OOO "STROYPUTSSERVIS"
We offer a full range of services in the field of construction, repair and maintenance of public and non-public tracks, from the development of a feasibility study for the construction of an object to the commissioning of a railway track and its further maintenance (turnkey). Extensive experience in the structural subdivisions of the Ministry of Railways and Russian Railways, professional managers and highly qualified production personnel, the availability of equipment, tools and materials for the superstructure of the track, compliance with warranty obligations to the customer - these are the advantages that allow us to complete work on time and in full compliance with contracts, standards and technical documentation, taking into account all the wishes of the customer. We offer services in the Northwestern Federal District (St. Petersburg and the Leningrad Region, Arkhangelsk and Arhangelsk region, Veliky Novgorod and the Novgorod region, Petrozavodsk and the Republic of Karelia, Syktyvkar and the Komi Republic, Pskov and the Pskov region, Vologda and the Vologda region).

Clearing the path from snow

Organization and technology of manual path clearing

Clearing the path of snow, on which the composition is located, when deep drifts are formed, it should be done in parts. As cleaning the railway track from snow wagons should be taken one by one to a place cleared of snow. Exempted from skidding, the composition is partially or completely displayed at a separate point for formation and further following its destination.

After cleaning the composition from the infested area railroad tracks it is necessary to immediately complete the cutting of the walls of the snow trench in such a way that the gauge of the track is provided for the unhindered passage of trains and the operation of the snowplow.

When manually cleaning the railway track snow inside the track must be cleared at least 50 mm below the level of the top of the rail head, and outside the track - at a level with the top of the rail head.

On the underhill tracks in the areas of wagon braking with shoes, it is made on both sides of the rail below the level of the top of the rail head by 50 mm.

Clearing snow and ice from turnouts

The most vulnerable elements of the path during snowfalls and blizzards are turnouts and, first of all, arrows in the area of ​​​​adjacency of wits and frame rails, as well as sleeper boxes with transfer rods.

When clearing turnouts from snow first of all, they clean the space between the frame rails and switch points, electric drive rods, movable cores of crosses, counter-rail and cross gutters, i.e. directly the switch itself, if frozen snow or ice is not blown out with an air stream (during pneumatic blowing), cleaning should be performed with a scraper .

In the pre-winter period for the effective functioning of stationary devices clearing arrows from snow ballast should be cut out in sleeper boxes so that the clearance between the base rail foot and the ballast is at least 10 cm. Clearing the turnouts from snow and ice during snowfalls and blizzards should be carried out by stationary pneumatic hose cleaning devices and manually using tools. On turnouts for ice chipping an impact pneumatic or electric tool can be used.

For companies equipped turnouts, local instructions for organizing work and ensuring safety must be approved in the prescribed manner when clearing turnouts from snow and ice.

Cleared turnouts and railroad tracks this is a guarantee of safe and uninterrupted movement of the locomotive and, therefore, stable work enterprises.

Trudovoy Desant LLC performs snow removal on railway tracks, turnouts and railway crossings.

Snowfighting is a purely railway term that you won't come across in any other industry. It includes a set of measures to prevent snow drifts, protect the track from snow, as well as directly snow removal - cleaning railway tracks and turnouts from snow.

The work of railway transport, which is reasonably considered to be all-weather, is not affected by many adverse weather conditions. Despite this, snowdrifts and drifts are a serious threat to rail transport. Heavy snowfalls and the snowdrifts they create pose a problem for the movement of rolling stock. Snow, falling on the railway track, creates additional resistance to movement, increases energy consumption, and contributes to a decrease in travel speeds.

So, at the dawn of the formation of railway transport, when the technique of snow control had not yet been developed, the snow element could paralyze the work of individual sections of the railway for a long time.

The history of snow fighting on railways

Railway track snow removal has been a problematic issue since long before the widespread use of the railway network. For Russia, it was especially relevant; it was discussed not only by engineers, as documents show, but also by the public. Snow removal of railways in Russia was a duty, the villages were covered with "snow horse and human" duty, often this work was performed by military units. This fact is confirmed by a cutting from an English newspaper of the late 19th century, containing engravings telling about the removal of snow on railway near Orenburg.

Snow fighting on the railway was also carried out with the help of fencing the tracks with snow shields, as well as by the forces of passengers who manually rescued the stuck train with shovels.

At present, the arsenal of snow control methods has expanded significantly: this includes protection against snow drifts with the help of long-term forest plantations and special prefabricated lattice shields and fences, electric heating and pneumatic blowing of turnouts, treatment of metal parts of the upper structure of the track with anti-icing and anti-icing chemicals. Various modern self-propelled snowplows are being developed and put into use, both on a combined automobile and on a railway track.

Snowball Instructions

Snow fighting on the railways Russian Federation regulated by the following regulations:

• (instead of the previous instruction on the procedure for preparing for work in the winter and organizing snow fighting on the railways of Russian Railways, approved by order of Russian Railways No. 1338r dated June 30, 2006);
• Instructions for snow fighting on the railways of the Russian Federation No. TsP-751 dated 04/25/2000;
• Standard technically justified time limits for snow removal.

Snowballing on railroad tracks

The maintenance of non-public railway tracks is provided at the expense of the owner of the tracks, including the cleaning of non-public railway tracks from snow. Trudovoy Desant LLC performs these works on non-public railway tracks both manually and with the use of specialized small-scale mechanization tools - Honda caterpillar snowplows. With a significant amount of snow, the paths are cleared using self-propelled special equipment on a combined course. In the event of a heavy snowfall, we attract heavy self-propelled equipment on the railway track from Russian Railways.

From the moment of the onset of snowfall, the employees of our organization take measures according to the plan for clearing and removing snow from non-public tracks and turnouts to ensure the uninterrupted movement of rolling stock, if necessary, establish round-the-clock duty of company employees, organize the work of snowplows, and produce high-quality cleaning of tracks from snow after passage of special equipment.

It should be noted that the criterion for good clearing of tracks from snow is quite measurable and is fixed in the instructions for snow removal on the railways of the Russian Federation - when manually clearing the track, snow inside the track should be cleared at least 50 mm below the top of the rail head, and outside the track - in level with the top of the rail head.

Snow removal of turnouts

Particular attention should be paid to issues related to the snow protection of turnouts. For the normal operation of the railroad switch in winter necessary condition is the absence of ice and snow pressing in the areas of operation of the moving parts of the turnout: between the sharp point and the frame rail, in sleeper boxes under the working rods of the drives and external contactors, on crosses with a movable core.

When performing work on breaking ice at turnouts and in places of obstacles, precautions must be taken to exclude the possibility of overlapping signals. On turnouts for ice chipping, manual, as well as percussion pneumatic or electric tools can be used.

In the pre-winter period, for the effective functioning of stationary devices for clearing switches from snow, it is necessary to cut the ballast in sleeper boxes so that the clearance between the foot of the frame rail and the ballast is at least 10 cm. manually using tools using means of signaling and communication with the station attendant.

At present, it is possible to equip turnouts with electric heating or pneumatic blowing. Our company, on the instructions of the customer, can perform installation and installation of the above technical devices.

Snow removal from railway crossings

In accordance with the Conditions for the operation of railway crossings, approved by order of the Ministry of Transport of Russia No. 237 dated July 31, 2015, the owner of non-public railway tracks, while maintaining roads within the borders of the railway crossing, ensures that the roads are cleared of snow and ice, combats winter slipperiness, produces cleaning of snow banks from the roadsides, organizes the loading and removal of snow, and also takes measures for regular cleaning of the elements of the crossing from snow and ice.

Trudovoy Desant LLC will help organize the whole range of works to maintain the condition of the road surface and the crossing deck in accordance with regulatory documents.

The uninterrupted operation of railway transport in winter conditions largely depends on the reliable protection of the tracks from snow, as well as their timely cleaning of snow from snow during snowfalls and snowstorms.

Trudovoy Desant LLC performs the whole range of works: organization of snow fighting on railway transport, snow removal of railway tracks, snow removal of turnouts, railway crossings and technological passages.

Our company organizes work in such a way as not to disrupt the train schedule, ensure timely delivery/removal of the rolling stock to the places of loading or unloading, do not interfere with passengers and station personnel, and eliminate the adverse effects of the snow element as soon as possible.

Although it is customary to consider rail transport to be all-weather, snow is a direct safety hazard for the movement of rolling stock on railway tracks. Therefore, when winter sets in, each owner of railway tracks is faced with the need to clear tracks, turnouts and other infrastructure from snow drifts.

By law, the maintenance of non-public railway tracks, as well as their cleaning from snow and other weeds, falls on the shoulders of the owner.

Snow fighting on railway tracks is a set of activities that come down to two main components. Such as the prevention of snow drifts and their elimination.

The fight against snow drifts must be approached comprehensively. Therefore, already at the design stage, protective devices and devices are provided. One of the most common and effective is long-term afforestation along the railway line. Also used, less popular, but no less effective, special prefabricated lattice shields and fences.

To clear the railway tracks from snow drifts, specialized equipment is used, both on the railway and on the road. Owners of small access roads, as a rule, do not have their own snowplows, and clean their roads of non-common use with wheeled bulldozers and loaders.

Snow fighting on railway tracks is regulated by regulatory documents. Such as, "Instructions for preparing for work in the winter and organizing snow fighting on railways, in other branches and structural divisions of Russian Railways, as well as its subsidiaries and affiliates" approved by order No. 2243r and "Instructions for snow fighting on railways Russian Federation” No. TsP-751

The requirements of the instructions for snow removal on the railway. paths comes down to one basic rule. Inside the track, the snow cover should be removed 50 mm below the level of the rail head, and outside the track, the snow cover should not be higher than the level of the rail head.

Clearing railroad switches from snow and ice is fundamentally different from clearing tracks. For switches, at stations, electric heating and pneumatic blowing are usually used, processing of metal parts of the track superstructure with special anti-icing chemical compounds is no less popular.

Get ready for snowballing ahead of time. In autumn, to improve the operation of stationary devices for clearing turnouts from snow, ballast should be cut out of sleeper boxes, so that there should be at least ten centimeters from the top of the ballast to the bottom of the frame rail. Clearing of switch mechanisms from ice and snow is carried out by stationary systems of electric heating and pneumatic cleaning, and manually using special tools.

On small non-public tracks, turnouts are in most cases cleaned manually, with hand tools and fixtures.

One main requirement can also be distinguished from the instructions for cleaning turnouts, which boils down to the fact that all areas of operation of the moving parts of the turnout mechanism, namely between the sharp point and the frame rail, in sleeper boxes under the operating rods of the drives and external locks, on crosspieces with movable core must be cleared of snow and ice.

If the path intersects with the road, special attention should be paid to clearing snow and ice from the troughs between the counter rail and the rail head at the crossing itself, and this work must be done regularly, and not only after snowstorms and snowfalls. Snow is pressed into these gutters by the wheels of vehicles when crossing the railway track.

Thus, each owner of the railway track must understand that the uninterrupted provision of the movement of rolling stock in the winter period depends to a greater extent on the protection of the railway. tracks from snow drifts and timely cleaning of railway tracks, turnouts, crossings and other infrastructure components from snow and ice.

Heavy snowfalls and the snow drifts they cause pose a serious danger to train traffic. Snow, getting on the track, creates additional resistance to the movement of trains, causes additional consumption of energy and fuel, a decrease in speed, complicating the operational work of the section being driven.

The history of the fight against snow drifts on the railways of Russia

In the last century, due to snow drifts, train traffic was often interrupted for a week or more. In 1880, on the section Orenburg - Buzuluk, due to a snowstorm, the path was closed for 50 days. In Russia, thousands of villages were covered with "snow human and horse" duty, large military units "fought" with snow. Passenger trains were supplied with shovels in winter, and the passengers themselves rescued the stuck train from the snow captivity.

The exceptionally difficult conditions of track operation in winter conditions stimulated the search for effective means of protecting the track from snow drifts. Russian engineers of communications in the development of methods for combating snow drifts have an undoubted priority.

In 1861, hedges were planted for the first time on the Moscow-Nizhny Novgorod road - the first spruce plantations.

In 1863, on the same road, for the first time in world practice, engineer V.A. Titov used a torn shield, which is one of the cheapest and most effective methods of snow protection. The shield in a short time gained universal recognition of all the railroad workers.

In 1877, for the first time, according to the projects and under the leadership of N.K. Sredinsky, seven-row forest plantations were created on the Kursk-Kharkov-Azov road, which soon began to be used on other roads.

In 1881, engineer Grigorovsky developed the basic methods of protecting the track portable shields. He recommended rearranging the shields when they are covered with snow (“earned”) at 2/3 of their height. Engineer S.I. Lazarev-Stanischev also played an important role in the development of the basic principles for fencing the places to be brought in with portable shields.

Since 1878, congresses of engineers of the track services of Russian railways were systematically held, at which topical issues of combating snow drifts were resolved. Over time, the shortcomings of portable shields became more and more prominent. So, nets began to appear on the roads snow fences. On Russian railways, lattice-type fences were used to protect the track.

In 1882, engineer M.P. Puparev a special system of collapsible snow protection systems was proposed, which is still used on modern railways.

In 1921, a special decision was made to organize tree and shrub plantations

In 1940, offices and production sites were organized, which were instructed to deal specifically with the issues of protective afforestation.

In 1950, by decision of the Government, a 5-year plan for the creation of human protection was approved, which was carried out by such mechanized units as forest protection stations.

It is interesting that one of the proposals for the creation of a snow removal machine was made by A.S. Pushkin. He welcomed the idea of ​​building railways in Russia. Back in 1836, he proposed in the journal Sovremennik, which he edited, to publish an article by a prominent railway engineer M.S. Volkov. Answering his friend, his poet V. F. Odoevsky, who forwarded Volkov’s article for the magazine, Pushkin, in particular, wrote: “Some objections to the project ( railway) undeniable. For example: about snow drift. For this, a new machine must be invented. There were no snowplows at the time of Pushkin, the first railway was just being built.

Snow removal equipment began with horse drags with a "power" of 1 liter. with. and small wooden plows driven by people.

Such plows cleared snow from the track near the rails when the snow height did not exceed 0.1 m above the rail heads; the work was carried out by waymen, and in case of need, from 2 to 3 workers were appointed to help them on 1 verst (1.067 km.) of the road.

On the St. Petersburg-Moscow railway in the 50s of the XIX century, a snow plow worked. Its device was simple: a wooden triangle with cutouts for the rails, which served as guides, and it was moved by five horses. Such a light snowplow was beyond the power of drifts and blizzards.

Soon, it was decided to equip the locomotive with a plow-wing. In 1879, the Russian engineer S.S. Gendel built plow snow plow mounted on a locomotive. The snow first rose to the top, and then scattered to the sides. Such plows could clear drifts with a depth of no more than 0.30-0.40 sazhens (0.64-0.85 m).

In the same 1879 at st. Mineral water Vladikavkaz railway machinist Berens created and tested a prototype rotary snow blower. The administration of the plant, to which the inventor handed over the drawings, refused to build the machines. And five years later, a similar snowplow was built by the American engineer Leslie.

In 1884, according to the project of A.I. Tsitovich, a snow plow was built, consisting of an iron triangle, fixed under the base of an ordinary platform for transporting timber, between its axes. During operation, it was attached to the locomotive from behind, but it was not used much, since the lower part of the triangle was installed in size, i.e. 5" (0.127 m) above the head of the rails. Therefore, after the passage of the cleaner, a layer of snow remained.

In 1886, engineer S.P. Bagrov built a snowplow for locomotive traction according to his own system, in which the shortcoming of the Tsitovich mechanism was eliminated. He captured the snow below the head of the rails, and on bridges and crossings, the triangle had to be raised up. After two years of operation, disadvantages were found such as the use of a large number of workers when lifting the triangle (at least 6-8 people) and the possible derailment in deep snow due to the light structure. At high speed, the axle boxes of the wheels often burned, there was no device for turning it anywhere.

These imperfections led to the creation of a new plow snowplow engineer A.E. Burkovsky, who improved the snow plow engineer Bagrov. It was one of the most successful snowplows that lived a long life (it was used on our railways until 1935). It was a covered freight car, under the base of which an iron snow spreader was fixed, consisting of two parts: a fixed one with folding wings and a movable (or nose) with the possibility of automatic lifting. The snow plow was attached to the tail of a freight train, the number of wagons of which depended on the amount of snow being removed. In heavy rainfall, an auxiliary locomotive was used.

In the 80s XIX century engineer Lobachevsky created snow blower, which cleared a layer of snow up to 1.5 m. In winter conditions, 1890-1891. on the Riga-Orlovskaya road, a snowplow was tested according to the Lobachevsky-Yakubenko system. It consisted of a two-axle covered freight car, in which there were 2 horizontal axles with blades or wings mounted at the ends, rotating in vertical planes, one of which protruded slightly in front of the other. The wings were placed in iron casings open in front and on one side and were intended for scattering snow in different directions. In the front part there was a "nose" that cleaned the snow from the rails and fed it to the blades. The horizontal axles with wings were driven by two "rotary" machines, for which steam was obtained from the boiler of a steam locomotive. But the snow plows of the described system did not give the desired results in practice, and therefore were not widely used.

At the end of 1985 Southwest Roads purchased a Leslie system rotary snow blower (The Rotary), manufactured in Copenhagen at the Smith Mygend plant. Its weight in working condition reached 52 tons, the steam engine could develop work from 400 to 1000 horsepower.

There have been no severe winters or heavy drifts since the purchase on the Southwestern roads, and therefore the machine has not been able to show its full working capacity.

In 1902, the first 10 domestic rotary snowplows of an improved design were manufactured at the Putilov factory in St. Petersburg.

In 1910, engineer A.N. Shumilov developed a project for a snowplow with a conveyor supply of snow to platforms standing on an adjacent track.

Snow fighting in the Soviet era

After the Great October revolution the fight against snow drifts began to be regarded as an important state task in ensuring the smooth operation of railways.

In 1919, by order of the Soviet government, a commission was set up to study snow drifts, headed by the outstanding aerodynamic scientist N. E. Zhukovsky. S.D. Chaplygin, who wrote in 1920-1921, took part in the work of this commission. a number of articles on the theory of snow protection.

The first editions of instructions and memos are interesting, dedicated to the topic"Snow fighting on railways", currently stored in TsNTIB. One of these books was published in 1933 by the Zheldortransizdat publishing house.

In the 1930s, the concept cyclic technology of machine snow removal at stations with sequential execution of operations. These operations include: taking snow from the track, loading it with accumulation in the intermediate cars of the snow train, transporting it to the place of unloading, unloading the snow into a dump, returning the train to the place of loading. Its undoubted advantage is the occupation of one track when performing all operations, which is especially important in conditions of intensively working stations.

One of the oldest ways to deal with snow - snowmelt. In order to reduce the cost of removing snow from the tracks to st. S.-Petersburg of the Nikolaev railway at the electric lighting station, a special snow melter was arranged, in which the snow was melted by the exhaust steam of the machine. Within an hour, she was able to turn 30.5 m 3 of snow into water. Then came mobile snow melters. To heat the arrows, kerosene nozzles with a kerosene bottle were used. From above, air was pumped into the cylinder with a hand pump, kerosene entered the nozzles through 2 tubes. For the period 1936-1937. there were 165 sets of such installations. One such heater could serve up to 10 arrows. This method was quite convenient. The arrow turned out to be clean, but there was a problem of draining water from melted snow. It was decided to create a model of a car that would solve this problem. So it appeared on the railways car-snow melter of the B.N. Arutyunov system, p intended for snow removal from station tracks and its melting. It was used as part of a train consisting of a steam locomotive, three 50-ton tanks, where melted snow is pumped by a pump, and a special snow melter car itself. The steam locomotive was a traction unit and an energy base for supplying the machine with steam and compressed air.

Arutyunov system snowmelt car

The internal structure of the car-snow melter

General form

Two-axle plows were used to clear hauls. snow plows "Bjerke" with manual control, which removed snow cover up to 0.8 m high at a speed of up to 30 km/h. With a thicker layer, the snowplow derailed.

In 1933, the Bjerke snow plow was modernized and switched from manual control to pneumatic, and in 1946 double and single track were created instead. snow plows.

Single Track Snow Plows Bjerke systems and TSUMZ double-acting systems are designed to clear station tracks and spans from snow with a layer of up to 1 meter. The movement of the snowplows was carried out by a steam locomotive, while the snow was thrown on both sides of the track. Due to the concave surfaces of the wings of the TsUMZ snowplow, the snow cleared along the way was thrown to the sides at a greater distance than the Bjerke snowplow.

Transport position of Bjerke snow blower

Double Track Snow Plows the TsUMZ and Bjerke systems were designed to clear snow from station tracks and hauls. The movement of snowplows was carried out by a steam locomotive, while the cleared snow was thrown to one side. The concave moldboard surfaces of the main wing of the TsUMZ system snowplows ensured that snow was thrown to a greater distance (10–12 m) from the cleared path than the Bjerke system snowplows.

Transport position TSUMZ

Snowplow TsUMZ, 2005

In 1945, a snow plow was built to clear deep drifts. "RAM", upgraded in 1955, which belonged to the plow-type snow plows, was more powerful and was designed to clear paths on the stretch with drifts up to 3 m high.

Snow plow "TARAN"

Snow plow "TARAN" in a modern design

Created in the 1940s snow blower with the selection of steam from the steam locomotive. It was intended for clearing snow drifts, which cannot be cleared with ordinary plow snow plows. The principle of operation is to cut and capture snow by a rotating rotor and throw it out of the way under the action of the resulting significant speed. The rotor of the machine was driven by steam engines powered by steam from their own steam boiler or from the boiler of a steam locomotive.

Rotary snowplow TsUMZ, transport position

TSUMZ - working position

The first snowplow with snow loading onto platforms on the adjacent track was proposed in Russia in 1910. In the 1930s-1950s, snowplows with longitudinal loading of snow and moving it along the train to the unloading device were common. One of the first snowplows to find use had all the elements that are inherent in the head machines of modern snowplow trains. Snow was taken from the middle of the track and at the ends of the sleepers by a rotating drum with blades was fed to a longitudinal conveyor. The car had side fenders for clearing the track. The snow was fed through the conveyor to the trailer platform, which, after loading, was replaced with an empty one.

Snowplow system Gavrichenko was a special train designed to clear and remove snow from the station tracks. It was designed in such a way that, when passing along a snow-covered station track, it mechanically scoops up snow from both adjacent inter-tracks and loads it onto itself, just like snow from the track on which it goes. By the winter of 1936-37. 100 of these snow blowers were ordered. The train consisted of a lead snowplow, five intermediate gondola cars and a sixth self-unloading car. The movement and power of the mechanisms was carried out by compressed air of the steam locomotive. When moving, the lead vehicle raked snow and passed it along two belt conveyors operating from the axis of the slopes, loading the entire train with snow.

Snowplow system Gavrichenko. The train is in transport position. View from the tail car.

Intermediate cars

Working position of the train

Gavrichenko snowplow in a modern design

AT post-war years in the USSR, a PS track plow and a powerful combined machine SS-1, equipped with side moldboard wings and end shields for earthworks and snow removal, which is widely used at the present time.

Track plow PS p performs cutting and cleaning of ditches, development of slopes, cutting of roadsides and mandrel of ballast edges, various planning works and cleaning of stations from snow. It moves with the help of a steam locomotive, from which it also receives compressed air, which drives the working bodies of the machine.

Track plow PS (ditch cleaning)

Snow handling on station tracks

Plow-snow plow SS-1 performs cutting and cleaning of ditches, development of slopes, cutting of roadbed shoulders, mandrel of ballast edges and various planning works. This machine can clear the tracks from snow on the haul in both directions of movement.

Snow plow in transport position

Wing opening

Cuvette cutting

Subsequently, the steam rotary snowplows were replaced by an electric three-rotor snowplow, in which the snow is cut out by a drum feeder and thrown to the side by a rotor. This machine allows you to develop a snow layer up to 4.5 m high.

In the late 1950s and early 1960s, on the basis of this technology in the USSR, second-generation snow-removal trains with head machines SM-2.

Snowplow CM-2

They had their own diesel generator set and an electrified drive of working bodies, equipped with a feeder drum for snow intake and side brushes for cleaning between tracks. Along with the snow, the train clears debris from the track. Later, other modifications of the SM-2 machine were created: SM-2M, SM-4, SM-5 and SM-6.

Snowplow CM-2M

Snowplow CM-5

Appeared combined type snow plows, equipped with plow devices and a milling working body, which can work both trailed and self-propelled.

Self-propelled vehicle SM-6 designed to remove snow and weeds from station tracks, turnouts and railway necks. way, with loading into the body and mechanized unloading in certain places. Unloading can be carried out directly during the operation of the machine, without loading the body, through 2-3 tracks in both directions from the axis of the track.

Self-propelled snowplow SM-6

Currently, non-self-propelled snow plows are also used to clear tracks from snow, which are used on 1520 mm gauge railways in areas with a temperate climate. For example, pneumatic cleaning machine POM-1M.

Trailed non-self-propelled machine POM-1M

The capabilities of snowplow trains are also being improved. For example, p PSS-1 train, which is designed to clean snow, ice and weeds, including turnouts and necks, loads into its own body with subsequent mechanized unloading in designated areas or in the process of working to the side. It is manufactured in three versions: 3, 4 and 5-car.

Mobile snowplow (PSS-1)

Cleaning of turnouts

On issues related to protection against snow deposits on turnouts, should be emphasized. One of the conditions for the trouble-free operation of the turnout switch in the winter is the absence of accumulations of ice and snow in the areas of operation of moving components and parts: between the sharp point and the frame rail, in sleeper boxes under the working rods of the drives and external contactors, on crosspieces with a movable core.

When the mass equipment of arrows with electrical interlocking began, the problem became the most urgent. In the 1930s, a hose-type air blower was used to clean the arrows of the underhill paths. Compressed air was supplied from stationary compressors designed to power the car retarders.

Later, a project was developed for pneumatic devices for cleaning switches with longitudinal blowing of the troughs between the point and the frame rail for mechanized sorting humps. This predetermined for many years the use of compressed air to clean the switches of stations.

The work of the railway workers of the Far Eastern Railway

Although blowing greatly increases the reliability of the operation of the switches in the winter, however, it requires a large amount of additional work on manual cleaning, especially during heavy snowfalls and blizzards, and is practically useless in wet snow.

On domestic roads, steel remove the automatic air cleaner ku, supplemented by a hose blower to ensure a more thorough cleaning of snow from the entire turnout and electric heater. The design of pneumatic cleaning devices was developed by the Giprotranssignal-Svyaz Institute (GGPS) with an electro-pneumatic valve of the EPK-64 type, which has two electromagnets that open access to compressed air to one or another pointer of arrows ki depending on which electromagnet is energized.

Devices for automatic pneumatic cleaning of arrows include a compressor unit; special fittings (pipes with nozzles) directing compressed air into the space between the blade and the frame rail; electropneumatic valves type EPK-64; compressed air supply control; remote control fittings mounted in the premises of the electrical centralization post or switch post; starting equipment (buttons) installed on the arrow control panel.

A set of switch fittings consists of: pipelines made of inch pipes that supply and distribute compressed air to the outlets and nozzles, which are laid along the frame rails; bends with nozzles, of which compressed air is supplied to the space in between the pressed wit and the frame rail; pipes with a diameter of 1.5 inches, supplying air from EPK-64 to pipelines; flange insulation of one pipeline from another; reinforcing parts: couplings, locknuts, tees, bolts, brackets, etc.

To ensure the uninterrupted and safe movement of trains in the winter, one of the most effective ways to clean switches is used in railway transport - electric heating. Tubular elements (TEH) are used for electric heating. They are seamless steel tubes, inside which a nichrome helix passes, isolated from the walls of the tube by magnesium oxide.

The widespread introduction of electric heating of turnouts began in the 80s of the last century. A system of devices for electrical heating of turnouts was developed using cabinets for electrical heating of turnouts (SHUES).

As the main system on the network, it used for over 20 years. However, for such a long time, the elemental and technical base of the system equipment has become obsolete morally and physically. In this regard, in 2010-2011. a new system of electric heating devices for turnouts TO-168-2010 was developed, the main elements of which are: electrical heating cabinet for turnouts with power supply and control equipment (SHUES-M); improved fittings for electric heating of turnouts; means of control, management and monitoring of the operation of electric heating devices; power supply device and cable networks of power supply, control and management.

The main element of the electric heating system is the SHUES-M cabinet. It replaces outdated SHUES cabinets andprovides a significant increase in the reliability, efficiency and durability of the devices electric heating of turnouts, and also makes it possible to use modern means of control, management and diagnostics. One cabinet allows organize power supply 1 to 12 heated turnouts with a total capacity up to 125 kVA. A wide range of capacities of SHUES-M allows you to choose the best option for heating the maximum number of switches and, accordingly, reduce the cost of equipment with electric heating of one turnout and further operation. Mounting dimensions of SHUES-M cabinets are the same as those of SHUES. It simplifies replacement of obsolete equipment and reduces the cost of its reinstallation.

For turnout equipment electrically heated transfers, an improved fitting has been developed that provides installation, connection and protection against mechanical damage of electric heating elements, rail temperature sensors and cables. Also included in the fittings includes heat-retaining screens designed to reduce heat loss during heating frame rails on the switch and guard rails on the cross with a movable core.

The developed fittings obes provides the maximum degree of clearing of snow and ice from the arrows by heating the points, frame rails, points and guardrails of crosses with movable cores, sleeper boxes under working rods and external locks. Heating of arrows is carried out by rod flat-oval electric heaters that do not induce an external magnetic field and do not interfere with the operation of automatic locomotive signaling.

Electric heating of turnouts SHUES-M on the Oktyabrskaya railway.

Currently, on the Oktyabrskaya railway. electric heating of turnouts SHUES-M is used in 24 track distances.

With all its advantages, electric heating, like other devices for stationary protection of switches from snow, does not completely exclude manual work, especially snow removal in the necks - the most stressful place at the stations. Therefore, it is necessary to use new protective devices that exclude the deposition of snow in the necks, using air curtains, infrared emitters, directed electric fields, and the construction of light roofs.

In 2011 at Dacha Dolgorukov station (PCh-14) Oktyabrskaya railway implemented system pilot project geothermal heating of turnoutsTriple-S(manufactured in Germany).

This is an innovative turnout heating system using geothermal technology based on heat pumps in combination with the latest control and regulation devices. System Triple-S operating on the principle of a heat pump and using geothermal heat, provides a reduction in energy costs by 60% compared to classical heating systems. In addition, the reduction in primary energy consumption allows for an 80% reduction in CO 2 emissions.

The system includes 3 main components:

Eco-friendly natural heat source;

Heat pump unit;

Heat exchanger (heater attached to the neck of the rail).

As a heat source in this system, geothermal energy of the earth's crust, taken with the help of deep probes or surface collectors, as well as heat removal for groundwater, air or wastewater can be used. Through the use of this system, a significant contribution is made to the implementation of EU decisions to reduce carbon dioxide emissions into the atmosphere.

System installation Triple-S was carried out from November 15-30, 2011. 10 energy baskets were laid as sources of thermal energy along the railway tracks. To supply heat to the heat exchangers of the wit and the frame rail, heat carrier pipes were connected to them. The system was controlled by a weather station with a set of sensors in combination with temperature sensors mounted on the rails. The system installed on two turnouts showed uninterrupted operation during the 2011/2012 heating season.

During the heating season, electricity consumption by the TripleS system amounted to 2.175.6 kWh, what 22.4 times less than the energy consumption of an electrical system with an average annual consumption 48.792 kWh

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Considering the experience of creating and developing trends in the development of snowplows, we can say that at present it has become more versatile due to the versatility of the tools being created.

Nevertheless, the tasks of widespread use of light and medium types of snow plows on the road network, equipped simultaneously with plow, milling-rotor working bodies in combination with fan installations, remain relevant.

In areas with heavy and high-speed traffic, preventive cleaning with such snowplows should be carried out at speeds close to the speed of passenger trains, with minimal haul occupation. In places of obstacles, instead of a plow, cleaning will be carried out with a jet of air, and packed snow - with a cutter, but at a lower speed. The working bodies must be brought to the transport position automatically according to the signals of the sensors installed along the way.

Heavy snowplows should mainly be designed for drifts with a height of more than 1.5 - 2 m and be equipped with a developed system of active working bodies that make it possible to minimize the frontal resistance of the machine and develop trenches in one pass on single-track sections, and on multi-track sections - with the number of passes according to the number ways.
Numerous studies carried out by the employees of TsNIIS and NIIZhT, as well as the extensive experience of railway workers, made it possible to create a theory for designing reliable means of protecting the track from snow drifts. . Was with a new applied science has been created - engineering snow science, thanks to which it became possible, based on the processing of meteorological data by the method of mathematical statistics, to solve practical problems of creating optimal means of protecting the path from snow drifts.

Southern passage of the Trans-Baikal railway Ferry Haranor - Arabatuk.

Protective windbreaks with multi-tiered snow protection on the Krasnoyarsk railway.

In order to prevent emergencies in avalanche-prone areas located near the railway, specialized organizations annually carry out forced descent of snow masses.

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The Krasnoyarsk Railway is implementing a set of measures to prevent spontaneous avalanches and organize the safe movement of trains. Specialists of the anti-avalanche station and the road diagnostics and monitoring center of the Krasnoyarsk highway monitor the condition of the snow cover in places of possible avalanches around the clock. There are 24 avalanche sections on the highway, 22 of which are located on the Chulzhanskaya distance of the track. At 130 and 165 kilometers of the Luzhba - Charysh and Charysh - Balyksu sections of the Chulzhanskaya section of the Krasnoyarsk Mainline, a special control over the state of the snow cover in the mountains has been established. Avalanche protection devices are installed on all dangerous hauls, and receiving sinuses are prepared for receiving snow masses.

Forced descent of snow masses on the Krasnoyarsk railway on January 31, 2013

Cutting a snow excavation on the Yeletska-Polyarny Ural section of the Northern Railway.

Work on clearing the track on the East Siberian railway.

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TECHNOLOGY OF CLEANING RAILWAY TRACKS FROM SNOW AT STATIONS AND STATIONS

The technology of clearing the railway track from snow on hauls

Clearing the track from snow on hauls should be carried out, as a rule, by snow plows, as well as snow removal trains at the locations of passenger platforms.
Manual cleaning is carried out in those places where it is impossible to let a snowplow or a snowplow train in working condition (crossing decks and approaches to them, junction arrows, sections of track on the approaches to bridges, tunnels, between platforms and other obstacles), as well as in all cases when the passage of snowplows and snowplows is delayed.
The collection of workers involved in snow fighting, their passage to the place of clearing the tracks from snow and back should be carried out in accordance with the requirements given in paragraphs 2.8.8 and 2.8.9 of the Rules for labor protection during the maintenance and repair of the railway track and structures.
In conditions of heavy drifts, when passage away from the track and along the side of the road is impossible, it is allowed to pass along the track in compliance with the requirements given in clause 2.1.3 of the Rules for labor protection during the maintenance and repair of the railway track and structures.
Transportation of workers to the place of work and back must be carried out in accordance with the requirements given in paragraphs 2.1.5 - 2.1.13 of the Rules for labor protection during the maintenance and repair of the railway track and structures.
In areas where workers are transported to the place of snow removal and back by road, the requirements given in paragraphs 1.11-1.17 of the Rules for labor protection when transporting workers must be met, the placement of residential, domestic and service cars on the tracks in mobile formations of railway transport.

Snowplows and snowplows are sent to the place of work by the head of the track distance or his deputy.
The person on duty in the direction of the dispatch control center for transportation (if there is no person on duty in the staff of the dispatch control center for transportation - the dispatcher for transportation control (of the control area), having received an application from the head of the distance of the track, takes measures to immediately send a snow plow or snow removal train to the site.

Organization and technology of plow snowplows

The work on clearing the track on the haul with a plow snow plow or a snow removal train is led by a representative of the track distance in a position not lower than a road foreman, who has been trained and certified to work with snow removal equipment.
Plow all-metal snowplows of the SDP and SDP-M types can operate according to the scheme snowplow - electric locomotive or snowplow - diesel locomotive without cover.
Clearing the tracks from snow at intermediate stations is also done by snow plows and plows.
The operating speed of the snowplow during operation at the station should be up to 40 km/h, the plow - from 10 to 15 km/h, the snowplow train - depending on the amount of snow - from 5 to 10 km/h (set out in the Technical Description and operating instructions double-track plow snow plow SDP, SDP-M).
It is allowed to clear the track on a single-track section from snow by two snowplows with a locomotive between them (shuttle). With this method of operation, the loss of time for the rearrangement of the locomotive at intermediate stations and sidings is excluded.
It is advisable to clear the tracks on three-track sections with normal track spacings (the first 4.1 m and the subsequent 5.0 m) with two double-track snowplows. When passing in one direction, both snowplows must go in working order: one ahead along the middle path, dumping snow towards the outermost path, and the other behind it at a distance of at least 1.0 km along the outermost path, dumping snow downhill. AT reverse side snowplows return in the same way: one along the middle path, the other along the extreme path, completely clearing all paths of snow.
It is expedient to clear tracks from snow on four-track sections with normal track spacings with two double-track snow plows. During the first pass, the snowplows go in working order one after the other and clear the path by transferring snow from one path to another. When returning, the snowplows clear two paths on the other side (described in the Technical description and operating instructions for the double-track plow snowplow SDP, SDP-M).
When snowdrifts form on a stretch in a half-ditch located on a slope, in a straight or curved section of the track, they must be cleared in the following order:
on a single-track section - with a double-track snowplow, directing it from the side of the haul from which snow can be thrown down the slope of the slope (in the direction from the excavation to the slope of the embankment);
on a double-track section - by two double-track snowplows moving sequentially one after the other along both tracks, the distance between them must be at least 1.0 km.
Snow plows are directed from the side of the haul, from which the snow can be thrown in one run from one track to another, and then down the slope of the slope.
When plow snowplows operate in electrified areas, the voltage from the contact wire is not removed.
Sections of the track where there are oversized contact network supports, traffic lights, floor devices of the DISK, KTSM, UKSPS equipment and diagnostic complexes and other obstacles (pedestrian and crossing decks, counter rails or security devices of bridges and tunnels) should be indicated in the list of dangerous places of the section fixed behind the snowplow, and fenced off. If the work manager does not have reliable information about the presence of oversized signaling, centralization and blocking devices and contact network supports and not fenced in the established order, clear the path from snow only with the participation of responsible employees of signaling, centralization and blocking distances, power supply.
If the distance from the track axis to the inner edge of the contact network supports is less than 3.1 m, then special care must be taken. In the presence of such supports, it is forbidden to work with open wings, since at the moment of opening or closing the wings they can touch the supports. In these cases, the wings must be closed and secured with transport locks.
In addition, it is allowed to work with an open corner wing only in those sections where the distance from the inner edge of the supports to the axis of the track from the side of the corner wing is at least 3.3 m.
If on the track sections serviced by a snowplow there are supports located at a distance of less than 3.3 m from the axis of the track, then in order to be able to work with the corner wing of the SDP and SDP-M snowplows, it is necessary to cut the lifting fender liner and canopies on these snowplows according to the drawings attached to Technical description and operating instructions for the double-track plow snow plow SDP and SDP-M.
When a wagon-type plow snow plow or a plow is operating on a two- or multi-track section with closed wings from the side between the tracks, it is necessary to ensure that the following warning is issued: “A track plow (snowplow) is operating on the stretch ..... along ...... the track. When following the stage, be especially vigilant; give warning signals in front of places with poor visibility. These warnings are issued to station attendants at the request of the work manager from the track distance. If it is necessary to operate a snowplow or a plow with an open wing on the side of the intertrack, the adjacent track for the movement of trains is closed.
When installing stoves on snowplows and snowplow trains, the requirements specified in paragraph 3.5 of the Rules for labor protection when transporting workers, placing residential, household and service cars on the tracks and in mobile formations of railway transport must be met.
The doors of the stove must be tightly closed and have a device that prevents fuel from entering the furnace on the floor, and the stove must be equipped with a poker and a shovel and must have an additional metal fence on three sides that does not come into contact with the stove. In front of the firebox, a metal sheet with an asbestos gasket must be laid on the floor, a spark arrester must be installed on the chimney.
During the operation of heating stoves, firewood should be in a specially designated place, and coal should be in a special box, while it is prohibited:
use firewood, the length of which exceeds the size of the firebox;
heat the oven with the door open;
transport gasoline, kerosene and other flammable liquids in the cabin, as well as melt the stove with these liquids;
leave the stove with burning fuel unattended;
throw away ash and slag on the move;
to dry clothes, shoes on fences;
leave a fire in the stove when the crew members leave the car.
The room where the stove is located must be equipped with fire extinguishers, a box of sand and other fire fighting equipment.
In case of fire, burning wires, electrical equipment, fuel and lubricants must be extinguished only with carbon dioxide and powder fire extinguishers. It is forbidden to use foam fire extinguishers and water for these purposes.

Organization and technology of operation of rotary snowplows

The work on cleaning the path with a rotary electric snow plow is led by a senior road foreman or a road foreman.
The direction for the work of a rotary snowplow is carried out by the deputy head of the railway (for territorial administration) at the request of the head of the track distance.
When the track is cleared by a rotary snowplow on a double-track section, when the second track is cleared, the trains following this cleared track are passed at a speed set by the work manager, if necessary with a conductor. This must be indicated in the warning issued to the train driver. The place of work of a rotary snow blower is fenced along the adjacent path with stop signals. By the time the train passes, the snowplow stops and the wings close.
When working on an electrified section, the voltage from the contact wire must be removed.
Depending on the depth and density of snow, the operation of an electric snow blower to clear a snow drift can take place in one or two passes. With snow depth up to 1 m and low density, snow is cleared in one pass, that is, with open wings. With a snow depth of more than 1 m, clearing is carried out in two passes: the first pass with open vertical fender liner and closed wings, the second pass - along the cutting of the trench - with open wings.
When operating a rotary electric snow plow in conjunction with a diesel locomotive, the work manager must:
give a command to the electric snowplow driver to start the equipment, after making sure that the snowplow is signaling and that there are no people around it;
before sending the electric snow blower, give a sound signal beforehand;
to control the correctness of the work on cleaning and cleaning the tracks from snow and the movement of the hitch;
prevent the presence of unauthorized persons in the control cabin of the electric snow plow during operation;
Use the emergency stop switch only when absolutely necessary.

Organization and technology of work on clearing the way on hauls manually

On the most drifted and difficult sections of the track, where during a snowstorm there is a round-the-clock duty of working teams to clear snow drifts, a temporary telephone connection should be established with the road foreman or the foreman of the track. A work schedule should be established for the on-duty work crews and a room for heating and eating should be provided.
In the event of a train stopping on the haul due to snow drifts and the impossibility of leaving for a section of the track free of snow, the driver must request assistance and act in accordance with the requirements of the Rules for the Technical Operation of Railways of the Russian Federation.
Cleaning the path on which the composition is located, in the formation of deep drifts, should be done in parts. As the track is cleared of snow, the wagons should be taken one by one to the place cleared of snow. Exempted from skidding, the composition is partially or completely displayed at a separate point for formation and further following its destination.
After cleaning the train from the covered section of the track, it is necessary to immediately complete the cutting of the walls of the snow trench in such a way that the track clearance is provided for the unhindered movement of trains and the operation of the snowplow.

Clearing tracks from snow and clearing snow at stations
Organization and technology of clearing tracks with snowplows and snow removal at stations by snowplow trains

The start of work of snowplow trains and vehicles at the stations assigned to them is established by a telegram (telephone message) of the head, deputy head or responsible duty officer of the track, which is addressed to the person on duty in the direction of the dispatch control center for transportation (if there is no dispatch control center for transportation on duty in the staff in the direction - the dispatcher for transportation management (management area).
The person on duty in the direction of the dispatch control center for transportation (in the absence of a dispatch center for the control of transportation on duty in the direction - the dispatcher for transportation control (of the control area), having received a telegram (telephone message) about the start of work of snowplow trains, monitors their work through train dispatchers.
The working speed of the snowplow train - depending on the amount of snow - is from 5 to 10 km/h. The work of snow removal by snow-removing trains is supervised by an employee in a position not lower than the foreman of the track. With particularly heavy snowfalls, the complex use of snowplow trains, snowplows and plows is possible.
Upon completion of snow removal at large stations, snow removal trains, in accordance with the operational plan, are sent for snow removal to intermediate stations.
Snowplow trains must be equipped with radio communication with the station attendant or shunting dispatcher. railway station, as well as with the locomotive driver. Between the drivers of the snowplow train and the locomotive, radio communication must be constant.
Between the driver of the head car and the assistant driver of the end gondola car, radio or telephone communication equipment must be installed and constant communication should be maintained through it.
In sections not equipped with train radio communication, snowplow trains must be provided with other means of communication.
The work manager must be provided with a portable radio station with a spare power supply for communication with the station attendant.
To manage the work of snowplows, plows and snowplow trains, work managers from the distance of the track, dispatching personnel from the station and employees of the automation and telemechanics facilities should be allocated:
work supervisors from the track distance carry out technical management of snow removal;
dispatching personnel and station staff on duty ensure the movement of snowplows at the station;
employees of the signaling, centralization and blocking distance provide timely warning to the work manager about the presence of outdoor signaling, centralization and blocking devices.
When working with snowplows, plows and snowplow trains, the manager must:
ensure that the section of park or station tracks served by him is free from foreign objects and rolling stock;
supervise road clearing and snow removal;
familiarize the locomotive driver, as well as the head of the snowplow team, the plow driver and the snowplow train driver with the technological plan and schedule for clearing the tracks in advance;
upon completion of work, personally make sure that the snow-removing equipment is brought into the transport position.
Supervisors of work from track distances and signaling, centralization and blocking during the operation of snowplows at the station must be on the “field”, along the route of the machine at a distance of at least 10 m from the working mechanisms, which in advance give the command to the driver of the snowplow to lift the feeder and closing or opening of the wings if there are places along the front of the work that impede the work of these organs. Opening (closing) of the side wings should be carried out at a complete stop of the snowplow. During the period of work on clearing the track from snow, the work manager is obliged to maintain constant communication with the locomotive driver. In order to exclude cases of distraction of snowplow drivers, it is prohibited for the manager and responsible persons to be in the driver's cab while clearing snow from the track.
When cleaning the station tracks with the SDPM machine (by the transshipment method) and being in the interway between the station of the contact network supports, work is allowed only in the presence of a responsible representative of the power supply distance.
At large stations, by order of the head of the station, one of his deputies or an off-duty dispatcher is allocated to manage snow removal and ensure the unimpeded progress of snowplows, snowplows and snow trains, timely release of tracks in accordance with the operational plan for snow removal.
During the period of snowfalls and blizzards, when difficulties are created in the operation of large stations, the work of snowplow trains is directly supervised: from the station - the head of the station or his deputy, from the distance of the track - the head of the distance of the track, his deputy or senior road foreman (section head).
In the sorting park, first of all, snow is cleared and removed from the hump neck and sorting tracks at a distance of 150 - 200 m from the shoe ejectors (third brake position) deep into the park.
In this case, the snowplow train should be directed with its head towards the marshalling yard, and its locomotive - towards the receiving yard.
After the permission of the duty officer on the hill, at the command of the head of the work, the snow-removal train is fed from the hill to the cleared track with the neck cleared (except for the zone of wits of turnouts) along the route. When approaching the wits of the shooter and other obstacles, the feeder rises.
After passing the turnouts, the side brushes are turned on to collect snow from the inter-track and lower into the track.
When approaching the cars on the way, the feeder is turned off, the control of the movement of the snow-removing train is transferred to the responsible employee of the station, at whose command the locomotive with the snow-removing train upsets the cars after hitching, until the head of the snow-removing train passes 150 - 200 m behind the shoe ejector.
The responsible employee of the station carries out the securing and uncoupling of the upset cars. The control of the movement of the snowplow train is transferred to the work manager.
The snow-removing train with the locomotive forward with the working mechanisms turned on moves towards the hill to the limit column. With the permission of the person on duty on the hill, the snow-removing train continues to move beyond the dividing arrow, removing the snow shafts formed in the places where the feeder was lifted when the train passed with the lead machine forward.
When the route is ready for the next path, the cycle repeats.
At the end of the snow removal from the hill neck, a snow-removing train is driven from the side of the neck of the formation park by the locomotive towards the hill.
If there are separate cars on the way, at the direction of the dispatcher of the shunting railway station or the duty officer on the hill, they are attached by the responsible employee of the station to the locomotive and set down in the direction of the hill until the head car stands at the beginning of clearing the track. Then the snow-removing train in working condition moves towards the neck of the formation park and clears the track from snow. The head of work and the responsible employee of the station coordinate all their actions with each other. The responsible employee of the station directs the movement.
The cars are pulled up to the limit column of this neck, fixed and unhooked by the responsible station worker.

After uncoupling the wagons, the management is transferred to the work manager. After the permission of the officer on duty at the station, the snowplow train continues to move towards the neck of the formation park, with the neck cleared (except for the area of ​​the switch wits) along the route. When the route is ready for the next track, the snow-removing train moves towards the cleared track with the feeder turned on, removing the snow banks formed in the places where the feeder was lifted when the train passed with the lead machine forward. When approaching the cars on the way, the feeder is turned off, the control of the movement of the snowplow train is transferred to the responsible employee of the station. The cycle is repeated.

When the snowplow train is operating with the locomotive forward, the work supervisor must follow the machine or along the intertrack, positioning himself in such a way that he can see the obstacles for the feeder in advance and be visible to the driver of the snowplow train.
When working in the marshalling yard of two snow-removing trains, it is prohibited to work simultaneously on one track, and when working with side wings - on neighboring ones.
It is prohibited to operate a snowplow train from the side of the neck of the formation park on the tracks on which the dissolution of cars is carried out.
This work can be done by two snowplow trains.
The first snowplow train should be directed with its head towards the hill, and its locomotive towards the reception park.
After the permission of the duty officer on the hill, at the command of the work manager, the snow-removal train is moved from the hill to the cleared track.
On machines of the old design, after passing the turnouts, side brushes are turned on to collect snow from the inter-track into the inside of the track.
The locomotive with the snow-removing train, at the signal of the responsible station worker, agreed with the work manager, pulls down the cars on the way after hitching until the head of the snow-removing train passes 150 - 200 m behind the shoe thrower.
The responsible employee of the station uncouples and secures the upset cars.
The snowplow in working condition with the working mechanisms turned on moves towards the hill to the limit column.
By permission of the duty officer on the hill, the snowplow train continues to move beyond the dividing arrow and moves to the next track, the cycle repeats.
The second snow-removing train, upon completion of snow removal from the braking positions, starts to work outside the braking positions.
The arrival of the second snowplow train is made from the side of the neck of the formation park by the locomotive towards the hill.
If there are separate cars on the way, at the direction of the dispatcher of the shunting railway station or the duty officer on the hill, they are attached by the responsible employee of the station to the locomotive and set down on the hill until the lead car stands at the beginning of clearing the track towards the park. Then the snow-removing train in working condition moves towards the neck of the formation park and clears the track from snow.
The cars are pulled up to the limit column of this neck, unhooked and secured by the responsible station worker.
With a large group of cars on the sorting track, a hump locomotive is allocated to help the locomotive of the snowplow train.
After one or more tracks of the park are cleared until the train is fully loaded with snow, the train is sent for unloading, and then returns to the snow removal front. The cycle is repeated until the snow is completely cleared from the paths of the park.
To remove snow from the tracks of the receiving park, a snow-removing train, formed according to the scheme: a locomotive, an end gondola car, intermediate gondola cars, a head car, and after it a hump locomotive, at the command of the park duty officer, move along a free path to the neck opposite from the hill.
The hump locomotive, returning, drives under the train to be disbanded and removes it to the overthrust track, and the snowplow train cleans the snow from the cleared track. At the end of the track clearing, the snowplow train returns along the same track and drives onto the next track, from which the hump locomotive removes the train in the same order
In the departure park, snow removal from the track is carried out by a snow-removal train following the formed train leaving for the site. After the departure of this train, the station (park) duty officer allows the arrival of the snowplow train on the vacant track to clean it from snow.
When operating snowplow trains of all types, it is necessary to comply with the requirements given in paragraph 2.4.11 of the Rules for labor protection during the maintenance and repair of the railway track and structures.
Coupling and uncoupling of snowplows should be carried out by the locomotive crew only after the train has completely stopped and controlled by the driver or assistant driver of the snowplow.
Before connecting with snowplows, the driver must stop the locomotive at a distance of at least 10 m. After the driver’s assistant has inspected the condition of the automatic couplers, the approach to the machinery is carried out after the permission of the driver or assistant driver of the machine.
After coupling with the locomotive, the snowplow team must check:
the correct connection of the brake line of the snowplow with the brake line of the locomotive and the working line of the snowplow with the supply line of the locomotive;
operation of electric lighting and searchlights, as well as light and sound alarms installed on snowplows and in the locomotive driver's cab, radio communication with the locomotive driver and telephone communication between the control cabins of the head machine and the end gondola car;
operation (idle) of the entire pneumatic drive of the snowplow train;
serviceability of locking devices of the automatic coupler and transport constipation.
All transport locks of the working mechanisms of snowplows and snowplows must be painted in a distinctive color.
All fencing devices (chains on the railings of the control cabins, ladder railings for climbing to the gondola car, etc.) must be in good condition.
When preparing the engine of the snowplow train for start-up and during its maintenance during operation, the external door locks located on both sides of the engine must be removed. Doors must open freely and unhindered from inside the room.
When servicing a diesel engine, the personnel of a snowplow train are prohibited from:
leave a running diesel engine unattended;
to lubricate, adjust and wipe a running diesel engine and a diesel generator;
use an open fire and smoke near a diesel engine;
open the radiator cap when the diesel engine is running. Refueling of the cooling system should be performed only when the diesel engine is stopped;
leave a running heater unattended;
allow simultaneous operation of the diesel engine and the heater;
turn on the heater when the cooling and lubrication systems are not fully charged;
use a blowtorch or a torch to heat the diesel oil to start at low temperatures;
store and transport fuels and lubricants in the cabin of the power plant and in the control cabins of the head machine and the end gondola car;
carry out work on the repair of electrical equipment under voltage.
To perform such work, the diesel engine must be stopped, the feeder switches are turned off. A sign “Do not turn on, people are working” should be posted on the knife switch or circuit breaker that disconnects the generator from the network.
To remove fuel and oil residues accumulated in the engine exhaust tract (exhaust pipes and mufflers), which can ignite and cause a fire, the snowplow train personnel must:
regularly, at least after 200 hours of diesel operation, remove exhaust pipes, mufflers from the machine and burn the deposits accumulated in them;
mechanically clean the bellows expansion joints installed on the exhaust pipes (this work must be recorded in the logbook).
The snowplow train must be equipped with serviceable and tested fire extinguishing equipment. The service personnel, before starting the operation of the snow-removing train with remote control of the diesel generator, must check the operation of the fire alarm system, as well as manually check the operation of the stop devices on the diesel intake manifold.
The working bodies of the snowplow train are brought into working and transport positions at the direction of the work manager.
When the train passes along the adjacent track, the wings, brushes and ice breakers of the snowplow train are brought to the transport position at the command of the work manager.

Clearing the track from snow at the station by transferring snow with a plow
towards the extreme path and further down the slope.

The transfer of snow with a plow down a slope is carried out in both directions from the middle of the park.
If it is not possible to dump snow down a slope, then it should be collected into shafts on dedicated tracks and between tracks with immediate cleaning by a snow-removal train so that when a snowstorm resumes, the formed shafts do not contribute to snow retention.
In this case, the formed shafts of snow on the inter-tracks of the ways of inspection and repair of cars in trains are subject to cleaning in the first place.
For transshipment of snow with a plow, it is required to sequentially release for 20-30 minutes, with the closure for train traffic, two adjacent tracks (the first track is occupied by a plow, and the second is blocked by its wing).
After each working pass, the wing and the plow blade are brought to the transport position for moving to the next track.
When clearing the track with a plow, with the help of a lowered bow and one open wing, one track and an inter-track are cleared at once with the transfer of snow to the second inter-track. After that, the plow goes to the second track and in the same way clears the snow from the second track and between tracks, transferring it over the third track to the third between tracks and so on.
In the parks of receiving and departing trains, during the production of snow removal operations, the tracks should be occupied by trains and trains in accordance with the technological process of mechanized cleaning and removal of snow from the station tracks in such a way that it is possible to organize the work of snow plows and snow removal trains without additional maneuvers to rearrange the trains.

Organization and technology of track cleaning at stations
snowplow train PSS-1
The work of the snow-removing train can be carried out around the clock (with the exception of breaks provided for the maintenance of PSS-1).
The parks of the out-of-class station are cleaned by one snow-removing train PSS-1.
The PSS-1 train is composed of a head gondola car, two intermediate gondola cars, an intermediate gondola car with a rotary conveyor and a section of a traction power plant with an ejection (unloading) rotor (described in the Manual for the technical operation of the PSS-1 self-propelled snowplow train).
Technical characteristics of the working operations of the train PSS-1:
transport speed at the station - 25 km/h;
operating speed - 4 km / h (with ice breaking - 1.5 km / h).
The work schedule of the PSS-1 snowplow train should be linked to the train schedule, shunting work and provide for:
the time of movement of the snowplow train along the tracks of the station, both in the working position and in the transport position, when moving to the place of unloading;
the sequence of work in the parks of the station and the duration of stay at each of them, the place and procedure for changing crews, the place and duration of equipping the PSS-1 snowplow train.
The number of drivers in the crew of the PSS-1 machine is 3 people.
Snowplow train PSS-1 works:
head machine forward:
a) cleaning of the three extreme tracks of the parks of the station with a brush feeder and side wings with simultaneous ejection of the snow mass by the rotor downhill;
b) cleaning the cross with a brush feeder and side wings, blowing the frame rails of the turnouts with a fan installation;
c) cleaning the tracks of the station parks with a brush feeder and side wings;
d) ice chipping with an active ice breaker in the places where cars are equipped on sections of station tracks.
forward section of the traction power plant:
a) cleaning of the three extreme tracks of the parks of the station with side brushes and a brush feeder with simultaneous ejection of the snow mass down the slope;
b) cleaning the paths of the station parks with a brush feeder and side brushes;
d) cleaning of chipped ice with side brushes and a brush feeder.

Organization and technology of track clearing at hauls and stations
pneumatic cleaning machine POM
It is expedient to clear tracks from snow using a POM machine around the clock.
Performance of work on cleaning the track and between tracks at stations and hauls should be carried out both in the intervals between the movement of trains without violating the schedules of their train and shunting work, and in technological "windows".
The operation of the POM machine at the stations and hauls assigned to it should begin after the start of snowfall.
The POM machine is serviced by 1 machinist.
The work of snow removal at local stations or a stretch is supervised by an employee with a position not lower than a road foreman.
Operating characteristics of the POM machine (set out in the Manual for the technical operation of the POM-1 pneumatic cleaning machine):
transport speed - 70 km/h
operating speed at a snow height of 20 cm on the stage - 40 km / h
operating speed at a snow height of 30 cm on the stage - 30 km / h
operating speed at a snow depth of 20 cm at the station - 10 km / h
operating speed at a snow depth of 30 cm at the station - 5 km / h
working speed when clearing from dense snow
up to 20 cm high at the necks of the station -2.5 km/h
“shoulder” of maintenance of the POM machine - 100 km
Preparatory work is carried out at the parking lot of the POM machine and includes testing the fans, supplying operating voltage, connecting the supply pneumatic line to the locomotive, opening and closing the POM mechanisms.
With the help of a POM machine, snow can be cleared of:
necks of stations (turnouts, tracks and inter-tracks on necks, including areas of obstacles located on them - shunting traffic lights, electro-pneumatic valves for clearing arrows from snow, gearboxes, etc.). Cleaning is carried out by sequential transfer of snow from one track to another to the field side beyond its side;
station parks (park tracks and inter-tracks), including obstacle zones. Clearing is carried out by sequential transfer of snow from one track to another from the station axis to the field side of the track beyond its shoulder, provided that the tracks towards which the snow is blown away are free from rolling stock;
on the hauls of the track, between the tracks and the shoulders (places entered 1-3 categories).
The cleaning of the track and between tracks on the haul and the intermediate station is carried out by a raft of two POM machines with an electric locomotive in the head, in the necks of the precinct station, cleaning is carried out by a raft of two POM machines and two locomotives installed between them, while the POM should work, located behind the locomotive in the direction of travel .
When the POM is operating on the necks of the stations, the switches participating in the route of its movement must be additionally cleaned with manual pneumatic hoses, for which two groups of cleaners (2 track fitters) must be involved.
The track, inter-tracks and turnouts must be cleared to ballast, provided that the POM works with the beginning of snow deposition.
The location of the POM machine is a dead end at the local station.
The work of clearing snow with a POM machine begins at the local station. The work is carried out by a raft of two POM machines and two locomotives installed between them without disturbing the train and shunting operation of the station, while the work is carried out by the POM located behind the locomotive in the direction of travel.
After agreeing on the work plan with the station duty officer and making an entry in the DU-46 log of a raft of 2 machines, POM proceeds to clean the odd neck of the station. Cleaning starts from the middle of the neck, from which they sequentially move to the extreme paths. Cleaning is carried out by the method of successive transshipment of snow from one path to another to the field side.
Upon completion of the work on clearing snow from the odd neck of the raft of two machines, the POM moves to the even neck and performs work in a similar way.
The work on clearing the track on the stage and the intermediate station is carried out in the intervals between the movement of trains or during technological "windows" in agreement with the train dispatcher.
Work on the haul and the intermediate station is carried out by a raft of two POM machines with an electric locomotive at the head of the train. When clearing 1 main track on the stage, POM starts cleaning 1 main track of the intermediate station and then 3 and 4 station tracks.
Upon completion of the cleaning of the station tracks and shunting work on the rearrangement of the electric locomotive, a raft of 2 POM vehicles moves to the 2nd main track and cleans it within the station, followed by departure to the haul.
On station tracks, between tracks and throats, it is forbidden to carry out the work of the POM without the permission of the station duty officer and without prior entry in the DU-46 log.
When cleaning the necks, the leader must monitor the quality of the cleaning of the POM path and adjust the speed of its movement.
When the POM vehicle approaches aprons, passenger platforms, residential buildings, rolling stock and vehicles located in the immediate vicinity of the track, the work manager is obliged to give a timely command to stop the POM operation.
During the operation of POM at the stations and on the necks, the travel boxes and covers of the electro-pneumatic valves must be closed with a lock or secured in another way.
When POM is operating near crossings, vehicles must be removed from them.
During the performance of work on clearing the haul from snow, the work manager must stop the work of the POM in a timely manner when an oncoming train approaches in order to prevent deterioration of its visibility.
Starting to work with the machine, the work manager instructs the maintenance team on the work procedure. The work manager is responsible for all movements of the complex, consisting of a car and a locomotive, from the moment he takes over the leadership of the team until the end of work.
During the movement of the machine, the work manager and the locomotive drivers must be especially vigilant. If necessary, sound signals should be given, and the brakes should also be applied.
Not allowed:
include working bodies without a team leader;
to inspect the working bodies, without turning off the power supply;
before turning on the power supply and starting the electric motors, be sure to warn the maintenance personnel about this;
during the operation of the fans, climb onto the platform and stay on it.
In the case of using energy from stationary power sources or from mobile power plants, the machine body must have a metal connection with a grounding device stationary source or mobile power station.
The cable for connecting to an external power source must have an additional core to connect the snowplow body to the grounding device of the power supply network.
During operation, snow blown out of the way is thrown by an air stream at a distance of up to 40 m.
When driving over bridges and near platforms, the fans must be turned off.

Organization and technology of track cleaning and snow and ice removal at stations using manual labor
Snow trains for transporting snow outside the station are formed from ten to fifteen platforms with a wagon for heating workers.
The formation of snow trains is carried out at the request of the head of the track distance by the head of the station on the order of the deputy head of the railway (by territorial administration).
The loading of snow onto snow trains and the unloading of snow are supervised by a road foreman or a track foreman.
In places where snow removal by trains is not possible (for example, ten to fifteen platforms of a snow train cannot be placed on short tracks) and there are platforms between the tracks, the head of the station can use pneumatic snow removal by autotractor equipment.
When manually clearing the track, the snow inside the track must be cleared at least 50 mm below the level of the top of the rail head, and outside the track - at the level with the top of the rail head.
On the underhill tracks in the areas where cars are braked by shoes, the track is cleared of snow from both sides of the rail below the level of the top of the rail head by 50 mm.
It is forbidden to leave snow trains to the place of work without a wagon for heating workers who clear snow from the track.
During the operation of snowplow trains, it is necessary to comply with the requirements given in paragraph 2.8.16 of the Rules for labor protection during the maintenance and repair of the railway track and structures.
Loading of snow onto the platform of a snow-removing train and its unloading should be carried out only when the train has come to a complete stop. Snow removal, its loading and unloading on the move of a snow-removing train is prohibited.

Clearing snow and ice from turnouts

In the pre-winter period, for the effective functioning of stationary devices for cleaning arrows from snow, ballast should be cut out in sleeper boxes so that the clearance between the base of the frame rail and the ballast is at least 10 cm.
Turnouts are cleared of snow and ice by stationary electric heating and pneumatic cleaning devices, hose pneumatic cleaning and manually using tools using signaling means and communication with the station attendant.
Stationary automatic pneumatic cleaning of switches should be supplemented with hose for more thorough cleaning of the entire switch. The hose must be equipped with a metal tip with a Laval air nozzle welded to it with a flow section of not more than 8 mm.
When clearing turnouts from snow, first of all, the space between the frame rails and switch points, electric drive rods, movable cores of crosses, counter-rail and cross gutters are cleared.
When performing snow removal and ice chipping operations on turnouts, precautions must be taken to prevent the possibility of signals overlapping.

Clearing railroad switches from snow with stationary pneumatic cleaning devices
Snow removal from centralized turnouts equipped with stationary automatic switches pneumatic cleaning devices is carried out from the beginning of the snowfall.
The station duty officer must give an order to the compressor room to turn on the compressors and press the "Start" button of the cyclic or block control system for the pneumocleaning of the switches.
The cyclic control system for switches pneumatic cleaning devices at the station provides a sequential supply of compressed air from the compressor room through pipelines through electro-pneumatic valves (EPK) and pneumatic fittings mounted on the switch.
Block control system for switches pneumatic cleaning devices at the station provides three cleaning modes:
cyclic - for all arrows, as in step control;
group- for the most active arrows allocated to separate technological groups;
individual- for any arrow before its translation or in other cases.
Pneumatic fittings mounted on the switch direct compressed air into the space between the point and the frame rail with the help of bends, at the end of which Laval pneumatic nozzles with a nozzle opening diameter of 6 mm should be formed or welded. The nearest nozzle to the tip of the pen must have a nozzle opening diameter of 8 mm.
For the effective operation of the switch pneumatic cleaning system, the pressure in front of the electro-pneumatic valve (hereinafter referred to as EPV) on the switch must be at least 0.35 - 0.4 MPa.
Work on the manual blowing of the switches is carried out by two track fitters, one of whom (the senior group) has a qualification of at least the fourth category. Responsibilities among track fitters are distributed as follows:
the head of the group monitors the passage of trains, closes and opens the uncoupling valve of the air column, straightens and transfers the hose;
the second track fitter connects the hose head to the air-distributing column and, with the tip in hand, performs pneumatic blowing of the turnout.
At the same time, at the beginning, the space between the pressed wit and the frame rail is blown with a thorough cleaning of the pads, thrust bolts, side faces of the wit and the frame rail at their contact points, then the space between the pressed wit and the frame rail. The jet of air during cleaning should be directed from the wide base of the wit to the thin one. The cleaning of the arrow is completed by blowing out the intersleeper box, in which the transfer rods pass;
after cleaning the switch, the gutters of the cross and counter rails are cleaned. If the frozen snow or ice is not blown out with a jet of air, clean the tip with a scraper.
In order to prevent snow from entering the signaling devices, the air stream should be directed from electric drives, travel boxes and other outdoor signaling devices.
Special care must be taken when cleaning insulating joints, jumper locations and connectors to prevent them from being disconnected, damaged or shorted with a ferrule.

Electrically heated arrows
The electrical heating of the switches must be activated during the entire period of snowfall or blizzard. Switching on the electric heating, as a rule, is carried out by the station attendant with the beginning of a snowfall, and switching off one hour after its end, which ensures the evaporation of moisture from the heated surfaces of the switch.
The surface of the switch pads must be constantly lubricated with kerosene with the addition of 20-30% used oil.
When cleaning switches, including with the use of snow removal equipment, special care should be taken to prevent damage to tubular electric heaters located on the bottom of the frame rail, the supply cable and other electrical heating devices. The personnel involved in these works must be specially instructed about this by the work manager.

Organization of clearing passenger platforms from snow

Passenger platforms (hereinafter referred to as platforms) and the territory of the station are cleaned mechanically using snowplows and manually using snowplow equipment (shovel, scrapers). The cleaned area should be well lit and free from foreign objects. Workers involved in cleaning the platforms and the territory of the station must be notified in a timely manner about the deterioration of weather conditions (heavy snowfall, wind, ice). They must also be provided with certified personal protective equipment (overalls, safety shoes), signal accessories and vests with retroreflective inserts indicating belonging to the enterprise.
Before starting work on snow removal, the responsible manager (station head, deputy head of the station, duty assistant or responsible employee of the railway station) must agree with the station duty officer on the start and end times and the place of work with a note in the log form DU-46.
Platforms should be removed only between trains. The movement of vehicles on the platforms should be carried out no closer than 1 m from the edge of the platform when turning the machine on the platform, and when cleaning the platform, it is allowed to bring the machine closer to the edge of the platform no closer than 0.5 m.
Crossing the tracks should be carried out at railway crossings in the presence of flooring at the level of the rail head in compliance with the following safety requirements:
on controlled crossings, move in first gear at a stable engine speed with an enabling signal from a crossing traffic light, in the absence of a threat from the railway rolling stock;
when approaching an unregulated crossing, you should stop the car at a distance not closer than 5 m from the nearest rail and make sure that the path for movement is clear and there is no threat from the railway rolling stock, and then drive through the tracks;
it is not allowed to stop the car on the tracks, as well as closer than 5 m from the nearest rail;
in the event of an unforeseen stop of the car at a railway crossing, immediately take measures for evacuation;
if it is impossible to evacuate the car from the railway crossing, take measures to alert train drivers about the dangerous situation in both directions, being at least 1000 m from the railway crossing (with the involvement of other people) - during the day the signal is given by a circular rotation of the arm with some good a visible object (a patch of bright material, a scarf, a hat), and at night with a torch or a lantern of any color.
It is only necessary to cancel the hazard warning signals after the vehicle has been evacuated beyond the railway crossing to a safe distance.
When driving, the driver must keep a distance between vehicles in order to avoid a collision with a sudden stop in front of a traveling vehicle. The distance to the vehicle in front must be at least 10 m, and on slopes - at least 20 m.
When performing snow removal work with a loader, the driver must make sure that there are no people in the work area, and workers engaged in snow removal are prohibited from being on the snow loader conveyor, as well as at a distance of less than 5 m from its paws.
The height of the shoveled snow shaft should not exceed 0.5 m in order to avoid skidding of the snow loader and the risk of it slipping to the side.
Cleaning platforms using manual snow removal equipment should be carried out by a team consisting of at least two people, and one of the workers should act as a signalman. Cleaning is carried out with serviceable inventory, in the opposite direction to the movement of the expected rolling stock.
Platforms, driveways, passages must be sprinkled with anti-icing mixture or sand, while using a bucket and a shovel, hands must be protected with gloves (mittens). In case of contact with the anti-icing mixture or sand in the eyes, it is necessary to interrupt the work and take measures to provide assistance.
When cleaning platforms, it is prohibited to dump snow and ice on the railway track.

Organization of snow removal from roofs

In accordance with the Rules for labor protection during the repair of buildings and structures at Russian Railways and the Intersectoral Rules for labor protection when working at height:
persons who have reached the age of 18, are allowed to work at heights, and have received targeted instruction on safe methods and methods of work, are allowed to work on clearing snow from roofs;
the admission of workers to the roof is made after inspection and verification by the manufacturer of works (foreman, foreman) of the reliability of the supporting structures, the parapet and determining their serviceability, and, if necessary, places and methods for securely fastening the safety ropes;
it is not allowed to fix a safety rope to the heads of chimneys and ventilation pipes;
for the duration of the work, it is necessary to allocate work areas around which the boundaries of the danger zone, signal fence, safety signs and inscriptions are established in accordance with the requirements of GOST R 12.4.026-2001;
when performing work on cleaning snow from roofs, workers are issued an order - a permit for the performance of work;
removal of snow from the roof at night, during ice, fog, which excludes visibility within the work front, wind at a speed of 15 m/s or more is not allowed;
when performing work on the roof, workers must be provided with certified personal protective equipment (overalls, safety shoes), tested and tested safety belts, safety ropes and non-slip shoes;
the safety rope or rope must be attached to the belt only from behind. The length of the safety rope or cable should not exceed the length from the place of its attachment (ridge) to the roof eaves;
those working on roofs with a slope of more than 20 degrees or on wet roofs (regardless of the slope) must be equipped with portable ladders at least 30 cm wide with sewn-on straps. Ladders during operation should be securely fastened to the roof ridge with hooks;
it is prohibited to fasten safety ropes and steel cables to chimney caps; they should be fixed to strong structural elements of buildings;
stacking tools on the roof is allowed only if measures are taken to prevent them from falling down the slope or being blown away by the wind;
during breaks in work, fixtures and tools located on the roof must be fixed or removed;
When throwing snow off roofs, the following precautions should be taken:
the sidewalk, and, if necessary, the roadway to the width of a possible snow fall, is fenced on three sides with inventory gratings or shields and a rope with red flags suspended on special racks, the width of the fenced part with a building height of up to 20 m must be at least 6 m, with height of 40 m - not less than 10 m. If it is necessary to drop snow from the roofs of buildings with a height of more than 40 m, the width of the fenced part must be proportionally increased;
an attendant in an orange vest is posted on the sidewalk, he must have a whistle to warn pedestrians and signal to those working on the roof;
all doorways leading towards the roof slope being cleared of snow are locked or guards are placed inside the stairwells, arches, gates to warn people of the danger. If it is impossible to close the door (exit towards the roof slope being cleaned), a canopy should be made.
It is forbidden to dump snow on electric, telephone and other wires, antenna bushings, trolley wires, as well as on trees, bushes, cars, etc.
Workplaces located outside the production premises, including approaches to them, in winter time must be cleared of snow, ice and sprinkled with sand, ash or other similar materials.

The procedure for fencing the places of production of cleaning works
snow at the station

Before starting work, the work manager is obliged to make an entry in the DU-46 log or inform the station attendant by telephone about the nature of the work, the start time of work, and indicate specific places of work.
During manual hose blowing of turnouts, which must be carried out by at least two persons, one of the track fitters is a signalman and must be in close proximity to the end dispensing valve of the air distribution system for emergency shutdown of the air supply.
The team of workers cleaning turnouts must also have a portable manual wooden insert with a red shield, which, when cleaning the turnout, is installed between the point and the frame rail, as an additional safety measure.
The track fitter, who is a signalman, must have a radio station with him to communicate with the station attendant and provide notification to workers about the approach of trains and shunting work along turnout routes.
________________
Application No. 3
to the Instructions for preparing for work in the winter period and organizing snow fighting on railways, in other branches and structural divisions of Russian Railways, as well as its subsidiaries and affiliates