The article study conditions for the passage of wheelsets along turnouts from the point of view of ensuring traffic safety. The norms and tolerances for geometric dimensions in the “wheelset - rail gauge” system are interrelated. Proceeding from this interrelation, an analysis is performed on the probability of occurrence of adverse events in the passage through the turnouts of wheelsets having flanges with different wear values. The thickness of the flanges of the car wheels has a great influence on the safe passage by the rolling stock on the allocated switch point. When wheels is running on allocated point, disorders occurred in track gauge, tongue gapping to the stock rail, and in the case of frequent repetition of these phenomena - even bends and breaks in connecting rods directly threaten the safety of driving on turnouts. Within one article, it is impossible to consider all the features of the movement of rolling stock in turnouts. As an example, conditions for the passage of a wheelset through a frog unit are considered. It can be seen from the materials presented in the article that the current normative base of the geometric dimensions of the “wheelset - rail gauge” system is justified by the result of extensive and comprehensive scientific research. The experience of several decades of operation is confirmed by the fact that this regulatory framework provides for the transportation process and the safety of the movement of trains in turnouts. Introduction of changes in the “wheelset - rail gauge” measuring system should be based on analysis of the actual state of wheel sets and the parameters of the track gauge in turnouts. In particular, in order to determine the possibility of changing the rejection size of the minimum thickness, it is necessary:• to conduct mass measurements of wheelsets and turnouts in operation; to perform processing of the obtained data with the identification of dependencies between different combinations of sizes, including relations between the thickness of the flange and the slope of its generatrix; to perform dynamic-strength tests to determine the dependence of stresses and deformations of the elements of the switches during the passage of wheelsets with different thicknesses and angles of inclination of the flanges; to reveal the available opportunities for changes in the “wheelset - rail gauge” measuring system, taking into account the durability and reliability of switch points; to develop a new methodology for calculating the adverse events that occur during wheelsets passage along the turnouts.

Due to the development of high-speed operation, the problem of providing high-quality communication channels for train passengers, control and security systems, caused by the difficulty of fast positioning of the carriage, the large Doppler extension of the transmitted signal and the increasing amount of data transferred, is becoming especially topical at present. Two solutions can be conceptually possible in order to increase the coverage area near the railroad right-of-way: installation of a set of relatively small antennas of transmitting stations along the track or installation of powerful transmitters on high antenna-mast structures. Communication facilities exceeding 75 m are classified as particularly dangerous, technically complex communication facilities, and communication facilities exceeding 100 m, - as unique facilities. According to normative legal documents for structures classified as particularly dangerous, technically complex or as unique objects, it is necessary to additionally determine the aerodynamic coefficients by blowing structures in wind tunnels or by recommendations developed by specialized organizations. In view of the above, it is relevant to solve the problem of developing recommendations for the determination of aerodynamic coefficients and its approval as a guiding regulatory and technical document. This study is devoted to the development of a mathematical model for the behavior of an antenna-mast structure under wind influence, which would allow determining the aerodynamic coefficients when collecting loads on newly designed or currently ope rated structures, and also adequately predict the behavior and condition of the object at various stages of the life cycle.

The problem of uncertainty and early prediction of possible “breaking points” in the trends of changes in key performan ce indicators, which impedes long-term economic forecasting, is extremely serious, especially in such a capital-intensive industry as rail transport. For the purpose of preventive detection of changes in trends, the authors suggested using the “marginal factor of operating costs” as a forecasting tool, which will be the most sensitive to changes in the efficiency of railways, playing the leading role, as compared to gross indicators or derived from them. This indicator with the developed classification of its zonal levels will allow initiating the adoption of the necessary managerial decisions, taking into account marginal revenues and marginal costs. An analysis of change in the marginal coefficient of operating costs, taking into account the effect of filling the capacity of the railway line on it, makes it possible to identify with high sensitivity the signals of emerging positive or negative changes in the level of efficiency. Thus, the timely formation and refinement of measures for the development of the railway network, as well as the introduction of new transport products on the market, the implementation of innovative, including digital, technologies should be based on a scientific tool for predictive management of the efficiency of rail transport. The marginal coefficient of operating costs as a leading indicator of efficiency can become an indicative basis for such management. It is advisable to monitor the marginal coefficient of operating costs in the network as a whole, and also to develop the procedure for its evaluation by kinds of freight, directions of transportation and transport products. This will allow to prioritize the implementation of specific activities more justified, on the one hand, and to assess the effectiveness of its implementation on the other.

The current market of railway transport participants is distinguished by an expanded composition of possible participants in comparison with the traditional approach “shipper - carrier - recipient”, taking into account the tendencies of limiting natural monopolies and ensuring equitable access to the services of the railway transport infrastructure provided by the agreement on the Eurasian Economic Union. Organization of train work in such conditions is complicated by an expanded list of requirements for the train operation along the routes and the need to coordinate the actions of a significant number of participants in the transportation. The article offers the method of the decision of a task on development of the train schedule on the closed range of an infrastructure of railway transportation of the general using, providing effective development of the train flows declared for transportation by set of carriers. In the methodology, a transition was made from the objective principle of developing the unstructured operational load to the railway sections and stations to process identification of the traffic flows of the carriers, which determines the route assignments of trains and the parameters of using the infrastructure objects with reference to the destination of the formation plan. The application of this methodology provides conditions for equitable competition in the use of the railway transport infrastructure and creates the conditions for the synergetic economic effect of the interaction of participants in the transportation process.

The article contains a method for determining the ma-the permanent way as deflections, angles of section rotation, bending trix of mutual spectral densities of vertical dynamic forces acting on a moments, transverse forces, stresses of its three-layer structures. railway track, depending on its spectrum of irregularities. It will allow to Mathematical model of track oscillations is used for calculations make a more accurate calculation of the mean values and mean-square as a construction containing three infinitely long beams, the lower deviations of vertical dynamic forces, as well as such characteristics of of which lies on the modified Winkler base. Authors present formulas for finding amplitude-frequency characteristics connecting vertical deflections of structural layers and vertical dynamic load acting on a track. A method is described for finding a matrix of mutual spectral densities of vertical dynamic forces acting on a track having real deviations from its position in the profile, with the passage through it of a four-axle freight car. Considered example finds the amplitude-frequency characteristic that connects the vector of dynamic forces in the contacts of wheels and rails with the vector of vertical displacements of wheel centers for the model of a four-axle car. Concluding authors give the results of calculations of the amplitude-frequency characteristic of the elements of the matrix of mutual spectral densities of vertical dynamic forces acting on the track. The received statistical estimations can be used at calculations of service life of ballastless track constructions and loading on roadbed.

Specialists of the Scientific Research Institute of Railway Transport (JSC “VNIIZhT”) and Tracks and track facilities Department of the RUT (MIIT) initiated the procedure in consultation with the Test Center of the JSC “VNIIZhT”, tests were performed on the Test Loop of the JSC “VNIIZhT” in Shcherbinka. The experiment was carried out to confirm the possibility of straightening the track in the profile by instal ling under-slipper pads and pneumatic shovel packing (by padding with the use of a compressed air stream to transfer and distribute the fine gravel particles under the sleeper). The purpose of the test was to search for alternative ways for piling up crushed ballast. As a result of the experiment, it was established:the use of pads and pneumatic shovel packing provides a much greater stability of the track in the profile than the alignment of the track by padding the ballast under the sleepers with electric packing machine;pneumatic shovel packing creates a greater resistance to the sleeper creeping in the zone of the mechanical joint in comparison with the adjustment of punching rubble for sleepers with electric packing machine with identical fasteners (the experimental and control joints follow one another);alignment with the installation of pads and pneumatic shovel packing can be successfully applied on the railway track with a large missed tonnage and high pollution of the ballast prism. The results of the tests carried out on the Test Loop of the JSC “VNIIZhT” help to refine the advanced technologies for straighte ning the railway track in the profile to under-sleeper pads and pneumatic shovel packing for the future creation of experimental sections on the existing rail track and the possible extension of these ways of straightening the railway track in the profile to the entire network.

On the network of electrified railroads and power lines of advanced countries there is an intensive work undergoing on the conversion of traditional insulating structures made of porcelain and glass to new ones - polymeric. In order to minimize mechanical damage, it is necessary first of all to investigate the stress-strain state in the connection zone “end terminal - fiberglass rod”, and on the basis of the results obtained, to develop a number of design solutions that make it possible to provide the required reliability of such connection. The analysis of the stress-strain state and the strength of the joint between the fiberglass rod and the end terminal is of greatest interest, taking into account the viscoelastic properties of the glue (glue creeping). Authors present a method for calculating axis-symmetric glue joints of polymer insulators based on the finite element method. The stress state of the junction zone (“end terminal - fiberglass rod”) is analyzed. Optimum sizes of the glue-joint connection of the insulator are determined taking into account the viscoelastic properties of the glue. The results of testing the models of polymer insulators of the contact network in the temperature range -60 ... + 100 °C are given and the life of tension (suspension), fixation and console polymer insulators is estimated on the basis of the principle of temperature-time analogy. The proposed technique for assessing the stress-strain state of the glued joint of polymer insulators, taking into account the viscoelastic properties of the adhesive, allows to determine the optimal parameters of the end caps, taking into account the time of action of the load on the insulator. An analysis of the experimental curves of durability has made it possible to establish the norms governing the change in the durability of a polymer insulator, depending on the load acting on it. A load, that provides reliable operation of the polymer insulator for 30 years, can be accepted for tension insulators, which is not more than 40 % of the destructive insulator, and for fixative and console - not more than 45 and 50 % respectively.

The improvement of automated control systems for stations (ASUST) occurs synchronously and in accordance with the development of modern technologies used to equip railroad stations. Timely fixing of all relevant technologically significant operations and conditions, including those from external devices, in the ASUST information model allows to develop the information platform of the system, expand its functional capabilities. Despite the progressive nature of the systems that integrate information into the ASUST, which drive its dynamic models in parallel to various control objects, they are characterized by a narrow profile and a specific set of data that is insufficient for comprehensive mana gement and planning of the station operation. None of the integrated sources of information can fully replace ASUST in its entirety. ASUST facilities combine, analyze and optimize all data flow possible for a given control object, making cross-sections and selections that allow station employees to quickly perform their functional duties. In some cases, the resultant control system product is a control solution or a prompt. The article considers the structure of the information system ASUST-2018, the main characteristics of some systems of hump automation, commercial inspection of trains and cars, control of inventory numbers of cars, satellite navigation. Data integrating flows are described with the definition of those that can be used to intellectualize the making of control decisions by the station duty officers (SDO).