LLC "Trudovoy Desant" carries out work on clearing snow on railway tracks, turnouts and railway crossings.

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

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

Thus, at the dawn of the development of railway transport, when snow removal techniques had not yet been developed, the snow element could paralyze the work of individual sections of the railway for a long time.

History of snow fighting on railways

Snow removal from railway tracks was a problematic issue 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 railway tracks in Russia was a duty, villages were subject to “snow horse and human” duty, often this work was performed by military units. This fact is confirmed by a clipping from an English newspaper of the late 19th century, containing engravings telling about snow removal on the railway in the vicinity of Orenburg.

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

Currently, the arsenal of methods for dealing with snow has expanded significantly: this includes protection from snow drifts with the help of long-term forest plantations and special prefabricated lattice panels and fences, electric heating and pneumatic blowing of turnouts, treatment of metal parts of the upper structure of the track with anti-icing and de-icing chemicals. Various modern self-propelled snow clearing machines are being developed and put into use, both on combined automobile and railway tracks.

Snow fighting instructions

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

• (instead of the previously existing instructions on the procedure for preparing for work in winter and organizing snow control on the railways of JSC Russian Railways, approved by the order of JSC Russian Railways No. 1338r dated 06/30/2006);
• Instructions for snow fighting on the railways of the Russian Federation No. TsP-751 dated 04/25/2000;
• Typical technically sound time standards for snow removal work.

Snow fighting on railway tracks

The maintenance of non-public railway tracks is provided at the expense of the owner of the tracks, including the clearing of snow from non-public railway tracks. Trudovoy Desant LLC carries out this work on non-public railway tracks both manually and using specialized small-scale mechanization equipment - Honda tracked snow removal machines. If there is a significant amount of snow, the tracks are cleared using self-propelled special equipment using a combined speed. In the event of heavy snowfall, we bring in heavy self-propelled railway-powered equipment 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 uninterrupted movement of rolling stock, if necessary, establish round-the-clock duty of company employees, organize the work of snow removal machines, and carry out high-quality clearing of snow from the tracks after passage of special equipment.

It should be noted that the criterion for good track clearing of snow is quite measurable and is enshrined in the instructions for snow removal on the railways of the Russian Federation - 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 level with the top of the rail head.

Clearing snow from turnouts

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

When performing work to chip ice on turnouts and in areas of obstacles, it is necessary to take precautions to prevent the possibility of blocking signals. On turnouts, manual, pneumatic or electric impact tools can be used to chip ice.

In the pre-winter period, for the effective functioning of stationary devices for clearing snow from switches, it is necessary to cut out the ballast in the sleeper boxes so that the clearance between the base of the frame rail and the ballast is at least 10 cm. Cleaning of switches from snow and ice is carried out using stationary devices for electric heating and pneumatic cleaning, hose pneumatic cleaning and manually using tools using signaling equipment and communication with the station duty officer.

Currently, it is possible to equip turnouts with electric heating or pneumatic blowing. Our company, upon the customer’s instructions, can perform installation work on the above technical devices.

Clearing snow from railway crossings

In accordance with the Conditions of 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, when maintaining motor roads within the boundaries of a railway crossing, ensures with his own efforts that the roads are cleared of snow and ice, combats winter slipperiness, and cleaning snow banks from the sides of the road, organizing the loading and removal of snow, and also taking measures to regularly clear crossing elements of snow and ice.

Trudovoy Desant LLC will help organize the entire range of work to maintain the condition of the road surface and 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 clearing of snow during snowfalls and blizzards.

Trudovoy Desant LLC performs the full range of work: organizing snow removal on railway transport, snow removal of railway tracks, clearing snow from turnouts, railway crossings and technological passages.

Our company organizes work in such a way as not to disrupt train schedules, ensure timely delivery/removal of rolling stock to loading or unloading points, not disturb passengers and station staff, and also eliminate the adverse consequences of snow disasters as soon as possible.

Heavy snowfalls and the snow drifts they cause pose a serious danger to train traffic. Snow falling on the tracks creates additional resistance to the movement of trains, causes additional energy and fuel consumption, reduces travel speeds, complicating the operational work of the snowed section.

History of the fight against snow drifts on Russian railways

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

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

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

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

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

In 1881, engineer Grigorovsky developed basic methods for protecting the track portable shields. He recommended rearranging the shields when they are covered with snow ("earned") to 2/3 of their height. Engineer S.I. Lazarev-Stanishchev also played a major role in the development of the basic principles for fencing covered areas with portable shields.

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

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

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

In 1940, offices and production sites were organized, which were tasked with specially dealing with the issues of protective forest plantations.

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

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

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

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

On the St. Petersburg-Moscow Railway in the 50s of the 19th century, a snow plow worked. Its structure was simple: a wooden triangle with cutouts for rails that served as guides, and it was moved by five horses. Such a lightweight snowplow could not cope with drifts and snowstorms.

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

In the same 1879 at the station. Mineralnye Vody Vladikavkaz Railway driver Behrens created and tested a prototype rotary snow blower. The plant administration, to which the inventor handed over the drawings, refused to build the machines. And five years later, a similar snowplow was built by the American engineer Leslie.

In 1884, according to the design of A.I. Tsitovich, a snowplow was built, consisting of an iron triangle, fixed under the base of an ordinary platform for transporting timber, between its axes. During operation, it was attached to the rear of the locomotive, but was used little, since the lower part of the triangle was installed according to the gauge, i.e. 5" (0.127 m) above the rail head. Therefore, after the wiper passed, a layer of snow remained.

In 1886, engineer S.P. Bagrov built a snow plow for locomotive traction using his system, in which the shortcoming of the Tsitovich mechanism was eliminated. It captured the snow below the rail head, and on bridges and crossings the triangle had to be lifted upward. After two years of work, such disadvantages were discovered as the use of a large number of labor when lifting the triangle (at least 6-8 people) and possible derailment in deep snow due to the lightweight design. At high speeds, the wheel axle boxes often burned; there was no device for turning it anywhere.

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

In the 80s 19th century engineer Lobachevsky created rotary snow blower, which cleared a layer of snow up to 1.5 m. In winter conditions of 1890-1891. On the Rigo-Orlovskaya road, a snowplow was tested using the Lobachevsky-Yakubenko system. It consisted of a two-axle boxcar, in which there were 2 horizontal axles with blades or wings mounted at the ends, rotating in vertical planes, one of which protruded slightly in front of the other. The wings were placed in iron casings, open in front and on one side, and were intended to scatter snow in different directions. In the front part there was a “nose” that cleared snow from the rails and fed it to the blades. The horizontal axles with wings were driven by two “rotary-action” machines, for which steam was obtained from the boiler of the locomotive. But the snow blowers of the described system did not give the desired results in practice, and therefore did not become widespread.

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

Since the time of purchase, there have been no harsh winters or large drifts on the South-Western roads, and therefore the car has not been able to show its full working ability.

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

In 1910, engineer A.N. Shumilov developed a design for a snow removal machine with a conveyor supply of snow to platforms located on the adjacent track.

Snow fighting in Soviet times

After the Great October Revolution, the fight against snow drifts began to be seen as an important state task in ensuring the uninterrupted operation of railways.

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

Of interest are the first editions of instructions and leaflets devoted to the topic “Snowfighting on Railways,” currently stored in the Central Scientific and Technical Library. One of these books was published in 1933 by the Zheldortransizdat publishing house.

In the 30s, the concept developed cyclical technology of mechanical snow removal at stations with sequential operations. These operations include: collecting snow from the track, loading it with accumulation in intermediate cars of the snow train, transportation to the unloading place, unloading the snow into a dump, returning the train to the loading place. Its undoubted advantage is that it occupies one path when performing all operations, which is especially important in conditions of intensively operating stations.

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

Arutyunov system snow melter car

Internal structure of the snow melter car

General view

Biaxial plows were used to clean the stages Snow blowers "Bjerke" with manual control, which removed snow cover up to 0.8 m high at a speed of up to 30 km/h. With a thicker layer, the snowplow went off the rails.

In 1933, the Bjerke snowplow was modernized and transferred from manual control to pneumatic control, and in 1946, double- and single-track ones were created instead. snow blowers.

Single track snow plows Bjerke systems and double-acting TsUMZ systems are designed to clear station tracks and stages from snow in a layer of up to 1 meter. The snowplows were moved by a steam locomotive, and the snow was thrown onto both sides of the track. Thanks to the concave surfaces of the wings of the TsUMZ snowplow, the snow cleared from the path was thrown to the sides at a greater distance than the Bjerke snowplow.

Transport position of the Bjerke snow blower

Double track snow blowers The TsUMZ and Bjerke systems were intended for clearing snow from station tracks and stages. The snowplows were moved by a steam locomotive, with the snow being cleared being thrown to one side. The concave dump surfaces of the main wing of the snow plows of the TsUMZ system ensured that snow was thrown at a greater distance (10-12 m) from the cleared path than snow plows of the Bjerke system.

Transport position of TsUMZ

Snow plow TsUMZ, 2005

In 1945, a snow blower was built to clear deep drifts "RAM", modernized in 1955, which was a plow-type snow blower, was more powerful and was intended for clearing tracks on a stretch with drifts up to 3 m high.

Snowplow "TARAN"

Snow plow "TARAN" in a modern design

Created in the 40s rotary snow blower with steam extraction from the locomotive. Intended for clearing snow drifts that cannot be cleared with ordinary snow plows. The principle of operation is to cut and capture snow with a rotating rotor and throw it out of the path under the influence of the resulting significant speed. The rotor of the machine was driven by steam engines powered by steam from its own steam boiler or from the boiler of a steam locomotive

Rotary snow blower TsUMZ, transport position

TsUMZ – working position

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

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

Snow blower of the Gavrichenko system. The train is in transport position. View from the tail car.

Intermediate cars

Train operating position

Snow blower Gavrichenko in a modern design

In the post-war years, the PS track plow and a powerful combined SS-1 car, equipped with side dump wings and end shields for excavation and snow clearing work, which is still widely used today.

Track plow PS p carries out cutting and cleaning of ditches, development of slopes, cutting of roadbed shoulders and adjusting ballast edges, various planning works and clearing of snow from stations. It moves with the help of a steam locomotive, from which it also receives compressed air, which powers the working parts of the machine.

Track plow PS (ditch cleaning)

Handling snow on station tracks

Snow plow SS-1 carries out cutting and cleaning of ditches, development of slopes, cutting of roadbed shoulders, adjusting ballast edges and various leveling works. This machine can clear tracks of snow on the stretch in both directions.

Snow plow in transport position

Wing opening

Cutting a cuvette

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

In the late 50s and early 60s, based on this technology in the USSR, second generation snow removal trains with head SM-2 machines.

Snow blower SM-2

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

Snow blower SM-2M

Snow blower SM-5

Appeared combined type snow blowers, equipped with plow devices and a milling working body, which can operate either trailed or self-propelled.

Self-propelled vehicle SM-6 Designed for clearing snow and debris from station tracks, turnouts and railway necks. paths, with loading into the body and mechanized unloading in certain places. Unloading can be done directly while the machine is operating, without loading the body, after 2-3 tracks on both sides of the track axis.

Self-propelled snow blower SM-6

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

Trailed non-self-propelled vehicle POM-1M

The capabilities of snow removal trains are also being improved. For example, p train PSS-1, which is designed for clearing snow, ice and debris, including turnouts and necks, carries out loading into its own body, followed by mechanized unloading in designated areas or while working on the side. It is manufactured in three versions: 3-, 4- and 5-car.

Mobile snow clearing train (PSS-1)

Cleaning turnouts

On issues related to protection from snow deposits on turnouts, you should pay special attention. One of the conditions for trouble-free operation of a turnout in winter is the absence of accumulations of ice and snow in the operating areas of moving units and parts: between the point and the frame rail, in the sleeper boxes under the operating rods of the drives and external contactors, on the crosspieces with a movable core.

When mass equipment of switches with electrical centralization began, the problem became most pressing. In the 1930s, hose air blowing was used to clean the sub-hill track switches. Compressed air was supplied from stationary compressors designed to power the car retarders.

Later, a project was developed for pneumatic devices for cleaning points with longitudinal blowing of gutters between the point and the frame rail for mechanized hump humps. This predetermined the use of compressed air for cleaning station switches for many years.

Work of the Far Eastern Railway workers

Although blowing significantly increases the reliability of the hands in winter, it requires a large amount of additional work for manual cleaning, especially during heavy snowfalls and blizzards, and is practically useless in wet snow.

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

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

The turnout fittings set consists of: pipelines made of inch pipes supplying and distributing compressed air to the outlets and nozzles, which are laid along the frame rails; bends with nozzles, of which compressed air is supplied to the space between the pressed tip and the frame rail; pipes with a diameter of 1.5 inches supplying air from EPK-64 to the pipelines; flange isolation of one pipeline from another; reinforcing parts: couplings, locknuts, tees, bolts, staples, etc.

To ensure uninterrupted and safe movement of trains in winter, railway transport uses one of the most effective methods of cleaning switches - electric heating. Tubular elements (heating elements) are used for electrical heating. They are seamless steel tubes, inside of which there is a nichrome spiral, insulated from the walls of the tube with magnesium oxide.

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

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

The main element of the electric heating system is the SHUES-M cabinet. It replaces outdated SHUES cabinets andprovides a significant increase in the reliability, efficiency and durability of devices electric heating of turnouts, and also makes it possible to use modern monitoring, control and diagnostic tools. One cabinet allows organize power supply from 1 to 12 heated turnouts with total power up to 125 kVA. A wide range of SHUES-M capacities allows you to select the optimal option for heating the maximum number of switches and, accordingly, reduce the cost of electrical heating equipment for one switch and further operation. The installation dimensions of SHUES-M cabinets are the same as those of SHUES. It makes it easier replacement of outdated equipment and reduces the costs of its reinstallation.

For switch equipment transfers with electric heating, improved fittings have been developed that provide installation, connection and protection from mechanical damage of electric heating elements, rail temperature sensors and cables The fittings also include includes heat-retaining screens designed to reduce heat loss during heating frame rails on the switch and guard rails on the crosspiece with a movable core

Developed obes fittings ensures the maximum degree of clearing of snow and ice from the switch due to heating of the points, frame rails, points and guardrails of the crosspieces with movable cores, sleeper boxes under the working rods and external contactors. Heating of the hands is carried out by rod-shaped flat-oval electric heaters that do not induce an external magnetic field and do not interfere with the operation of automatic locomotive signaling.

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

Currently on the Oktyabrskaya railway. Electric heating of switches SHUES-M is used in 24 track distances.

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

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

This is an innovative heating system for turnouts, using geothermal technology based on heat pumps in conjunction with the latest control and regulation devices. System Triple-S Working on the principle of a heat pump and using geothermal heat, it reduces energy costs by 60% compared to classic heating systems. In addition, reducing primary energy consumption makes it possible to reduce CO 2 emissions by 80%.

The system includes 3 main components:

Eco-friendly natural heat source;

Heat pump unit;

Heat exchanger (heater attached to the rail neck).

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

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

During the heating season, the electricity consumption of the TripleS system amounted to 2,175.6 kWh, What 22.4 times less than the energy consumption of an electrical system with an average annual consumption 48.792 kWh

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Considering the experience in the creation and development trends of snow removal equipment, we can say that it has now become more universal due to the versatility of the tools being created.

Nevertheless, the tasks of widespread use of light and medium-sized snowplows on the road network, equipped simultaneously with plow, milling and rotary working bodies in combination with fan units, remain relevant.

In areas with intense and high-speed traffic, preventive cleaning with such snowplows should be carried out at speeds close to the speed of passenger trains, with a minimum of hauling. In places of obstacles, instead of a plow, cleaning will be carried out with a stream of air, and compacted snow - with a milling cutter, but at a lower speed. The working bodies must be brought into the transport position automatically based on signals from sensors installed along the way.

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

Southern passage of the Transbaikal railway. Driving route Kharanor - Arabatuk.

Forest shelter belts with multi-tiered snow protection on the Krasnoyarsk railway.

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

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The Krasnoyarsk Railway is implementing a set of measures to prevent spontaneous avalanches and organize the safe movement of trains. Specialists from the avalanche control station and the road diagnostics and monitoring center of the Krasnoyarsk Highway monitor the condition of the snow cover in areas of possible avalanches around the clock. There are 24 avalanche-prone areas on the highway, 22 of which are located on the Chulzhanskaya route. At 130 and 165 kilometers of the Luzhba - Charysh and Charysh - Balyksu Chulzhanskaya sections of the Krasnoyarsk Mainline, special control was established over the condition of the snow cover in the mountains. On all dangerous routes, avalanche protection devices are installed, and intake sinuses are prepared to receive snow masses.

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

Cutting a snow excavation on the Yeletsk-Polyarny Ural section of the Northern railway.

Work to clear the track on the East Siberian Railway.

Labor protection requirements when clearing railway tracks and switches of snow (from the Labor Safety Instructions for track fitters of JSC Russian Railways IOT RZD-4100612-TsTsRP-035-2012. dated December 29, 2012. 2769 rub.(as amended No. 1021 dated April 29, 2013).

Work to clear snow from centralized turnouts should be carried out only during breaks between the movement of trains and shunting units. Work on turnouts located on hump and marshalling tracks should be carried out only during breaks in shunting work and disbanding of trains or with the track closed and with mandatory compliance with the requirements of paragraph 3.1.1 of these Instructions.

Work on clearing and removing snow from hill and sub-hill tracks must be carried out during periods when these tracks are closed.

3.8.2. Work on clearing snow from turnouts must be carried out

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

one of whom is a track fitter with qualifications of at least 3rd category, trained and holding a signalman’s certificate.

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

Track linemen working for the first winter are not allowed to independently clean centralized turnouts. They must be trained in the specifics of working in winter conditions, work only as part of a team, and must be assigned by order to experienced team workers. The track fitter and the brigade worker to whom he is assigned must be familiarized with the above-mentioned order against signature.

Before starting to clear snow on centralized turnouts, a track fitter of at least 3rd category, who is a senior member of the group, must fence off the work area:

during the day - a red signal;

at night and during the daytime in fog, snowstorms and other unfavorable conditions that impair visibility - use a hand-held flashlight with red lights.

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

When working as one person, the track fitter must: monitor notifications about the receipt, departure, and passage of trains and possible shunting movements;

position yourself facing the direction of the expected train in the correct direction of travel, without weakening your attention to the movement of trains in the opposite direction.

Clearing snow from turnouts with compressed air must be carried out by two track fitters of at least 3rd category, one of whom directly cleans the turnout from snow, and the other (an observer, who is also a signalman) must be located at the point where the air hose is connected to the shut-off valve of the air supply network. He must monitor announcements over the public address system about the approach of trains, the dissolution of cars, 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 lineman working with the hose to stop work and leave from the turnout switch.

When blowing off a switch, track installers must use safety glasses and gloves to protect their eyes and skin on their hands.

The air hose should be transported assembled into rings to the work site and storage areas.

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

if it is necessary to cross a 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 standard 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 unreliably fastened connection head;

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

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

the air stream should be directed at an angle that eliminates the possibility of snow getting into the face;

when moving from one turnout to another, close the shut-off valve of the air network and release the 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 valve on the metal tip of the hose.

It is forbidden to open the air supply shut-off valve unless the hose is completely straightened and the tip is in the hands of the operator.

It is prohibited to carry out

any work on the switch other than manual cleaning using non-metallic tools and hose cleaning

Clearing the track of snow and manually removing it at stages 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 a 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 passing trains.

The dimensions of the niche must 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 outer rail, but its depth must be at least 0.75 m, and its width must be at least 2 m.

When clearing the path of snow in the excavations, organize the work in such a way as to prevent snow avalanches.

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

Loading and unloading of snow onto the snow train platforms must be done after the train has completely stopped. Loading and unloading snow while the train is moving is prohibited.

When a snow train moves in the snow loading or unloading area, track fitters on the platforms must sit down and hold on to the sides of the platforms.

When removing snow by train, track workers must be located in a passenger or freight boxcar equipped for transporting workers.

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

Clearing the path of snow

Organization and technology of manual path clearing work

Clearing the path of snow, on which the composition is located, when deep drifts form, it should be done in parts. As clearing railway tracks of snow The carriages should be taken one by one to a place cleared of snow. The train, freed from drift, is transported in parts or completely to a separate point for formation and further travel to its destination.

After removing the composition from the covered area railway tracks It is necessary to immediately complete the cutting of the walls of the snow trench in such a way that the clearance of the track is ensured for the unhindered passage of trains and the operation of a snow plow.

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

On sub-hill tracks in areas where cars are braked with shoes, they are applied on both sides of the rail 50 mm below the level of the top of the rail head.

Clearing snow and ice from turnouts

The most vulnerable elements of the path during snowfalls and blizzards are turnouts and, first of all, switches in the area where the points and frame rails meet, as well as sleeper boxes with transfer rods.

When clearing snow from turnouts First of all, clean the space between the frame rails and the points of the switches, the rods of electric drives, the movable cores of the crosspieces, the counter-rail and crosspiece gutters, i.e. directly the switch itself; if the frozen snow or ice is not blown out with a stream of air (with pneumatic blowing), cleaning should be done with a scraper .

In the pre-winter period for the effective functioning of stationary devices clearing snow from arrows The ballast in the sleeper boxes should be cut out so that the clearance between the base of the frame rail and the ballast is at least 10 cm. Cleaning of turnouts from snow and ice during snowfalls and blizzards should be done with stationary devices, pneumatic hose cleaning and manually using tools. On turnouts for breaking ice a pneumatic or electric impact tool can be used.

For enterprises equipped switches, local instructions for organizing work and ensuring safety precautions must be approved in accordance with the established procedure when clearing turnouts from snow and ice.

Cleared turnouts and railway tracks This is the key to safe and uninterrupted movement of the locomotive and, therefore, stable operation of the enterprise.

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