A photo book is an original and memorable gift. It can be used as a wedding, children's or school album. There are several types of photobooks http://www.fotohunterplus.ru/photobooks.php. They vary in size, the way the sheets are weaved and stapled, and the type of printing. It can be: a photo notebook, a notebook, a magazine or the book itself.

More about types

The photobook is a paperback stapled sheet. It reminds me of a school notebook. The production uses digital printing. This photobook option is the most budgetary.

The next type is notepad. Here the sheets are fastened with rings or a spring. Most often, photobooks are made in a soft laminated cover. They are also relatively inexpensive.

Another option is a photojournal. In this case, the pages are connected with hot glue. This method is also used for glossy magazines - hence the name. The cover is made of thick paper and laminated. The photojournal looks quite stylish. It will be an original and pleasant gift.

Finally, the photo book itself. It got its name due to the fact that the pages are bound in a hard cover (usually made of cardboard, fabric or leather). Such a book is more expensive, but it looks presentable and due to the cover and binding has the longest life. The inodes on their pages open 180 degrees - so the photo can be placed on a full spread.

Photobooks may have more different type papers: glossy, matte, silk, or metallic effect. They also differ in format: from very small, to large-scale, for large pictures.

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). Great experience in structural divisions 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 you to perform 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 Northwest Federal District(St. Petersburg and Leningrad region, Arkhangelsk and Arhangelsk region, Velikiy Novgorod and Novgorod region, Petrozavodsk and the Republic of Karelia, Syktyvkar and the Komi Republic, Pskov and Pskov region, Vologda and 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 .

Before winter period for the efficient 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.

Clearing the railroad from snow, including tram tracks, is a must. security requirement.

After all, a layer of snow 10 cm thick represents serious threat passengers standing on:

• platforms;
• stops.

If the snow thickness exceeds 20 cm, this can lead to complete cessation movement.

In this article we will talk about the various means that are used to deal with snow on railway and tram tracks.

On railway and tram tracks three types of technology:

• wheeled and tracked snow removal equipment;
• snow blowers based on locomotives, wagons or self-propelled platforms;
• attachments for standard wagons or locomotives.

Wheeled and tracked vehicles

Wheeled and tracked vehicles are not much different from the one you can read about in the article about KDM.

This technique made on chassis:

• trucks;
• tractors.

Main difference is in the configuration.

After all, cars with high-speed dumps are not required to clean the railway and tram tracks.

Therefore, instead of high-speed dumps, equipment is installed that is more suitable for one or another situations.

Also very in demand:

• loading equipment (we wrote about it here (loading equipment));
• dump trucks for snow removal.

You will find more detailed information about them in the article (Snow removal equipment).

Snow blower options

Snow blowers for railway and tram tracks there are:

• self-propelled;
• non-self-propelled.

They are made on the base:

• shunting locomotives;
• small wheeled platforms.

Even when a snowplow is made on the basis of a wagon or an empty wheeled platform, engine installation turns it into a self-propelled snowplow that is not inferior in terms of snow removal efficiency to any other diesel locomotive.

The range of problems solved by such a machine depends on configuration hanging equipment.

Advantage such a snow blower is that it can deliver road workers to problem areas who perform work that is inaccessible to technology.

For example, they can:

• clean the waypoints after removing the snow using a blade;
• pave the way in the tunnels.

However, railroad snow blowers not in high demand.

After all, they can only perform a small number of tasks associated with clearing snow from paths.

The exception is cars that can be used at other times of the year. for repair or maintenance ways.

Because of high price they are bought only by some enterprises involved in the maintenance / maintenance of railways and stations.

Much more in demand attachments that turn an ordinary locomotive or wagon into a powerful snowplow train.

Attachment

Mounted snow removal railway equipment is the devices of the following classes:

• plow;
• rotary screw;
• brush;
• pneumoblowing.

Plow

Plow devices are dumps various:

• forms;
• sizes.

They are similar to those that are installed on road equipment. Read more about plow technology here (plough attachments).

They are designed to clear the rails from snow up to 2 meters deep.

Straight and oblique dumps are used for:

• patrol cleaning;
• track pads

on railways with two or more tracks.

You can use these devices on single-track roads. However, in this case more efficient double-sided dumps.

Straight and oblique plows throw snow in one direction. Therefore, they are turned so that the snow is thrown to the right. Snow throwing to the left is possible only on single-track sections of railways, provided that the snow is fall into a cliff.

Rotary screw

Rotary augers work on the same principle as attachments for road equipment, which we talked about in this article (Auger rotary devices and their modifications).

These devices grind the snow mass and throw it away from the tracks in the most convenient direction.

Travel speed when cleaning the railway with the help of a screw-rotor unit, it is much lower than when working with a plow device.

However, the rotary able to cope with snow cover up to 4 meters deep, which is beyond the power of any blade. Therefore, it makes sense to use a rotary locomotive snowplow in especially difficult situations.

In most cases, a snow blower is powered by a powerful electric motor connected to the onboard network:

• locomotive;
• self-propelled platform.

Brush

The brush devices used to clean the railway track are similar to those we talked about in this article (Brush attachments) in their own way:

• principle of work;
• designs.

They are not intended for:

• track punching;
• dealing with deep snow.

Them main purpose:

• fight with freshly fallen snow;
• cleaning of turnouts.

After all, the snow that has clogged between the shooters endangers traffic safety, because the energy of the servo may not be enough to move the arrow to the correct position.

Clearing the translation of fresh and, more importantly, packed snow allows the servo to:

• normal to switch the arrow;
• direct the trains on the right tracks.

Pneumatic blowers

Pneumatic blowers are used to clear snow from track transfers.

Depending on the design, they create a flow cold or hot air.

Hot air more efficient, because it not only blows away the snow, but also ensures the melting of ice, so that the cleaning of the translation is more effective.

Hot air must be used if there was heavy rain before the snowfall and a lot of snow formed on the transfer.

Under such conditions, air blowing equipment outperforms in efficiency even brush devices that cannot cope with thick ice.

Almost any of the listed attachments turns an ordinary diesel locomotive into a powerful and efficient railway snowplow.

Modern equipment

Many enterprises still use equipment made in the second half of the twentieth century. After all, the purchase of new snow removal equipment for railways requires considerable costs.

New equipment:

• surpasses the old in reliability;
• more productive and versatile.

Here is a table in which you will find various samples modern technology designed to clean railway and tram tracks from snow.

Model	Type	Purpose	Short description	Website of the manufacturer or dealer
POM-1	Track cleaning machine	Cleans railway tracks from snow, dirt and sand	POM-1 is designed to fight snow up to 30 cm deep. It is equipped with a diesel engine and an electric generator. Thanks to the turntable, it cleans snow from any side. Can move as part of a train.	omega.by
UPM-1M	Universal track machine	Performs a wide range of work	The universal machine based on the tractor T-158 (XTA 200) is designed for various works, which depend on the installed set of attachments. After connecting the auger snow blower, it can clear snow from railway and tram tracks, as well as clean the surrounding areas.	www.promglobal.ru
SDP-M2	Snowplow based on a four-axle wagon	Used in conjunction with a locomotive, clears railway tracks from snow up to 1 m deep	SDP-M2 is equipped with plows both in front and behind. Therefore, it can be placed in front or behind a locomotive with sufficient power. Operating speed up to 70 km/h, transport speed up to 90 km/h.	zheldorsnab.ru
SM-7N	snow plow train	Clears railway tracks from snow up to 0.8 m deep	When moving forward, SM-7N collects the snow lying in front of it and transfers it with the help of a conveyor to the end gondola car. When the gondola car is full, snow is thrown to the left or right by 5-10 m. In winter, the snow plow train is used to clear snow from stations, turnouts and necks. In the summer it is used to clean the paths from dirt.	ttzh.kz
UPM1-8	Attachment	Auger snowplow for track machine UPM-1M	Mounted unit for cleaning tram and railway tracks from snow.	spezkran.com
SS-1M	Strug	Designed for clearing railway tracks from snow and earthworks	In winter, a plow is used to clear railway tracks and stations from snow up to 2 m deep. The crew of the plow is 2 people. It needs a locomotive to work. In summer, a plow is used for earthworks.	roctok.ru
RV-3	Attached snow removal equipment	Multifunction blade	The dump is designed for installation on any chassis (wagon, locomotive, locomobile) suitable for carrying capacity. It is used for cleaning railway tracks from snow up to 1.1 m deep. In summer, the dump can be used to clear mud from mud after mudflows and floods.	broadway.ru

Price such equipment depends on:

• configuration;
• additional wishes of the customer.

Therefore, the final cost must be found out from:

• manufacturer;
• official dealer.

Features of the use of special equipment and safety of work

During the cleaning of railway and tram tracks, it is necessary not only to remove snow that interferes with the progress of trains or trams, but also to move it so that it did not get on the passing paths.

Therefore, the procedure for using special equipment, as well as the sequence of actions when cleaning railways, detailed in various documents.

Here are some of them:

1. Instructions for organizing snowfighting OJSC Russian Railways (RZD) dated October 22, 2013 - tdesant.ru.
2. TsP-751 Instructions for snow fighting on railways Russian Federation developed by VNIIZhT MPS - snipov.net.
3. Instructions for snow removal on railways Russian Federation dated April 25, 2000 - docs.cntd.ru.
4. Order of Russian Railways dated November 18, 2014 on the approval of a temporary methodology for estimating labor costs for work on cleaning the elements of the upper structure of the railway track from snow - jd-doc.ru.
5. POT RO-32-CP-652-99 – Rules for labor protection in the maintenance and repair of the railway track and structures(approved by the Ministry of Railways of the Russian Federation on February 24, 1999) - sudact.ru.

The cleaning of tram tracks from snow is regulated by the same regulations, in which the procedure for cleaning city streets from snow is prescribed. Links to these documents can be found in this article (GK).

Conclusion

Correct use special equipment is a guarantee that the railway and tram communication will function without interruptions.

After carefully reading this article, did you find out:

• what equipment is used to clean railway and tram tracks;
• in which regulatory documents the procedure for using these devices is prescribed;
• what safety rules must be followed.

In this video you can see how the railway snowplow works:

In contact with

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 wounded shield, which is one of the cheapest and most effective ways 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 have been systematically held, at which topical issues snow control. 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 Petersburg-Moscow railway in the 50s of the 19th 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, he joined the locomotive from behind, but was little used, since Bottom part triangle was installed according to the 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 has come to be seen as an important state task to ensure 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 long years the use of compressed air to clean the arrow 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. was developed new system electrical heating devices for turnouts TO-168-2010, the main elements of which are: modernized 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).

Geothermal energy can be used as a heat source in this system. earth's crust, taken with the help of deep probes or surface collectors, as well as a heat sink for groundwater, air or wastewater. 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 employees of TsNIIS and NIIZhT, as well as great experience railroad workers made it possible to create a theory of 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 on the basis of the processing of meteorological data by the method mathematical statistics 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.