The paper considers conditions and methods for developing a strategic forecast for the technical and economic state of the worldwide and Russian railway transport for a period of 30-50 years or more. The analysis was made on changes in the state of infrastructure, rolling stock, organization of train traffic and shunting work, nature of the management of the transportation process from 1825 to the present. It is established that many quantitative and qualitative indicators of its technical and technological state have improved during this period many times and by orders of magnitude. This allowed the railway transport to ensure a high level of competitiveness in the transport system of the world, including our country, despite the emergence of all new modes of transport. At the same time, some such indicators are now close to the maximum possible and will not be able to grow rapidly in the future. It is accepted that in the development of strategic fore-casts of the technical and technological state of complex (large) production systems, it is necessary to determine the most important parameters, which in the long term can be improved many times substantially, which in the complex system under consideration will achieve a significant reduction in costs, and even increase their competitiveness. The main trends in the development of railways for a strategic long-term period are determined, taking into account the support of the development of its technical and technological state for the achievements of fundamental and branch science. These trends take into account both known solutions, for example, HS operation and new solutions. The implementation of the proposals will allow the railways to achieve a reduction in unit costs (per unit of transport output), preserve and increase their competitiveness in the constantly developing transport market.

The article considers modern sectioning points on contact network and determining the location of the damage, imthe switches, which differs by the introduction of new functions for plemented in the IntTer smart terminal. These new functions are determining a stable (or passing) short circuit in the disconnected deciding whether to perform a quick automatic restart of the circuit breakers after an emergency shutdown or finding the fault zone without testing the insulation of the contact network. The principle of operation of the functions under consideration is analyzed in the article. The limits of the optimum time of the current-free pause of the circuit breaker for automatic re-activation (AR) for each inter-substation zone are established. The paper describes the existing algorithm for automating power supply of an AC traction network (the normal reclosing algorithm) and indicates the unfavorable consequences from its application, in particular, related to the long time of the absence of voltage in the contact network. It was noted that the decision to reduce the voltage recovery time performed by introducing the function of determining the passing (or stable) short-circuit in the switched-off contact network in traction substations is due to the cost of additional high-voltage equipment and requires a rethinking. Thus, a new algorithm for automating the power supply of the traction network (the BAR algorithm) is presented, which is quite easily implemented at the modern sectioning post, which has voltage transformers for each supply line of the contact network, in contrast to the supply lines of the substation contact network and is caused by the transfer of the function of determining the passing (or steady ) short circuit to the sectioning point. In the article, the issue of performing the automatic reclosure of the power line of the traction substation is considered dependent on the successful operation of the BAR algorithm of the sectioning point. It is established that the most rational option is the implementation of a dependent automatic reclosing of a traction substation using telemechanics. The authors analyze the possibility of manufacturing compact sections of the ac contact network on the basis of single-phase re-closers OR-27.5 kV. It is noted that it is advisable to use a new automation scheme in conjunction with the sectionalization points on reclosers.

Based on the analysis of the advantages and disadvan-luation models has been identified and justified. These models could tages of various methodological approaches to the search for ways be used to guide management to implement several areas of service to increase the quality of service existing in the marketing practice of improvement at the same time, and also to make efficient decisions in the passenger complex, the need for further development of such the context of possible synergies between the multiple aspects of the robust nonparametric mechanisms for constructing predictive va-service being investigated in their impact on customer satisfaction. Methodical and practical approaches are proposed to identify and compare the effect of service parameters on the level of passenger satisfaction on the basis of modeling using the apparatus of neural networks for conditions where the application of least squares correlation and regression analysis and mechanisms of order logistic regression are prognostically inefficient or excessively time consuming for analytical work. The approbation results of the apparatus of neural networks on sets of marketing data concerning various aspects of passenger service at stations and in trains are presented, as well as an estimation of the efficiency of using neural networks in comparison with the algorithms of ordinal logistic and linear regression. As a result, in order to obtain the maximum of objective information necessary for developing solutions in the field of quality management of transport services of the passenger complex, it is proposed to use a new modification of the universal complex mechanism for studying the influence of various service parameters on the level of customer satisfaction, including a set of regression algorithms, the apparatus of neural networks and nonparametric statistics toolkit.

Constructions along railway traffic lines are always exposed to vinrations generated by the passing transport. This sometimes leads to shifts in their state even threatening the comfort of the people that stay here. To estimate the magnitude of such effect one needs the frequency-amplitude chart of impacting vibrations. Current codes [1] are applied to the main types of buildings and state the acceptable level of magnitudes in wide frequency ranges. However, the code’s regulations are not enough to ensure the building’s stability as the real state of this building is not taken into account. This is especially true for the historical buildings near railroads. Majority of these are cult-related and are mostly damaged and need renovation. To correctly estimate an impact of vibrations one needs to measure addition tensions due to vibration in the construction’s body and to compare them with ones resistance material calculations. In other words, seismic vibrations emitted by trains act as a seismic signal, for which there are several established methods of evaluation. Finite elements simulations enables estimation of the distribution of static and dynamic loads so that the most vulnerable locations in the construction’s body are identified. Consequently the simulation can use experimentally recorded waves (spectra or accelerogramms) as the dynamic load. With the simulation stage set different model types are cycled until the satisfactory match is obtained as is shown in the paper. Importantly, we demonstrate how construction evaluation methods can be combined with applied seismic methods, which are being actively developed for the needs of soil and construction integrity evaluations.

To detect the beginning of the entry of the wheelset in the skid, it is necessary to know the angular velocity of rotation of the wheelset, which is usually measured by a pulse speedometer. Usually, magnetic sensors are used for this purpose (the voltage pulse appears when the magnet passes the coil) or optoelectronic (voltage pulse appears when the light beam passes through the slot and hits it on the photodiode). Between the voltage pulses, the point on the rolling surface of the wheel passes the path Δ x . Processing pulses can be different. In this paper considers the case when the number of pulses is counted with the periodicity Δ t . In this work, the following is additionally done: - A calculation method is proposed that finds the limit of the performance of an antiskid device with specified parameters. At the same time, the time required to detect the beginning of the entry into skid is taken into account. - Earlier it was established that the most stringent requirements for the parameters of antiskid devices are at the end of braking because of the easy entry into the skid at low speeds. Therefore, the question was studied on how much the braking coefficient of coupling of the wheelset Ψ₀ (the ratio of the braking force to the load per axle) should be reduced at low speeds so as to eliminate the possibility of damage to the wheels when entering the skid. - It is discussed how it is possible to determine the parameters of antiskid devices during braking tests of rolling stock and how to use these calculated dependencies in these tests. From the existing methods of testing antiskid devices, this approach is different in that the performance of an antiskid device is evaluated not on a specific segment of the track with reduced cohesion, but on the estimated track with the worst coefficient of adhesion at each point (the shorter the track section, the faster the wheelset enters the skid, but it is also more difficult to damage it). The article suggests a method for antiskid devices of railway rolling stock, which allows calculating how to reduce the braking force at the end of braking and to estimate the growth of the braking distance due to this. The method allows estimating how much the growth of the braking distance of this train due to this reduction depends on the parameters of the antiskid devices.

The purpose of the work is to clarify the methodology for determining the electric power consumption of traction substations of AC electric power for the transit of external power supply. The conditions for the emergence of significant transit through traction networks of external power supply are revealed. Using the example of the Ushaped scheme for the replacement of power transmission lines, it is shown that the intersystem power fluxes along the electric power transmission lines of the external power supply exert the greatest influence on the transit currents along the traction networks. For analysis, the local and transit components of the power flow are identified and a typical section of the electrical network is considered, containing three electrical connections at voltages of 330, 110 and 27.5 kV. In this case, the most significant factor affecting transit through the traction network is the transverse component of voltage drop, since its compensation in this network is difficult. Methods for estimating the transit current of a traction network are given. An engineering technique for estimating the electric power consumption for transit by software is proposed. Authors show the necessity and possibility of using the KORTES package for estimating transit currents of the traction network caused by external power supply. The results of calculations for two sections of different railways based on the data of the Regional Dispatch Office are presented. The influence of regional and traction loads on the path of transit currents is considered. Obtained relationships and developed methodology allow estimating the electric power consumption of traction substations for the transit of the power of external power supply.

The authors of the Test Loop of the JSC “VNIIZhT” had conducted tests of mainline electric locomotives intended for handling freight trains on sections of the road electrified with alternating current at a voltage of 25 kV (electric locomotives of an alternating current). Tests were conducted in terms of the level of external noise at the standing time. The results of tests of AC electric locomotive, which was in a stationary mode, are presented in terms of the external noise index, and a methodology for performing these tests is described. As a result of the conducted researches, the article establish the main sources of external noise in the operation of AC electric locomotives (fans intended for cooling electrical equipment and traction motors, air compressors, traction transformers, etc.), its actual values, as well as the nature of the sound field around electric locomotives. The analysis of the obtained sound field made it possible to identify the points where the excess of the standard noise values (more than 65 dBA) is observed. It is proposed to bring the technical condition of the equipment, such as traction transformer, converter and cooling module of the traction engine of the power compartment of an electric locomotive in accordance with the normative documentation. The repeated measurements of the external noise level after technical completion did not reveal the excess of its normative values in accordance with the regulatory documentation. In order to provide a normative margin in terms of the external noise of an electric locomotive, it is proposed to use sound-absorbing material in the construction of its body. It is recommended to perform an experimental study of the spectral composition of the noise of the equipment of an electric locomotive operating at the standing time and the resulting external noise at points located outside and around the locomotive in order to calculate the acoustic characteristics of sound-absorbing materials. Sound absorbing material is expedient to be selected depending on the frequency range in which the greatest excess is observed above the maximum permissible values using known empirical and semi-empirical dependences, on the basis of which it is possible to preliminary determine its sound-absorbing properties in the frequency range established by regulatory documents. After equipping the power compartment of the locomotive with soundproof materials, tests on the evaluation of the external noise of an electric locomotive at standing should be repeated.

The article analyzes the heat exchange processes the thermal imaging method using a thermal imaging device. An occurring in the body of an isothermal vehicle when determining algorithm for determining the heat transfer coefficient is proposed, the heat transfer coefficient K by the internal heating method. which makes it possible to calculate its value with an accuracy not The differences are shown in the values of the heat transfer coef-exceeding 5 %, which is regulated by a number of international ficients obtained by the equilibrium internal heating method and normative documents, while reducing the duration of the experiment by at least 6 times. The study gives comparative experimental data and results of calculating the unknown values of K for bodies of isothermal vehicles obtained by the equilibrium method and an express method based on the algorithm described in the article. It is shown that the use of the algorithm for calculating the heat transfer coefficient of the body of an isothermal vehicle will not only increase the productivity of testing stations, but will also lead to the organization of an electronic passport for the thermotechnical state for each body of an isothermal vehicle, the control of which will enable timely diagnosing the thermo-technical condition of the bodies of isothermal vehicles, providing energy-optimal operating modes of energy equipment and, hence, increasing its resource.

The present article is a continuation of the article [1], where was considered a model of the vibration damping properties of the subgrade at the main area of the sole of a ballast prism of normalized thickness, a protective sand cushion and clay soils under conditions of harmonic vibrations on the basis of physical and chemical mechanics. It was noted that the Kelvin-Vogt model, currently used for modeling, is not applicable for layered systems that do not have, in principle, concentrated masses. For the occurrence of oscillations in the clay layer, it is necessary that under it there would be a medium reflecting the vertical longitudinal wave. Otherwise, the reverse half-wave will not form, and the compression wave will go deep into the ground and turn into heat in the end. Such problems can be solved only using the theory of wave processes. On the basis of the harmonic analysis of wave processes in layered systems for the ballast track, it is shown that the displacement amplitude at the sand-loam boundary decreases 26 times in the frequency range 1-250 Hz. Along the sleeper, secondary longitudinal and transverse waves arise due to the “transfer” of the energy of the main longitudinal wave into the transverse along the sleepers. As a result, circulation flows along the length of the sleeper occurred as well as irreversible deformation of the prism and the accumulation of defects in the subgrade, the porosity and the probability of splashes of ballast are increased. The best damping and cost properties have constructions with crushed stone in comparison with a ballastless design. However, the stability of the motion on the ballast prism and its inter-repair period depends on the correct organization of drains, especially in spring and autumn. Developed apparatus for determining the degree of stress damping in the structure of the track subgrade and the superstructure can be used to develop a normative document for selecting the design of the subgrade structure of the track, depending on the geological, climatic conditions and the average annual groundwater level. The use of the apparatus of linear harmonic analysis is explained by the fact that the influence of nonlinear effects of wave propagation in dispersed materials does not have time to appear because of the extremely small thicknesses of materials constituting the subgrade.