The problem of the scope of ballastless track superstructure (BTS) and its service life currently is urgent. Due to the high traffic density at the Test Loop of JSC "VNIIZhT" for a short period of time it is possible to get an idea of BTS service life with freight transport at a speed of 80 km/h and axle load of 23.5 tonnes per axle. For information on BTS service life in real conditions of high-speed up to 400 km/h and axle load to 18 tonnes it would takes several decades.To resolve this contradiction it is proposed to apply a new methodology for forecasting the estimated service life of BTS at actual high-speed traffic by the results of tests on Test Loop with using mathematical modeling.In the proposed model track vibrations are considered as vibrations of construction comprising of three endlessly long beams, the bottom of which is based on a modified Winkler base and the upper and middle rely on the elastic layer mainly having a base characteristics as Winkler base. For specific design of ballastless track it would be the rail, the concrete support plate (track concrete) and hydraulically bound layer (lean concrete) correspondingly.The calculation results are presented in the form of amplitude-frequency characteristics of the bending moments in the second layer of ballastless track structure. Given the fact that the amplitude-frequency characteristic is not dependent on the axial load, the calculations are made for the particular case when the values of the speed of 80 km/h and 300 km/h with the actual characteristics of the layers of ballastless track that is operated on the Test Loop of JSC "VNIIZhT".The proposed algorithm and methodology make it possible to transfer the results of observations of the processes of degradation of tested ballastless track design, obtained at the Test Loop (st. Scherbinka), on sections of network, where installation of track of this design for mixed transport is assumed. In the future, this technique allows taking into account changes in the area of operational factors, including the effect of increasing the axial load or speed of trains on the durability of track design.

On the basis of existing practice and analysis of domestic and foreign sources a classification of methods for experimental evaluation of the lateral forces of interaction between the wheel of the railway carriage and the rail head is given. A review of the various experimental methods implemented, using gauges, mounted on elements of track superstructure, is provided. Brief description of the principal methods of using the elastic properties of rails for the experimental evaluation of lateral forces using strain gauges is made. Article provides methods for measuring the lateral force, based on the registration of the forces acting from the rail to the sleeper, and special elastic rail sensing elements embedded in the rail neck. Current trends of improving registration system of lateral forces, including ways to "continuous" registration of the lateral forces are shown. Review includes recommendations for evaluating the adequacy of the measuring lateral forces on the basis of analysis of experimental data from a number of dynamic interaction processes in rolling stock and track interaction recorded simultaneously with the side forces on the same measurement track sections, including dynamic stresses in the edges of the rail foot of horizontal transverse forces, acting on the rail to the sleeper, frame strength.

The main type of damage to the operating parts of railway equipment is corrosion-fatigue fracture. In the period 2013 - 2014 specialists of JSC "VNIIZhT" conduct an integrated comparative study of the effect of thermal diffusion coating "Levikor" on the physical-mechanical and operational characteristics of parts of rail fasteners (elastic clamps, clamp and embedded bolts, nuts). The aim of the test was to evaluate the effectiveness of the thermal diffusion zinc coating "Levikor" to protect against corrosion and extend the service life of parts of fasteners of the railway superstructure.Studies include laboratory and bench tests, static and cyclic tests of elastic clamps of rail fastenings ZhBR-65, clamp and embedded bolts and nuts after exposure to a corrosive environment in salt fog chamber and in operating terms. During the 13 months tested parts of the superstructure with the "Levikor" coating as part of KB65 fasteners were in operation in the Lysogorsky tunnel of the North-Caucasian railway, operating time was 30 million gross tons. Presented in the article comparative test results allow making the following conclusions:- KB65 fastening units with details with "Levikor" coating after being operated in Lysogorsky tunnel keep maintainability, whereas, in the absence of anti-corrosion coating fastening units are not repairable;- an increase was recorded in cyclic durability of clamps with anticorrosion coating "Levikor" under conditions of corrosive environment by 2.0 times and static strength by 1.4 times;- for areas with humid climate and increased atmospheric corrosion, expansion of the range of the upper parts of track superstructure, protected by coating "Levikor" is recommended as well as expansion of operational areas for its laying on the railway network of JSC "Russian Railways".

Conditions for the effective organization of repair-track works using technology of lengthy closing track sections for a day and more, as well as the "windows" of long duration. Technology of long-term closure of sections is becoming more common. In 2016, more than 60 % of the total amount of repair and reconstruction of infrastructure is performed using such a method of organization of work. This minimizes the total execution time for repair and track work and accordingly optimized their impact on the operational activities of sections and directions. The concept of transit directions is established, repair track works on them must be performed only by in-transit technology. A list of such areas, including interconnected transit areas was made, in which work planning is carried out comprehensively. When solving the problem of building schedules of long closures and "windows" of long duration such new concepts as "transit period of one-off closure of section", "shift of section closure in transit", "common planning period of section closures in transit" were determined with number of others, using of which is gradually determined by the duration of works by the technology in transit, including interconnected transit directions. Conditions are established for allocating limiting transit directions which are advantageous for performing works by "in transit" technology. The principles of constructing variant train schedule on single-track lines was developed with the definition of sections and segments for which the execution of repair works is performed by in transit technology. Application of the proposed methodic provisions will streamline the system of using advanced methods of performing repair and track works.

Analysis of freight traffic development abroad has revealed the trend of intensive growth of the freight transport centers to create optimal logistic links for the purpose of the interaction between different modes of transport and further development of piggyback transport. The article thoroughly describes two stages of the preparatory work for the organization of piggyback transport on the network of the Russian railways. The first stage outlined the need for piggyback loading gauge. Piggyback loading gauge - is the minimal transverse (perpendicular to track axis) outline in which, considering the mounting, the load (road vehicle) should be placed on a specialized platform as part of piggyback train. Such loading gauge was developed in 2012.Measures to prepare the routes for running regular piggyback trains were discussed in the second stage. Introduction of piggyback loading gauge and training routes linked to the development of normative-methodical documentation. The results of both analytical and experimental development become the basis of this document. In order to evaluate the main possibility of input piggyback trains on routes covering the entire network of railways of the Russian Federation, global analysis of the actual dimensions of infrastructure clearance was made to determine whether they meet minimum structural clearance to that required for the safe handling of piggyback trains. Studies confirm the fundamental possibility of the piggyback transport almost on the entire network of the Russian railways.

Forecast of transport mobility of population is an important landmark in the development of passenger transport of JSC "Russian Railways". Business processes of transport planning, justification the traffic volume and train composition schemes, the definition of the operating fleet of cars and infrastructure needs are based on the data on projected traffic volume and the dynamics of their changes. The article describes the results of research work on modeling and forecasting passenger flow and the choice with reference calculation an optimal model having the smallest prediction error. Taking into account that the public demand for transport services depends on many conditions, a list of factors was justified and the most affecting ones were selected. The stages of the modeling process by extrapolating trends and multivariate analysis are presented, reflecting the connection of passenger flows with the economic, demographic and regional characteristics. The accuracy of prediction was made together with conclusions about the performance of the proposed models. The correctness of the developed mathematical apparatus for the forecast of passenger flows is confirmed by supervisory calculations. They are based on actual data on passenger railway transport and assessment of share participation of aviation and road transport in the development of demand.

The current evaluation system of track geometry provides supervision of standards for graduation of the gauge and speed limits at excess of allowable values. At present maximum graduation of the gauge normalized in accordance with the standard operating Procedures for the current maintenance of railway track. This article discusses the shortcomings of the existing system of evaluation in terms of lateral track geometry. In order to overcome it, direction of improving current standards for estimating lateral track geometry is proposed and justified.On the basis of data on the track geometry parameters obtained from track measuring cars the analysis of interdependencies of lateral irregularity parameters for outer and inner rails in the curve was made using of the mathematical description of the parameters of rails lateral irregularities by identifying the length, amplitude and half-wave graduation. The presence of significant differences in the position of rails in the direction of the curves and larger lateral irregularities on the inner rail was estimated. The presence of patterns of length changes, amplitude and graduation of lateral irregularities is shown. Authors present results of the analysis of correlation parameters of lateral irregularities on the outer and inner rails in curved sections of the track. The presence of an average degree of correlation relationship of position of lateral position of outer and inner rails of curved sections is shown. The influence of the graduation of lateral irregularities on performance of rolling stock dynamics is given. Values of the graduation of lateral irregularities, unacceptable in terms of traffic safety, are established.

The article presents retrospective review of the technical requirements for the creation and testing of wheelset for speed rolling stock in the Soviet Union and Russia since the 1980s until now.Creation of wheelsets performed using both domestic experience and the experience of foreign companies. The domestic experience in development of technical requirements for the wheel sets accumulated during the development of domestic passenger cars of locomotive traction and electric multiple unit trains (EMU).To a large extent this contributed to the experience of operating high-speed electric locomotive CHS200 with "Aurora" and "Troika" trains as well as EMU ER200 with speeds up to 200 km/h. Then - the creation of high-speed train ES250 "Sapsan" with a design speed 250 km/h, and EMU ED6 with design speed 160 km/h.The most productive was the last decade, when for designing high speed rolling stock European companies with relevant experience were involved. The joint work of research institutes of JSC "Russian Railways" and leading European companies led to the appearance in Russia of rolling stock with the range speed up to 250 km/h (design speed of 300 km/h).Improving the regulatory framework will be the basis for the transition to the next stage in the development of high-speed transport in Russia with even higher speeds. In this case even higher reliability requirements will be presented to the running part of the rolling stock. Development experience obtained in the previous stages will contribute to this challenge.

Interaction of rolling stock and track is a fundamental physical process while running cars, locomotives and trains on the railway. The Research, Design and Technological Institute of the rolling stock (JSC "VNIKTI") for more than twenty years conducting research to reduce cost of energy for traction.The Institute has developed rail lubrication technology performed by locomotive leading the train, but with the improvement: the lubrication of the internal rolling surface of the rail in curve performed by leading locomotive and on sections where lubrication made on side surface of the head of the outer rail - by lubricating cars. This technology can reduce the side impact of the rolling stock on the railway track in curved sections, to reduce resistance to motion while maintaining the length of the braking distance. The effect of reducing the side impact to the track is achieved by reducing the coefficient of friction on the rolling surface of the inner rail and the side surface of the outer rail, which leads to a proportional reduction of transverse forces of creep. Such reduction of transverse forces in creep decreases the normal reaction at the flange of the oncoming wheel and, consequently, reduces motion resistance (reduction in energy consumption for traction), reduce wear, both wheel flanges of rolling stock and rails in curves.Lubrication of rail by traction unit in the train has a broad perspective of application on the railway network of JSC "Russian Railways". The minimum cost of additional equipping locomotives with devices automatically applying friction modifiers and manufacture of friction modifiers will payback considerable profit by savings of traction resources and by savings associated with a reduction in regrinding of wheelsets and replacement of rails in curves.

Research of railway embankments in terms of physical and chemical mechanics were conducted discretely, without the creation of a coherent model of stability of layered systems, taking into account all the determining factors. The article shows that attention should be focused on the process of blurring the boundaries "crushed stone granules - layer of sand", "layer of sand - loam or clay" when running freight trains as well as the limiting stability of layered granular system. The presence of natural inhomogeneities of structure and change in the density of the underlying soils, especially in wet periods, violations of construction technology of sugrade embankment, dynamic loads on the rails due to vibrations of "bogie - train" system leads to the formation of wave-like ground subsidence. Vibration fields generated in the water and viscoplastic fluids, increase the rate of rise of water in capillaries and porous media in dozens of times because of reduced hysteresis in the contact angle of wet and wall effects. Therefore, the vibration of the field arising from the train handling, contribute to flooding and penetration of clay soils in the pore space of sand due to a significant reduction of the structural viscosity and yield value of a non-Newtonian media. In studies of clay media and other systems all the effects should be taken into account: deformation thixotropy, "gelation" in strong electromagnetic fields, wall effects, which significantly increase the flow rate of hydrated clay in suffosion capillaries of sand and crushed stone cushion layer.