Occupational safety requirements when clearing railway tracks and turnouts from snow. Snow removal on railways Snow removal on railway tracks

2.8.1. When preparing for winter, the territories of stations and hauls 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 make trial runs of the snowplows 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 snowplow in working condition. 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 the prescribed manner, 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 to the head of the station to clear the 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 be 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 crosspieces with a movable core between the core and the guardrail 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 hill 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 to 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, turning 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 foothill 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.

Occupational safety requirements when clearing railway tracks and turnouts from snow (from the Instruction on labor protection for a track fitter of Russian Railways JSC IOT RZD-4100612-TsTsRP-035-2012. dated December 29, 2012 2769r(with amendment No. 1021 of April 29, 2013).

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 with the closure of the track and with the obligatory observance of the requirements of paragraph 3.1.1 of this Instruction.

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 clearing turnouts from snow should be carried out

a group of no less than two and no more than six people,

one of which is a track fitter with a qualification of at least 3 categories, trained and having a signalman's certificate.

The track fitter must monitor the movement of trains and not participate in the work.

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 must be assigned by order to experienced brigade workers. 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.

Before starting snow removal at centralized turnouts, a track fitter, not lower than 3rd category, who is the head of the group, must protect the place of work:

in the afternoon - a red signal;

at night and in the daytime during fog, snowstorms and other adverse conditions that impair visibility - with a hand torch with red lights.

Prior to the start of snow clearing work, a wooden insert must be installed on the centralized switch against the electric drive rods between the retracted wit and the frame rail, and on the crosses with a movable core, between the core and the guard rail.

When working in one person, the track fitter must: follow the notification of the reception, departure, movement of trains and possible shunting movements;

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

Snow removal of turnouts with compressed air should be carried out by two track fitters of at least 3rd 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 of connection of the air hose to the shut-off valve of the air supply network. He must follow the announcements on the loudspeakers, about the approach of trains, the dissolution of cars, about the movement of locomotives or shunting trains 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 leave from the turnout.

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

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

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 allows air to pass through 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 between 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;

the air stream should be directed 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.

It is prohibited when the electric heating is on.

any work on the turnout other than manual cleaning with a non-metallic tool and hose cleaning

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 the operation of the snowplow, niches should be made in the slopes in a checkerboard pattern at a distance of 20 to 25 m from one another to shelter workers when trains pass.

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 from snow in the recesses, organize work in such a way as 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 in heaps with the same gaps for the convenience of work and the passage of workers.

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.

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

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.

Currently, 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 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 snow removal from tracks 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 necessary condition is the absence of ice and snow pressing in the areas of operation of the moving parts of the turnout switch: between the wit and the frame rail, in sleeper boxes under the operating 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, ballast should be cut out 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 roads are cleared of snow and ice on their own, 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 removal 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.

SNOW CLEARING ON THE RAILWAYS OF INDUSTRIAL ENTERPRISES

for students of the specialty "Organization of transportation and management of railway transport" of correspondence and reduced forms of education

General provisions

The fight against snow drifts on railways is a serious and responsible problem for ensuring the main production.

The deposition of snow on railway tracks, especially on long ascents, can lead not only to a decrease in speeds and, consequently, disruption of the train schedule, but also to a complete stop of the train.

Snow on the track increases the resistance to the movement of the train, which leads to increased fuel or electricity consumption.

The presence of snow on the station tracks makes it difficult for trains to start, complicates train and shunting work, which can reduce the throughput of the station. Accumulation of snow between the tracks interferes with the work of drafting teams, creates unacceptable safety conditions for their work.

Snow causes especially great harm on turnouts, where it can cause a loose fit of the wit to the frame rail. Pressing the cross troughs and counter rails with compacted snow, which is sometimes carried by the wind along with sand and dust, can cause the bolts to break and the rolling stock to derail. A lot of money is spent every year to fight snow drifts.

Currently, the fight against snow on railways is carried out in two fundamentally different areas:

· Protection of the path from snow drifts - prevent deposits of snowstorm snow on the path.

Removal of snow that has fallen on the path during snowfalls and snowstorms - cleaning the paths from snow

For each of these directions, depending on local conditions, various very numerous means and methods of dealing with snow can be adopted.

Organization of works on clearing the tracks of the station from snow

1.1 Establishing the order of cleaning tracks and turnouts

All station tracks are divided into three stages according to the order in which they are cleared of snow.

The first stage includes the main, receiving-departure, hump, the most active marshalling tracks and shunting hoods, technological tracks, parking tracks for recovery, fire and other special trains, tracks to warehouses, main workshops, tracks for the release of locomotives from the depot, as well as all turnouts located on the specified tracks.

The second stage includes the rest of the sorting tracks, the tracks to the warehouses of materials and workshops, as well as all the corresponding turnouts.

The third stage includes all other paths

Cleaning of tracks and turnouts assigned to the first stage begins immediately from the moment the snowfall and blizzard begin and ends no later than within a day after they stop. Snow removal from the entire territory of the station is carried out within a period of no more than three days.

The sequence of track cleaning is shown in the legend on the station plan, Figure 1. For clarity, the paths of each queue can be painted in different colors on the drawing (for example, red, blue and green).

The volume of snow is determined separately for each cleaning queue. The results of the calculations are summarized in a special statement (Table 1). The volumes of snow on the tracks of the second and third stages are calculated in a similar way.

1.2. The choice of methods of cleaning and removal of snow

The clearing of tracks from snow at stations is carried out, as a rule, by snowplows and snowplows of various systems. The most expedient is the integrated use of all available means of mechanization.

The organization of the work of machines and mechanisms for snow removal is coordinated with the reception, processing and departure of trains, that is, it is linked to the technology of train and shunting operation of the station, with the needs of the main workshops in accordance with the requirements of the main production. Depending on local conditions, the following technological processes are used.

1. Snow removal by a snowplow of one or another system with preliminary transfer of snow with a snowplow or plow to one of the tracks (with a snow layer thickness of less than 10 cm above the rail head).

2. The same without preliminary transshipment of snow (with a layer thickness of more than 10 cm).

3. Cleaning the tracks with a snow plow or a plow with the placement of snow between the tracks, then manually loading it onto snow trains and transporting it outside the station.

4. Cleaning the side tracks of the station with a snow plow with sequential transfer of snow from one track to another and subsequent removal of snow from the outermost track to the dump. In this case, with a snow thickness of up to 15 cm, a beam can be taken in five ways; with a thickness of more than 15 cm - a beam in three ways. In some cases, snow blowers can be used to remove snow from the outer paths in the field.

When removing snow by snow trains, it is advisable to use self-unloading rolling stock.

The most advanced for cleaning stations from snow are snowplows equipped with brush rotors, which

suitable for clearing turnouts, as well as for clearing tracks without prior transshipment or accumulation of snow.

When designing the plant cleaning technology, one should strive to maximize the use of mechanization and to reduce manual labor in every possible way. Manual cleaning and removal of snow can be allowed only as an exception in places of obstacles for the operation of machines and mechanisms, as well as under the condition of a small amount of work. Otherwise, measures should be designed to eliminate these obstacles.

The accepted methods of clearing and removing snow are given in the table - a list of volumes in accordance with the drawing of the station plan.

Determination of the length of the tracks of the Promishlennaya station according to the initial data of the task and the drawing.

Usable track length 5

Lplz \u003d 2 (250 + ΔL p / 2) \u003d 500 + ΔL p.

For a given ΔL p =100 m, L plz =2 (250+100/2)=500 +100 =600 m.

The total and useful length of all station tracks increases by ΔL p, and the coordinates of the centers of even and odd turnouts increase by ΔL p /2, respectively.

Table - Determining the volume of snow to be cleared

track number	Path name	Path length, m	Distance between track centers, m	Cleaning area, sq. m	Snow volume, m 3	Method of cleaning and removal of snow and its volume, m 3
	Main		6,5			Cleaning and hauling with snowplow SM 2,
	receiving and departure		5,9
	receiving and departure		5,3
	receiving and departure		5,3
	receiving and departure		5,3
	exhaust		5,9
Total

After a decision is made on organizing the cleaning of the main and receiving and departure tracks of the station from snow, the time required for this operation of the relevant machines and the required number of workers are determined.

Snow blower run time

T cm \u003d t p cm,

where p cm is the required number of runs of the snowplow;

Figure 1. Plan and parameters of the Industrial Station

Option 1 Cleaning and removal of snow with a snowplow SM-2

p cm \u003d Q cm / q μ

where Q cm is the volume of snow falling on the snowplow

car, m 3;

q is the capacity of the snowplow; with one intermediate gondola car - 220 m 3, with two - 360 m 3;

μ - snow compaction coefficient; fluctuates within 1.5-2.0;

t is the duration of one run of the snowplow;

t=t p +2t t +t p +t m,

where t p is the loading time, determined at the rate of 10 minutes per 100m 3 capacity;

t t is the time of transportation to the place of unloading, depending on the distance and speed of movement; (coefficient 2 takes into account the return run);

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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 this Instruction.

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 should be carried out by a group consisting of at least two and no more than six track fitters, one of whom should 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 insert 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;

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;

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;

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 hide when passing trains.

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.