The increase in transportation volume through the railroad network requires novel less capital-intensive methods for increasing the carriage capacity with respect to the busy routes that operate at traffic capacity levels of 0.8 and higher. One proposed method is the traffic scheduling of permanently linked multiple trains. Because the existing lines were constructed without considering the usage of permanently linked multiple trains, special preparation of various sections, especially for enhancing the electric power supply system, as well as additional development of stations are required. Compared with single trains, the increase in the length of the linked trains reduces the traffic capacity, affecting the carriage capacity. Further, the peculiarities of interval changes, including the succession times at sections, arrival spacing, and train departure from a station while scheduling linked train traffic on a permanent basis on busy lines, were analyzed. This served as the basis for determination of parameters for the changing traffic and carriage capacity of single and double tracks or traffic routes in general. All the aforementioned intervals increased on the double-track lines, which reduced their traffic capacity. Furthermore, the section occupation duration increased for the linked trains on single-track lines; accordingly, a traffic scheduling period can be established for determining the reduction in traffic capacity. The main station intervals of the single-track traffic schedule of not simultaneous train arrival with the stop and the opposite train without stop are not changed. Some calculation options were introduced for altering the traffic and carriage capacity of the busy lines for different running speeds of trains, shares of linked trains in the total amount of freight transportation, and shares of traffic capacity with respect to passenger traffic. Further, calculations were performed by considering that all the technical infrastructure facilities and rolling stock satisfy the system requirements for arrangement of the linked train traffic on a permanent basis. The usage of this method increases the capacity of the busy routes, reduces the traffic capacity by 1%-6% and increases the carriage capacity by 4%-27% for linked trains with the share from 5% to 40%. This indicates that the method for permanent scheduling of the linked train traffic is a novel method for increasing the carriage capacity along the busy routes.

The algorithm is proposed for the automated control of displacement of the load overall center of gravity relative to transversal and/or longitudinal planes of symmetry of the car during railway transportation and decision-making about availability of commercial damages upon results of the car wheel weighting under way by the weighting equipment in cluded in the set of equipment of the systems of the automated commercial visual inspection of trains and cars. The baseline data for calculations includes results of the car wheel weighting and relative error of measurement of the loads with scale set during certification, and the car container weight accepted according to the data of the car in the Automated database of the freight car fleet of JSC “RZD”. Algorithm of the automated control of each type of displacement includes calculation of the actual displacement of the overall load center of gravity in the car, minimax assessment of the calculated value with regard to the error of determination of the parameters values used for calculation, and the conditions of decision-making about availability of commercial fault. Algorithm of static modeling of the bogie wheels loads on the rail is presented, in which the probabilities of excess of the regulatory maximum allowable value by the actual displacement are determined by the Monte Carlo method (loads of eight wheels are randomly broken out with assumption that distribution of their values is normal). Results of static modeling along with the analysis of the data from transportation documents and video image of the car with the freight allow the operator of the train and car visual commercial inspection station to make decision about necessity of the car field inspection for establishing the fact of commercial fault. Examples of calculation according to the proposed algorithm are provided for the case of control of displacement of the load overall center of gravity relative to the transversal plane of the car symmetry, including comparison with calculations without taking into account the errors. Proposed algorithm can be used in the automated train and car commercial inspection system under way during railway transportation as the element of the digital intelligent technology of commercial inspection being developed in the JSC “RZD”.

This article presents the value of further increase of the energy efficiency in railway transport in combination with transition to the non-standard sources of energy. This is done within the paradigm of sustainable development and decarbonization in the global economy and by also taking into account the objectives stated in the document “Global perspective of railway transport development until 2050.” Hydrogen fuel cells, which are being studied by the Technical and Scientific Council of the JSC “RZD”, have demonstrated to be the most beneficial. The global trends of commercial use of fuel cells for transport are based on the unique properties of hydrogen as a fuel: high energy efficiency, ecological safety, and capability to be used without electric grids. Taking into account technological and ecological value, the transition from diesel traction to hydrogen fuel cell traction is justified and can be evaluated as a step of evolution that is as valuable as the transition from steam traction to diesel traction. Empirical proof is available that hydrogen is not hazardous to handle with properly designed equipment. The potential of the Russian science allows fulfilling appropriate research and development. We have taken into account that the required scientific and technological competences are available in different scientific centers and their effective integration is required. The conclusion states that the required conditions exist for introduction of the hydrogen fuel cells to the rolling stock in Russia. Although manufacturing of the critical fuel cells is not currently available in the Russian Federation, it can be arranged if demand is sufficient. This will require the collaboration of customers and scientific investigators in the project development of electric rolling stock in which hydrogen fuel cells can be used.

Analysis of arrangement of the local operation during freight transportation by the multimodal railway-water transport to Tobolsk river port of the Ob-Irtysh bassin is presented. Dynamics of growth of construction cargo loading and increase of the volumes of their transportation to the port enhance the working capacity of Sverdlovsk railroad, which increases the loading level of its processing and carrying capacities. It should be noted that the level of quality and reliability of such transportation is reduced in the period of the transport infrastructure repair, when the number of the freight trains temporarily removed from operation is grown at the approaches to the port railway station. The search for the possible solutions of arranging the local operation was conducted at the route limited in the carrying and processing capabilities, in particular at the interaction of two types of transport: railway and inland water transport. Effective solutions for automation of the processes of adaptive approval of the volume of transported cargo are proposed, as well as the methods and options of their transportation at all stages of transportation services, forecasting and planning of the regional freight transportation as a part of the inter-industry transportation. The “Electronic service of the complex transportation services” system is presented, which provides for selection of the best option of effect on the main quality criteria of the regional freight transportation and ensures self-arrangement and self-support of the process when its conditions are changed under the impact of external and internal factors. The system calculates the economically feasible mode of transportation, performs adaptive approval of the volumes of transported cargo at all stages of the technological cycle of rendering complex transportation services. The system provides for information and analytical support of the functions of planning, arrangement of local operation, and collection, analysis, and processing of statistical data. Methods of the system construction are used for control of the transportation services when arranging the car traffic volume of inert cargo making the forecast of their delivery. The “Electronic service of the complex transportation services” system has passed the state registration.

Currently, the wheel flange limiting wear is the main reason of the railroad wheels trueing. In order to enhance the wear resistance of the wheels to the required level, composition of their surface shall be changed, which is proposed to do by the method of laser surface modification introducing spherical particles of tungsten monocarbide with diameter from 50 to 150 μm. It was found out that introduction of the said particles into steel, which composition corresponds to grade 2 as per GOST 398-2010, results in reduction of microhardness of matrix metal formed on the composite layer surface as long as the content of tungsten monocarbide particles is increased. This phenomenon shall be probably connected with the change of chemical composition and stress-strain state of metal. Examination of wear resistance using roller samples demonstrated that growth of the volumetric fraction of reinforcing particles significantly increases the wear resistance. Laser heat processing of the surface without introducing the particles results in the wear resistance increase too. Wear and tear of the counter rollers cut from the rail operated in pair with the reinforced rollers cut from the tread band is less than in the pair with untreated rollers. Introduction of reinforcing particles is much more important than matrix hardening for increasing the wear resistance. It is demonstrated that cross-crack defects can be formed in modified layers, which quantity depends on the volumetric fraction of reinforcing particles. When content of tungsten monocarbide is less than 10%, cracks are not observed. According to the totality of properties, the best content of reinforcing particles shall amount from 8 to 10% of the volume.

Changes of electric traction network with regulated and not-regulated reactive power compensation units (CU) are required due to switching on the reactive power static generators at the AC electric traction network sectioning points the specifying calculations of the reactive power. The method of calculation of power losses in the traction network with regulated and not-regulated cross capacity compensation units at the sectioning point was developed. The main positive effect of CU at the sectioning point is increasing of the carrying capacity of the railroad sections. However, calculation of CU effectiveness for reduction of electric power losses, as well as calculation of continuously controlled CU requires appropriate calculations. It is demonstrated that CU effectiveness at the sectioning points of reactive power compensation is reduced in connection with distribution of the draft load; CU regulation effectiveness is also reduced as a response to increase of the carrying capacity of the railroad section, which allows assessing the proposed calculation formulae. Presented examples of calculation for the actual baseline data demonstrate that full losses in the traction network (assumed as 100%) can be reduced by using of CU of the sectioning point up to 21% maximum with continuously controlled units and up to 13.4% with uncontrolled CU. As automatics of the reactive power static generator is designed for increasing the carrying capacity of the railroad, its operation frequently complies with the reactive power overcompensation regime when losses in the traction network are increased.

Two friction theories are compared: generally recognized adhesion deformation theory and alternative dehision deformation theory, founded by Prandtl and Deryagin. Concepts and peculiarities of effect of adhesion and cohesion forces of interatomic attraction are clarified. The concept of dehesion forces of interatomic repulsion is instroduced; their features are specified. Dehision deformation theory basic provisions are as follows: Compression of solid bodies results in occurrence of the interatomic repulsion forces, which after reaching the unstable equilibrium point (bifurcation point) can be instantaneously replaced with the cohesion attraction forces. Inversion (replacement) of forces forming new compounds are rare during friction, as bifurcation pressure (processes splitting) in the most pairs of substance is higher than the plasticity limit. Friction forces of solid bodies result from engagement of irregularities of the atomic-molecular roughness at the spots of actual contact. The proportionality of friction force to the normal force (Coulomb’s law) is ensured by increase of the depth of engagement of the atomic roughness, and by increase of the area of spots of actual contact. Displacement results in the cut-out of the contact surface areas. The cut-out particles of wear and tear act as the solid bodies; the particles are pressed in solid conglomerates and scratch the surfaces. Dry friction force is determined by the contact pressure, by the interlayer fragments strength, and by the strength of their links between each other and with the friction surfaces. In case of liquid friction, molecules are moved in a barrier-free irregular field of cohesion forces, thereby determining absence of friction of rest and dependence of friction forces on the flow velocity (Newton’s law), in contrast to gas friction resulting from collision of the freely moving molecules (Maxwell’s law). Liquids, which do not include polarized molecules, are pressed out of the friction area and do not affect the friction force. If lubricant includes SAS, then the friction force can change from maximum solid to minimum liquid depending on viscosity, SAS content, pressure, contact area, and slide-to-roll ratio (Stribeck dependence).

Design and improvement of traction electric engines ensuring reduction of the railway transportation power consumption is a current long-term objective. The objective is to develop technical requirements to the new electric engines, including implementation of the set haulage performance of locomotive, providing for constant power in the certain range of the running speed, as well as required properties in case of the supply network parameters change, selection of the weight and dimensions parameters ensuring fitting of the traction electric engines in the locomotive underframe, and other important tasks. The new technology is proposed for forecasting the engine properties using simulation modeling of the hauling features and electrical characteristics of engine in order to resolve the above mentioned objectives. The proposed pulsating current traction motor model takes into account the eddy currents effect on the processes of magnetic flux changes in the engine steel and the nature of electromagnetic processes in the engine. Electric component of the engine simulation model is added with the torque mechanical balance equation that allows assessing its operating properties to the full extent. Results of calculations are presented in the form of the engine electromotive force attenuation curve calculated for specific mode of operation at the armature current of 780 A and the initial value of electromotive force amounting to 525 V. Obtained parameter of attenuation correlates with the experimental data presented in the other information source. Value of determination factor between the specified curves certifies adequacy of the developed simulation model. Proposed model of engine and methodology of its design allows modeling its operation in transition and in static modes of operation. Engine properties obtained by means of the proposed simulation model n = f(iа) and M = f(iа) are almost similar to the properties of traction engine NB-514 in the entire range of the armature current change iа. Proposed simulation model allows designing pulsating current traction motor with the set operating properties, as well as studying the engine parameters effect on its energy indicators.