In modern conditions, the important tasks of the Directorate of High-Speed Communication of the JSC “Russian Railways” are to improve the quality of transport services, maintain stable positions in the transport market, and increase demand. The use of a set of marketing tools in “Sapsan” trains allows maintaining price accessibility of transportation and ensures the construction of long-term mutually beneficial relations with customers. Carrying out activities to stimulate demand requires the analysis of a large amount of statistical data for planning, monitoring and summarizing the marketing activities. For information support of the decision-making process on the basis of the ACS “Express-3”, a set of tasks has been developed that provides the calculation of the characteristics of passenger traffic in the segment of high-speed communication. The new functionality allows the user to receive an analysis of the passenger traffic parameters taking into account the demand parameters (age, sex, citizenship) and the conditions of the trip (class of service, availability of benefits, participation in the promotion). In the process of carrying out analytical work, it is important for the specialists of the passenger complex not only to obtain and examine traffic statistics, but also to determine the impact of marketing actions on the amount of revenue receipts. Software implementation of the relationship construction between the volumes of traffic and revenues from the sale of travel documents was carried out on the basis of the ACS “Express-3”. To determine the annual cycles of growth/decline in revenues, it is ensured that an autocorrelation function is constructed and the development trends are determined by the indicator “revenue receipts”. The functionality created on the basis of ACS “Express” is a flexible system of reports that are formed at the user's request, allowing you to view information on the structure of passenger traffic with varying degrees of detail for compiling programs to stimulate demand and analyze its effectiveness.

A number of shortcomings was identified during the period of operation of passenger cars produced by JSC “TVZ” in the period from 2001 to 2015, both with the unified disc brake produced by JSC “TVZ”, which is installed in 1200 passenger cars, and imported brake equipment of German company Knorr-Bremse (1764 passenger cars). To solve the problems of improving brake equipment in 2015-2016 CJSC “NO TIV” together with JSC “TVZ” designed and created a prototype of an improved caliper mechanism specially designed for use with a new friction pair - brake pads “Disk-254” with cermet manufactured by LLC “Disk” and 20Х13 steel disk with a diameter of 640 mm and a thickness of 40 mm. The results of bench tests, cyclic loading and comparative tests of the improved caliper mechanism enable to draw the following conclusions: Improved caliper mechanism in conjunction with the new brake pads “Disk-254” in a pair of friction with 20Х13 steel disc meets the requirements of standards for passenger cars with maximum speed of 200 km/h. Frictional properties of pads with cermet “Disk-254” fully comply with the requirements of GOST 33724.1-2016 “Pneumatic brake equipment of railway rolling stock. Safety requirements and methods of control. Part 1. Air distributors, driver cranes, brake blocks, rubber sealing products”. Specific volumetric wear of the brake pads “Disk-254” is 0.523 cm³/kWh, which corresponds to the requirements of cl. 4.7.2.16 of GOST R 55182-2012 “Passenger cars of locomotive traction. General technical requirements” and UIC CODE 541-3 “Disc brakes and its application. General conditions for the certification of brake linings”. At the same time, the wear resistance of the discs “Disk-254” is 3.45 times higher than the wear resistance of the “Chelyabinsk-8” pads.

The current state of the organization of local work is characterized by a large number of normative and technological documents that are developed without mutual coordination. Therefore, often the actual situation and the volume of the local work are significantly different from the normative conditions. Disadvantages of the existing organization of local work are: - performance planning of local work based on the achieved performance level of technical tasks cumulative from the beginning of the month without taking into account the real capabilities of stations and freight fronts; - criteria for shunting work does not take into account the use of loading and unloading capabilities of freight fronts; - evaluation of the effectiveness of local work organization does not take into account the final results of freight operations. The end result of local work should be the maximum volume of loading and unloading. The criterion for organizing local work is the optimal working conditions for freight fronts, when, by the time the freight operations are completed, the station has cars for the next timely delivery. The task of operational planning for local work in a mathematical formulation is formulated in terms of the distribution of flows on graphs. The developed algorithm for performing calculations leads to ranging the flow of car arrival to the station to ensure the maximum possible amount of freight work, and also determines the required schedule for its arrival. An operational plan for the transportation of local cars to stations and its supply to freight fronts is being developed as a result of automation of operational planning of local and freight work.

The article reviews the ways of insurance in railway transport, namely compulsory insurance of the civil liability of the carrier for causing damage to life, health, property of passengers and voluntary insurance of passengers on the basis of the management system for passenger transportations in the automated control system “Express”. In the case of compulsory insurance, a railway ticket for a longdistance train is a confirmation that the passenger is insured. No additional documents are needed. In the case of voluntary insurance, a passenger can purchase a voluntary insurance policy at the railway ticket office or through the website www: //rzd.ru. The ACS “Express” gives the opportunity for a passenger to issue a travel document for a long distance train and a policy of voluntary insurance against accidents in one of four insurance companies: PJSC “Rosgosstrakh”, LLC “Renaissance Insurance Group”, JSC “Insurance Company BLAGOSOSTOYANIE”, JSC “Insurance Company of the Gas Industry” (SOGAZ). At the moment each insurance company offers insurance premium of 3 par values with the relevant insurance amounts. The cost of voluntary insurance policies depends only on the sum insured and does not depend on such factors as the duration of the trip, the train category or the age of the insured. Insurance coverage is valid during the trip from the moment of announcement of boarding, but not earlier than 30 minutes before departure, and ends no later than one hour after the arrival of the insured passenger to the destination station, provided that it is located on the territory of the railway station or terminal. The insurance contract is concluded for one trip in longdistance railway transport. The information technology of voluntary insurance creates for passengers more attractive conditions, the comfort and safety of passenger transportation increases. The article provides the functional description and report examples of developed and implemented in the industrial operation software and analysis complex on the basis of the ACS “Express”, which includes automated work stations (AWS) “Insurance companies and complexes”, “Voluntary insurance” and “Inquiry on insured passengers by train”. This software and analytical complex implements tasks that ensure the formation of reference and analytical information, operational financial reporting on the sold voluntary insurance policies and monitoring of the demand indicators of insurance policies and insurance companies.

The article examines the problem of studying the process of handling the opposing train flows through a single track section of the route by modeling for the conditions of organizing high-speed operation while minimizing capital investments in infrastructure. The issue of saving capital investments in infrastructure is especially urgent with the small size of high-speed traffic on non-main lines, including feeder lines for high-speed routes. Significant savings can be ensured by using single-track fixed structures, as well as single-track distances in conditions where the construction of the second main track is associated with a significant increase in cost. However, in this case, an important question arises about the effect of high-speed traffic on the capacity of single-track sections and on the line as a whole. When operating a one-track or two-track section of the route, the issue arises on the adequacy of the capacity level of the junction points from two to one track (one-track section of the route, then the limiting element), and also the possible delays of trains. To investigate the conditions for passing trains through such sections of the route, the Barrier-1 program was developed, which makes it possible to estimate the capacity of the limiting element on the basis of the methods of queuing theory. The model implements an algorithm that does not impose any restrictions on the characteristics of the incoming train flow, which makes it possible to investigate the various conditions for trains to pass through the limiting element (in particular, the regularity or irregularity of the flow, the intervals between trains, the occupation times of the limiting element). The results of modeling the passing of counter traffic flows are displayed in numerical form, as well as in the form of the train traffic schedule, taking into account the increase in time on approaches to the limiting element. The model takes into account the peculiarities of passing the opposing train traffic and allows determining optimal way of passing high-speed and other trains through the limiting element of the route. The calculation is provided using the model and analysis of the capacity of a limiting element of the route for various options of the high-speed trains handling organization, as well as the conditions under which the maximum capacity with the minimum number and delay time (decrease) of trains on approaches to the limiting element.

The article shows the structure of the computer program “Express estimation system of the heat transfer coefficient for the vehicle”. The performance sequence of the automated calculation for determining the heat transfer coefficient ( K ) is described on the example of the refrigerator car body with the use of the data obtained during the accelerated thermal engineering tests. The advantages of the announced program are shown, consisting in a substantial reduction in the duration of testing, excluding the influence of the human factor when performing calculations and reducing the costs of organizing documentation flow. It was noted that for the operators of isothermal vehicles (ITV) the formation of an automated database with the calculated values results of K allows not only to monitor the dynamics of their changes during the ITV operations, but also with sufficient accuracy to predict the time of reaching the critical values of K , after which the regular energy installations will work with a significant expenditure of fuel and energy resources. The results of the expected economic efficiency in determining K by the accelerated method are presented; its value for the main types of ITV operating in the JSC “RZD” will be at least 14.0 billion rubles.

The rolling stock and the railway track are a single stant tendency of the development of rail transport in relation to mechanical system. The running parts of the rolling stock and the the interaction of the power wheel-to-rail friction pair consists in track are interacting under difficult dynamic conditions. The con-increasing the axle load on the rails for freight rolling stock and further increasing the speed of the passenger trains. It takes a qualified approach to traffic safety issues and special attention to the stability of rolling stock to achieve these goals. An analysis of the stability control of the car with an admission to the infrastructure was carried out based on the regulatory documents that establish the main provisions and procedures for the operation of railways and railway workers. Authors proposed the elimination of existing shortcomings and ensuring the stability of the carriage motion by optimizing parameters of the placement of goods in the car. Calculations were made on the rollover stability conditions (stability loss) of the body and the criterion of the critical speed at which the carriage derailed due to the loss of contact of the wheels with the internal rail line of the curve. A method for controlling the stability of a car with a load by means of two-position weighing is proposed. The results obtained also make it possible to determine the height of the common center of gravity (CG), the magnitude of the longitudinal and lateral displacement of the center of gravity of the freight.

The article is devoted to the problems of analysis and evaluation of the track condition in the plan. The width of the track and, correspondingly, the gauge easement, characterizing the smoothness of the change in track width, are the values determined as the difference in position of the two rail threads in the plan. The shortcomings of gauge easement in the evaluation of the track in curves are considered. The modeling of the empty rolling stock dynamics was performed in the “Universal Mechanism” software package (motion in a shallow curve with speeds from 20 to 90 km/h). The real values of the actual unevenness of the rail threads are taken as a disturbing signal, obtained from the track-meter data with a regular check of the track condition, which are the result of calculating the outlines of the horizontal rail unevenness from the measured rise values. The output of the modeling is the value of the safety factor ( К_уст), which should not fall below the value 1.2 in order to comply with the safety conditions for handling the rolling stock along the track. The article provides the К_уст dependencies of the empty gondola car on the size of the gauge easement of the natural unevenness of the rail threads in the plan at various speeds of motion in a shallow curve based on the results of the modeling. It is shown that the gauge easement due to the multivariate combination of the position of the inner and outer rail lengths in the curves is not a parameter that uniquely characterizes the geometry of the track gauge in the curves. Authors substantiate the necessity of amending the “gauge easement” parameter with the parameters of the irregularities in the plan of each rail thread.