tapes with violations of recording the operation of SAUT-C devices and recording failures.
Appendices 1, 2.
General provisions
1.1. This Instruction determines the procedure for using locomotive equipment of the automatic train braking control system SAUT-C (hereinafter referred to as SAUT-C).
SAUT-C is designed to improve train traffic safety, increase the capacity of sections, and improve working conditions for locomotive crews. SAUT-C uses readings from locomotive traffic lights of continuous automatic locomotive signaling or readings from an integrated locomotive safety device received from ALSN track devices, as well as information received from SAUT track devices.
SAUT-C includes microprocessor locomotive equipment (SAUT-MP) and a locomotive block of track parameters LBPP.
SAUT-MP includes:
PE electronics device;
switching units BKm1, BKm2;
DPS rotation angle sensors;
PM driver's console;
PU control panel;
optocoupler unit BO or BO1;
BVk switching unit;
filters for traffic police;
electro-pneumatic attachment PLC1 or PLC;
DD pressure sensors;
BR relay block for electric trains or executive relay for locomotives;
traction cut-off unit BOT for electric locomotives ChS2.
PE consists of an electronics unit BE and a power supply unit BP.
The LBPP includes an electronics unit BE-LBPP and a speaker.
1.2. SAUT-C must perform the following functions:
service braking at train speed Vmax + 2 km/h according to the green indication of the locomotive traffic light LS or the display unit of the locomotive BIL;
service braking when the programmed speed Vpr is exceeded according to the yellow indication of the vehicle (BIL);
service braking until the train comes to a complete stop at a targeted stopping point located at a distance of 75 m from the entrance traffic light with a prohibiting indication and at a distance of 50 m from the exit traffic light with a prohibiting indication. The deviation from the target stopping point should be no more than 100 m towards the beginning of the block section with the measured value of the braking coefficient Jp. In the case when the initial value Jр is in effect (in a situation where the SAUT-C stops the train in front of a traffic light with a prohibitory indication before the driver checks the brakes or after the SAUT-C is forced to be turned off and turned on again), the stop location may exceed the specified deviation from the point targeted stop;
service braking when moving towards the entrance traffic light with indication two yellow and reducing the speed to a value that ensures compliance with the required speed limit along the side station track;
service braking and speed reduction in front of the turnout at the beginning of movement along the side track;
emergency braking when the train moves spontaneously at a distance of more than 3 m.
1.3. In freight traffic, after testing the brakes under the conditions set out in subparagraph 4.1.12, the driver must make sure that when the button is pressed Jр on the device D.V./Jр PM scale reading Jр differs from the initial value of 0.25-0.27 in one direction or another.
When implementing the SAUT-C command service braking st the braking stage is carried out through PLC1 (PLC) with TM discharge by a value of 0.7 ± 0.2 kgf/cm 2 for a freight train and by a value of 0.5 ± 0.2 kgf/cm 2 for a passenger train. If the braking force is insufficient, SAUT can carry out additional discharge of heavy metal in steps of 0.3-0.4 kgf/cm 2 .
On electric trains and passenger trains with EPT command implementation st is carried out by a braking stage through an EPT with a pressure in the brake cylinders of 1.5 ± 0.1 kgf/cm 2.
If the SAUT-C is in working order and the driver is acting correctly, braking performed by the SAUT-C is not a violation.
1.4. Locomotives and multiple unit rolling stock (hereinafter referred to as MVPS) sent to sites must have a working SAU-Ts.
The driver is obliged to turn on the SAUT C in all types of train work, except for shunting. When performing shunting work, the driver must turn off the SAUT-C if it was turned on before.
It is prohibited to issue locomotives and MVPS from the locomotive depot, and for drivers to depart from the main depot, turnover points with a faulty SAUT-C. It is prohibited to drive through areas where the working SAUT-C is turned off.
1.5. Information about the condition of the SAUT track devices along the route of the locomotive and the MVPS must be communicated to the locomotive crews in the manner established by the railway.
1.6. When the SAUT-C is switched off along the route due to a malfunction or other reasons, a corresponding entry must be made in the technical condition log of the locomotive, form TU-152, and on the speed tape.
96. Sound signals when trains are moving are given by whistles on locomotives, multiple unit trains, special self-propelled railway rolling stock, blowers, and hand whistles.
Signal value | Who serves |
|
Three short | Locomotive crew, chief conductor, station and other workers |
|
One long | "Go to the Train" | An officer on duty at a railway station or, on his instructions, an officer on duty at a park, a signalman, an officer on duty at a switch post or a chief conductor; the driver of the leading locomotive answers; The driver of the second locomotive repeats the signal during double traction. If a train departs from a railway track that has an exit traffic light, this signal is given by the driver of the leading locomotive after the exit traffic light is opened; the driver of the second locomotive repeats the signal during double traction |
Three long | Requirement for employees servicing the train to “Slow down” | Lead locomotive driver; the driver of the second locomotive repeats the signal during double traction |
Two long | Requirement for employees servicing the train to “Release the brakes” |
|
Three long and one short | About the arrival of the train at the station not in full force | Lead locomotive driver |
Three long and two short | Summoning to the locomotive an assistant driver, chief conductor, chief (mechanic-foreman) of a passenger train, supervisor of work on a service train | The driver of the leading locomotive stopped on the train stage |
Double traction following |
||
One short | Request to the driver of the second locomotive to reduce traction | The driver of the leading locomotive repeats the signal from the driver of the second locomotive |
Two short | Requirement for the driver of the second locomotive to increase traction |
|
Two long and two short | Requirement for the driver of the second locomotive to “Lower the pantograph” |
|
Following with a pushing locomotive |
||
Two short | Requirement to start nudging | Lead locomotive driver; the driver of the pushing locomotive repeats the signal |
One short, one long and one short | The demand to stop pushing, but not to lag behind the train |
|
Four long | The demand to stop pushing and go back |
|
Notes: 1. When a double traction train is traveling with a pushing locomotive, the driver of the second locomotive repeats all signals after they are given from the pushing locomotive. In this case, the procedure for the driver of the pushing locomotive to give the signal “Lower the pantograph” is established by the owner of the infrastructure, the owner of the non-public railway tracks.
2. If there is radio communication, sound signals when trains are traveling with double traction or with a pushing locomotive can be replaced by negotiations between drivers.
97. The warning signal is one long whistle, and when moving along the wrong railway track - one long, short and long whistle of a locomotive, multiple unit train, special self-propelled railway rolling stock is given:
1) when the train approaches railway stations, waypoints, passenger stopping points, portable and manual signals requiring a reduction in speed, signal signs “C”, excavations, curved sections of the railway track, tunnels, railway crossings, removable railcars, removable repair towers, track cars and other removable moving units, and on non-public railway tracks, in addition, when approaching car dumpers, bunkers, overpasses, carriage scales, cargo flow restoration devices, cargo defrosting garages, as well as other objects located on non-public railway tracks ;
2) when the train approaches the work site, starting from the kilometer preceding the one indicated in the warning, regardless of the presence of portable signals;
3) upon perception of the manual signal “Lower the pantograph” given by the signalman;
4) when approaching people on the railway track and in other cases established by the owner of the infrastructure, the owner of non-public railway tracks.
When traveling during fog, snowstorms and other unfavorable conditions that reduce visibility, the warning signal is repeated several times.
Train compilers who have stopped maneuvers due to the reception of a train, signalmen and those on duty at the switch post at the warning signal are each obliged to check and make sure in their own area that the safety of the movement of the received train is ensured.
98. The alert signal is given by one short and one long whistle of a locomotive, multiple unit train, special self-propelled railway rolling stock and is repeated periodically:
1) when approaching a traffic light with a red light that has a conditionally permissive signal, and further following the block section;
2) when following a traffic light with a red light, as well as with an unclear indication or one that went out after parking in front of it and further following the block section;
3) when approaching the entrance traffic light with a moon-white flashing light of the invitation signal and in all other cases of receiving a train at the railway station with a prohibitory indication or the main lights of the entrance signal have gone out;
4) when receiving a train along the wrong railway track (in the absence of an input signal along this railway track). This signal must also be given when further traveling along the neck of the railway station.
99. When trains meet on double-track sections, warning signals are given with one long whistle: the first signal when approaching the oncoming train, the second when approaching the tail of the oncoming train.
100. Sound signals about the approach of a train are given:
1) on the stretch - as linemen of railway tracks and artificial structures, those on duty at railway crossings, managers of track work and work on the overhead contact network, or workers accompanying removable repair towers and track trailers;
2) at railway stations - signalmen and attendants of entrance switch posts.
The approach of an odd-numbered train is notified by one long sound signal, and that of an even-numbered train by two long beeps.
Signalmen and attendants at the entrance switch posts, upon hearing the train departure signal, give one long beep.
101. At railway stations and stages located within large cities and towns, resort areas, according to the list established by the owner of the infrastructure, the owner of non-public railway tracks, sound signals by locomotives, multiple unit trains, special self-propelled railway rolling stock should be made with a small whistle loudness, except when locomotives are moving in push trains, there is a risk of hitting people or obstacles, and there is a need to give alert and alarm signals.
At the same railway stations, whistle signals for locomotives, multiple unit trains, and special self-propelled railway rolling stock are not given when trains are departing, testing auto brakes, or when moving along depot railway tracks. The procedure for notifying passengers about the departure of trains at such railway stations is established by the owner of the infrastructure, the owner of the non-public railway tracks.
Reason for the train going the wrong way: carrying out major repairs along an even-numbered route K and D. Even passage route K-D closed to traffic. At the station TO There is train No. 3050 ready for departure.
Taking part in the game: Chipboard st. K and D(hereinafter - DSP), centralization post operator (hereinafter - OPC), train station dispatcher A(hereinafter referred to as DNC), locomotive driver.
Actions of the employees involved:
DNC plot A: decides to send train No. 3050 from the station TO along the odd wrong path;
calls via dispatch communication of DSP stations TO And D, makes sure that the odd path is clear and transmits the order.
DSP stations: register the order of the DNC in the log of dispatch orders of the form DU-58:
Form DU-58
DSP stations: After receiving the order, an entry is made in the train telephone log of form DU-47:
Form DU-47
Chipboard st. TO: records telephone messages in the journal form DU-47 on the left page, since train No. 3050 departs on an odd wrong track.
Form DU-47
Chipboard st. D: repeats the telephone message verbatim.
Chipboard st. TO: confirms with the words “Correct”, after which the time of transmission and reception is noted at both stations, certified by the signature of the chipboard.
Chipboard st. D: transmits a telephone message in the form:
Form DU-47
Chipboard st. TO: repeats the telephone message verbatim.
Chipboard st. D: confirms with the word “True.”
At both stations, the time of transmission and reception is noted and certified by the signature of the chipboard.
Chipboard st. TO: prepares the departure route for train No. 3050, closes it by selecting shunting routes with opening shunting traffic lights. The arrow handles are installed in the position corresponding to the position of the arrows on the route, red caps are hung;
through the DNC of the site A checks whether there is a warning on this route and, if so, hands it to the driver. A DU-50 form is presented for the driving lesson.
Notes: When a train departs, written permission to pass a closed signal is not required.
The route note gives the driver the right to proceed to the “Station Boundary” signal sign. According to the station's TPA, the travel note of the DU-50 form and, if there is a warning, the DU-61 form is handed over to the driver by the OPC.
Locomotive driver It is prohibited, if you have written permission to occupy the stage, to set the train in motion without instructions from the DSP transmitted via radio communication. If the radio station malfunctions, the departure of the train from the station is established according to the procedure specified in the station's TPA (clause 2.17).
"the wrong way"
