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 snow removal on the railway in the vicinity of 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 of the Russian Federation is 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 turnout switch in the winter period, a prerequisite is the absence of ice and snow pressing in the areas of operation of the moving parts of the turnout switch: 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 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.

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 a complete cessation of 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 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 not intended for:

• track punching;
• dealing with deep snow.

Their 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 of modern technology designed to clean railway and tram tracks from snow.

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:

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ORDER of JSC Russian Railways dated 12-12-2008 2671r ON APPROVAL OF INSTRUCTIONS ON LABOR SAFETY FOR A TRACK FITTER IN JSC Russian Railways (2019) Relevant in 2018

3.8. Occupational safety requirements when clearing railway tracks and turnouts from snow

3.8.1. Work on cleaning centralized turnouts from snow should be carried out only during breaks between the movement of trains and shunting trains. Work on turnouts located on hump and sorting tracks should be carried out only during breaks in shunting work and the dissolution of trains or when the track is closed and with the obligatory observance of the requirements of paragraph 3.1.1 of these Instructions.

Work on cleaning and cleaning the hill and foothill paths from snow should be carried out during periods when these paths are closed.

3.8.2. Work on the cleaning of turnouts must be carried out by a group consisting of at least two and no more than six track fitters, one of whom must supervise the movement of trains and not participate in the work.

At separate points where there is no constant shunting work, it is allowed to clean the turnouts from snow manually by one track fitter with a qualification of at least 3 categories. The list of such separate points, the procedure for notifying trackmen of the approach of trains and additional security measures are established by the head of the railway department (chief engineer of the railway) or the head of the station to whom these separate points are assigned, in agreement with the technical labor inspector of the trade union.

3.8.3. Track fitters working during the first winter are not allowed to work independently on cleaning centralized turnouts. They must be trained in the specifics of working in winter conditions, work only as part of a brigade, and are assigned by order of the enterprise to experienced workers of the brigade. The fitter of the track and the employee of the brigade to whom he is assigned must be familiarized with the above order against signature.

3.8.4. Before starting snow removal at centralized turnouts, the track fitter, who is the head of the group, or the track fitter working in one person, must protect the place of work:

in the afternoon - a red signal;

at night and in the daytime in case of fog, blizzard and other unfavorable conditions that impair visibility - with a hand lamp with red lights.

3.8.5. Prior to the start of work on clearing snow on a centralized switch against the rods of the electric drive, a wooden liner must be laid between the allotted wit and the frame rail, and on crosses with a movable core - between the core and the guardrail.

3.8.6. When working in one person, the track fitter must:

monitor the notification of the reception, departure, passage of trains and upcoming shunting movements;

be located facing the expected shunting train or train in the right direction of movement, without weakening attention to the movement of trains in the opposite direction.

3.8.7. Snow removal of turnouts with compressed air should be carried out by two track fitters of at least 3 category, one of whom directly cleans the turnout from snow, and the other (observer, he is also a signalman) should be located at the point where the air hose is connected to the shut-off valve of the air supply network, watch for loudspeaker announcements or a special sound signal about the upcoming passage of a train, the dissolution of wagons, the passage of a locomotive or shunting train through the work area and be ready at any time to stop the supply of compressed air and give a command to the track fitter working with the hose to stop work and leaving the turnout.

When blowing the turnout, track fitters must use goggles and gloves to protect the eyes and skin of the hands.

3.8.8. The air hose to the place of work and places of its storage should be transferred assembled into rings.

3.8.9. When cleaning (blowing) turnouts with compressed air, the following requirements must be observed:

if it is necessary to cross the railway track, the hose from the air supply network should be laid under the rails in sleeper boxes, cleared of snow and ballast;

do not use a hose that does not have a typical connection head or a shut-off valve on a metal tip, as well as a hose that passes air or has an unreliable fastening of the connection head;

when connecting the hose to the shut-off valve of the air supply network, the shut-off valve at the end of the hose must be closed;

after connecting the hose to the air supply network, check the reliability of the connection of the hose coupling heads and the air supply network shut-off valve, then open the tap on the hose end, and then gradually open the air supply network shut-off valve;

direct a stream of air to the turnout at an angle that excludes the possibility of snow falling into the face;

when moving from one turnout to another, close the shut-off valve of the air network and release compressed air from the hose;

after cleaning the turnout, the shut-off valve of the air supply network must be closed, the compressed air must be completely released from the hose, then disconnect the connecting heads of the hose and the shut-off valve of the air supply network and close the tap on the metal end of the hose.

Do not open the air shut-off valve unless the hose is fully extended and the handpiece is not in the hands of the worker.

3.8.10. It is forbidden to perform any work on the turnout with the electric heating turned on, except for manual cleaning using a non-metallic tool and hose cleaning.

3.8.11. Clearing the track from snow and manually cleaning it at hauls and stations must be carried out in compliance with the following requirements.

When clearing the track with trenches or cutting snow slopes after clearing it with snow plows, niches should be made in the slopes in a checkerboard pattern at a distance of 20–25 m from one another to allow workers to shelter when passing trains.

The dimensions of the niche should be determined in each individual case, taking into account the number of workers hiding in it and their location no closer than 2 m from the outermost rail, but at the same time its depth should be at least 0.75 m, and its width should be at least 2 m.

When clearing the path of snow in the recesses, measures should be taken to prevent snowfall.

When cleaning station tracks and switches, it is necessary to pile snow into shafts, in which gaps should be made (1 m wide, at least every 9 m), or into piles with the same gaps for the convenience of work and the passage of workers.

3.8.12. The loading of snow on the platforms of the snow train and its unloading must be carried out after the train has completely stopped. Loading and unloading of snow while the train is running is prohibited.

When the snow train moves in the area of ​​loading or unloading snow, trackmen located on the platforms must sit down and hold on to the sides of the platforms.

3.8.13. When removing snow by trains, track fitters must be placed in a passenger or freight covered wagon equipped for the transportation of workers.

2.8.1. When preparing for winter, the territories of stations and spans must be prepared for the operation of snowplows and snowplows: the materials of the upper structure are removed and laid in certain places, which, if necessary, must be fenced, tall grass and weeds must be mowed, plates with the number switch or the switch number is marked on the drive, and way boxes, bootlegs and other devices should be marked with appropriate signs. It is necessary to carry out trial runs of snow throwers in working condition, during which they determine dangerous places, especially passenger platforms, crowded places and other obstacles, where in order to prevent injury to passengers, it is forbidden to open the wings and it is necessary to limit the speed of the snow blower in working order. On the basis of test runs, the operating time of the snowplow on the haul must be determined in order to establish it in the train schedule.

2.8.2. For each station equipped with electrical interlocking of turnouts, a local instruction on labor protection during the cleaning of turnouts must be developed and approved in accordance with the established procedure, in which the following must be established:

The procedure for notifying track fitters performing work on cleaning centralized arrows about the reception, departure of trains, shunting movements;

The procedure for notifying locomotive and drafting teams about the places where work is being done to clean the switches;

The procedure for recording the work manager about the place and time of track work at the station in the Journal of Inspection of Tracks of Turnouts, Signaling Devices, Communications and Contact Network.

In cases where a road foreman allocates track fitters without a track foreman at the disposal of the head of the station to clear turnouts from snow, the work is supervised by the station worker, whose position is indicated in the local instructions or in the order for the station. He is also responsible for the safety of the work.

2.8.3. The clearing of arrows from snow can be supervised by: a road foreman, a track foreman, specially trained track fitters of at least 3 categories of track distances and PMS, as well as employees of other railway enterprises aimed at fighting snow and having passed a medical examination and issued an order for a track distance in in the prescribed manner.

Turnout cleaning supervisors are responsible for ensuring the safety of workers. They should not be directly involved in the work of clearing the tracks and arrows from snow.

2.8.4. The heads of railway enterprises, who are responsible for cleaning switches, switch necks and other areas of the station, together with the head of the distance of the track and station, are obliged to:

Conduct training for senior groups in the duties of a signalman, make them responsible for ensuring the safety of those working under their leadership;

To familiarize each employee involved in the fight against snow with the features of the station, the location of the turnouts, their numbering;

To conduct with each employee involved in the fight against snow, briefing on labor protection.

2.8.5. To clear the tracks and arrows from snow, it is allowed to attach groups of workers to the head of these works:

On single-track sections and station tracks - no more than 15 people;

On double-track sections - no more than 20 people;

On arrows - no more than 6 people.

At separate points where there is no permanent shunting work, it is allowed to perform work on turnouts by one track fitter of at least the 3rd category. The list of such separate points, the procedure for notifying the track fitter of the approach of trains and additional security measures are established by the head of the railway department (in the absence of departments - by the chief engineer of the railway), the head of the station, to whom these separate points are assigned, in agreement with the technical labor inspector of the trade union.

2.8.6. Track fitters working during the first winter are not allowed to work independently on cleaning centralized turnouts. They must be trained in the specifics of working in winter conditions, work only in a group, and assigned to experienced track fitters.

2.8.7. Before starting cleaning at centralized turnouts, a senior group or a track fitter working in one person must protect the place of work during the day with a red signal, at night and in the daytime in case of fog, snowstorms and other adverse conditions that impair visibility - with a hand lantern with red lights.

On the turnout between the retracted wit and the frame rail, as well as on the crosses with a movable core between the core and the guard against the rods of the electric drive, a wooden insert must be laid.

2.8.8. The collection of workers involved in the fight against snow should be carried out at points not connected with the crossing of railway lines.

2.8.9. The passage to the place of clearing the tracks from snow on the haul and the return back should take place away from the railway track or along the side of the road.

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 of clause 2.1.3 of these Rules.

2.8.10. Works on cleaning centralized turnouts from snow should be carried out during breaks between the movement of trains and shunting trains. Work on switches located on hump and sorting tracks should be carried out only during breaks in shunting work and the dissolution of wagons or with the closure of the track after agreement with the hump duty officer.

In all cases of work performed on turnouts, the work manager must make an appropriate entry in the Logbook for the inspection of tracks, turnouts, signaling devices, communications and contact networks, indicating the place and time of work.

2.8.11. The work manager, team leader or self-employed track fitter must:

Personally or by phone, agree on a work plan with the duty officer at the station (hill, shunting area);

Control the timely notification of track fitters about the reception, departure, passage of trains and upcoming shunting movements.

2.8.12. Work on turnouts equipped with pneumatic blowing devices must be carried out by two track fitters. One track fitter must work directly with the hose. Another track fitter must perform the duties of an observer (signalman). He must be at the valve for connecting the hose to the air-dispensing column, monitor the movement of the rolling stock and be ready at any time to stop the supply of compressed air, signal the person working with the hose about the approach of the rolling stock (including on the adjacent track) and, together with it, remove the hose into interpath.

When crossing several paths, the hose should be laid under the rails in sleeper boxes, cleared of snow and ballast in advance.

2.8.13. When working on turnouts equipped with electrical heating devices, switching on and off the heating of the corresponding group of switches can be carried out remotely by the station attendant or directly on site from the control cabinet by employees of the track distance or other workers in accordance with the Technical Instructions for the maintenance of electric heating devices for cleaning turnouts from snow according to local conditions.

It is forbidden to perform any work on the turnout with the electric heating turned on, except for manual cleaning using a non-metallic tool and hose blowing.

2.8.14. Clearing the tracks from snow and its cleaning at hauls and stations should be carried out, as a rule, by snow plows and snow plows. In places where the operation of machines is impossible or in the absence of them, it is allowed to clear the tracks from snow and clean it manually in compliance with the following safety requirements:

When clearing the track with trenches or cutting snow slopes after cleaning with snow plows, niches should be made in the slopes at a distance of 20 - 25 m from one another with their arrangement in a checkerboard pattern so that workers can be accommodated in them when passing trains.

The dimensions of the niche should be determined in each individual case by the number of workers, taking into account their location in the niche no closer than 2 m from the outermost rail, but be at least 0.75 m deep and at least 2 m wide.

When clearing the path of snow in the recesses, measures should be taken to prevent snowfall.

When cleaning station tracks and switches, it is necessary to pile snow into shafts in which gaps should be made (1 m wide at least every 9 m), or into piles with the same gaps for ease of work and passage.

2.8.15. Work on cleaning and cleaning the hill and underhill paths from snow can be carried out only during periods when these paths are closed.

2.8.16. Utility trains for snow removal outside the station are formed from 10 - 15 platforms and a car for workers following to the place of unloading and back, as well as for their heating.

Loading of snow on train platforms and its unloading should be carried out only at a complete stop of the train. When the train moves along the work front, workers can be on the platform no closer than 1.0 m from the sides.

2.8.17. During periods of severe frost, medical workers should be present at the sites of mass work to clear the track and arrows from snow to prevent and assist in frostbite.

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TECHNOLOGY OF CLEANING RAILWAY TRACKS FROM SNOW AT STATIONS AND STATIONS

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 snow-removing 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. In the opposite direction, the 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 one after the other in working order 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).
In the event of the formation of snowdrifts on the 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 transferred 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 plow with an open wing on the side of the intertrack, the adjacent track is closed for the movement of trains.
When installing stoves on snowplows and snowplow trains, the requirements given 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 of 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 the rotary snowplow is fenced along the adjacent path with stop signals. By the train aisle, the work of the snow plow 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 to remove snow at intermediate stations.
Snow-removing trains must be equipped with radio communication with the station attendant or shunting dispatcher of the 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 (transshipment method) and being in between the station tracks 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. By 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 station attendant, the snow-removing 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 clearing of the track, 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 passes 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 the grounding device of the stationary source or mobile power plant.
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 icy conditions, fog that 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 production facilities, including approaches to them, in winter should 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.
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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