In 2014 JSC RZD adopted the document entitled “RZD Holding’s Strategy Up To 2030”, which defined the mission and strategic goals for the Russian Railways for the period up to 2030, the major lines and instruments to reach the goals. The pivotal growth of JSC RZD efficiency envisaged in the Strategy (where the main strategic tasks include: improvement of business magnitude, core business efficiency, and quality of products, services, and processes) suggests implementation of an innovative ‘breakthrough’ as long as traditional organizational methods aimed to improve efficiency are substantially limited under the terms of existing State control system. For the present, the Russian Railways have some innovative growth areas, which actually are technical facilities designed up to the world standards. Scientists from JSC VNIIZhT have completed a wide range of technology developments which are further upgraded to support the strategic development of RZD Holding. In 2015 and in the mid-term future, the key directions of researches aimed to support JSC RZD efficiency growth would be as follows: feasibility evaluation of development directions for bundled transport/logistics services and of innovative technical facilities needed for their efficient implementation, including robotics and overall automation systems; scientific support for strategic planning use in the railway sector; design of innovative rolling stock types able to improve the carrying capacity of railway lines and development of respective manufacturing technologies employing the latest system of automatic train operation, automatic braking and integrated safety systems able to decrease the risks of traffic accidents and emergencies; development of innovative materials, machines, instruments and technologies for infrastructure operation and repairs aimed to decrease the life cycle costs and to improve the mechanized tools reliability; improvements to environmental friendliness and energy consumption efficiency in the railway sector and development of scientifically grounded recommendations on how to improve traffic capacity and how to control operations over railway lines with considerations to the planned labeling the lines by classes. Scientific support to the Trans-Eurasian Development Belt project is a high-priority task.

The paper tackles the substantiation aspect of the AC traction power supply system (TPSS) allowing reduction to the permissible level in the voltage symmetry coefficient on the input side of the main traction transformer of the AC traction substation. For this purpose it is recommended to insert multifunctional booster transformer in the TPSS. Its input power (main) winding is connected to one of the 27.5 kV-side branches of the main traction transformer, booster winding is brought in the traction substation feeder line and compensating winding is loaded on the adjustable capacitor unit. Data products of analytical calculations, performed by the proposed by the authors analysis procedure of electromagnetic processes in the TPSS with the multifunctional booster transformer, allowed to substantiate the capacitor unit parameters for the case of its energizing to carry the compensating winding’s 2.5 kV. When performing calculations the account was taken of the possible electric locomotive casting in the form of a power source and of a current source as well. While analyzing current distribution within the TPSS with multifunctional boosting transformer the authors used the standard set of equations, formulated by the mesh technique. In the case of current collector conceiving as a power source the necessity of employing iteration procedure was caused by non-linearity of the system under consideration due to quadratic dependence of electric locomotive resistance on the current collector voltage. Similar procedure was also employed in the case of current collector conceiving as a current source. For the case of employing adjustable capacitor unit it was found that according to the law presented in the paper, asymmetry coefficient does not exceed the values set by the GOST 13109-97 while leading and retarding phases’ currents differ from each other in modulus by no more than 30 %. It is noted that with booster winding of the multifunctional booster transformer brought in the traction substation feeder line it becomes possible to increase the retarding phase voltage by the value very near to the EMF induced in the booster winding due to its magnetic interaction with the input power winding and to raise simultaneously the leading phase current by somewhat lower value.

There are discussed curve negotiation related vehicle - track interaction processes. Not only maximum but also averaged values of the interaction indices ought to be taken into consideration while analyzing the respective calculation and test results. They determine to a greater extent the mechanical forces-caused processes governing track and vehicle related energy consumption and wear rate. Also presented are factors influencing the wheel - rail dynamic interaction processes, characteristic of railway car movement within a train consist. With railway track in a good condition values of frame forces are governed not so much by the track curvature as by the total of inertial forces and external loads acting upon the car sprung parts. In-track lateral forces represent the sum of the frame forces acting upon a wheelset and friction forces within a wheel -rail contact. Lateral forces’ values essentially depend not only on the track irregularities, but also on the contact surface friction which value increases in the steep curves. That’s why the force acting from the wheel may significantly outweigh the frame force acting upon the wheelset. And this is the reason for the gauge outward pressure rate to be different in the steep and smooth curves at the within-one-order frame forces’ values. With a wheel attacking the outer rail line the value of the lateral force applied to this wheel is governed not only by the frame force acting on the boxes and the inertia of the respective wheelset, but also by the friction value on the other wheel of the wheelset which is forced contrariwise, thus side-shifting the inner rail and causing additional track spreading. Operational experience witness that in terms of equal unbalanced accelerations’ values track disconsolidation and spreading are greater in the steep rather than in the smooth curves. This indicates the relevance of applying friction modifiers to the inner rails’ running surfaces.

Average operating efficiency value of hydraulic/mechanical power transmission depends on the number and length of transition processes. Field investigations of hydraulic transmissions revealed that hydraulic oil temperature may vary over a wide range. Temperature variations have an impact on the hydraulic oil specific density value and as a consequence - on the parameters of the transition process occurring at the hydraulic units switching-over time. That’s why special requirements, concerning regulation of the transition processes, are imposed on the hydraulic transmission control system. They stipulate maintaining constant level of the hydraulic transmission power output. Calculations and analysis of the transition processes within the hydraulic/mechanical system at the switching-over time were performed with due regard for the hydraulic oil specific density variations. The hydraulic oil specific density influence was evaluated by the hydraulic oil temperature variations. There were considered two temperature distribution options. Temperature values in the emptied and filled hydraulic units were assumed equal for the first and different for the second option. Calculation results demonstrated that difference between the hydraulic oil specific densities in the emptied and filled hydraulic units must be maximum during the hydraulic units switching-over procedure and minimum during the switching-over procedure of hydraulic converter and hydraulic coupling. The calculation results presented in the paper allow to draw up justified upgrading recommendations of the hydraulic transmission automatic control system.

The paper presents information on the development of a new automatic park brake version hereinafter referred to as action mode AST (URD-AST subsystem) control device. Operating pattern of the fixing type automatic park brake version now in use on the railway rolling stock stipulates its being in the ‘holding mode’ state under conditions of service braking and its transition to the ‘action mode’ state under emergency braking conditions. It has been demonstrated that remote returning process of the automatic park brake into the ‘holding mode’ state must be known controllable. This can be achieved through exercising service braking procedure with fully charged automatic brake of the rolling stock in the complete stop state. Railway reality knows a fair number of cases of the guard’s valve operation with the aim of impeding electric train’s departure. Each time this causes braking action after which train driver has to spend additional time for carrying out the deactivation procedure of the automatic park brake’s ‘action mode’, thus contributing to train schedule disruptions. To prevent such serious implications it is proposed to introduce special-purpose compulsory delay of the AST placement under the ‘action mode’. Such a delay is possible while using the newly developed URD-AST subsystem. This subsystem implements servo-cylinder working cavity charging pattern of the automatic park brake’s fixing unit depending on the pressure level in the electric train brake pipe and on the pressure level in the auxiliary reservoir of the car where it is installed. There are described operating procedure options of the URD-AST subsystem under various control provisions and operating regimes of electric train brakes. Also presented are operational efficiency determinations of the URD-AST subsystem installed on individual railway car. They were obtained in the tests of electric train ED4M-500 at the JSC VNIIZhT Testing Center (Testing Loop). There are demonstrated operational advantages delivered by the proposed device, ensuring on-time performance of electric trains through compulsory delay introduction of the “action mode” deactivation procedure and allowance of this device joint operation with anti-skid devices.

Changes in the record keeping system of motive power status and utilization indices called for developing new normalization principles of the operating locomotive fleet incorporating available and nonavailable fleets. In this context daily average productivity of available fleet locomotive prescribed for the planned period (a month or a year) turns up to be one of the main budget indices of motive power utilization, since exerting direct influence on the estimated demand of locomotives for the accounting period and eventually on the strength of the operating locomotive fleet. All this calls for knowledge of the norm conversion factor of the available locomotive fleet strength into the strength of operating locomotive fleet, defined by the strength demand ratio of the operating and available locomotive fleets. Classification has been proposed of conversion factors. Also computational model has been developed for determining on a monthly basis norm conversion factor of the available locomotive fleet strength into the strength of the operating locomotive fleet as depending on its main affecting contributors, such as train schedule-based conversion factor of the available locomotive fleet strength into the strength of the operating locomotive fleet, share of the fleet of freight locomotives in working condition attributed to intra-month (daily) nonuniformity of the train movement picture/ locomotive fleet operating allocation provisions and share of the fleet of freight locomotives in working condition forming technological reserve of the Traction Directorate (JSC RZD branch). There is proposed calculation technique of the strength of technological reserve. Based upon experimental monthly schedules regulating provision of trains with locomotive power subject to locomotive run limits there was found functional dependence of the locomotive fleet share forming technological reserve of the Traction Directorate on the main affecting contributors. Validation procedure of the proposed computation method of the monthly norm conversion factor of the available locomotive fleet strength into the strength of the operating locomotive fleet demonstrated that in 95 % of cases its error ranged from 3 to 5 %. So this method may be adopted for practical use.

Quality of solebars and bolsters is assessed by the value of fatigue safety factor. In the respective calculations they use experimental fatigue limits of individual component parts obtained in the course of their fatigue testing. Enhancement of the railway car axle-loads, development of freight car bogie advanced design versions as well as increase in the number of part fracture events demand for revision of certain issues of the existing fatigue testing procedure. Component parts testing of the new high-strength structures ought to be conducted under higher maximum loads within the loading cycle. However loads’ maximum to minimum ratios depend on the permanent loads average, thus making impossible to employ all the necessary spectrum of testing loads. Meanwhile application of higher testing loads may result in emergence of plastic flow deformations and residual compression stresses, thus leading to overestimation of the testing results. Survival of the tested parts is also possible. So it is recommended: - To conduct the tests at fixed value of the loading cycle asymmetry coefficient; - To assess testing results specifically for the normalized number of the loading cycles at each testing load value. It has been found that fractures occurred in operation under summer and winter conditions are practically similar in their character. They are characterized with small area of the fatigue crack retarded development, which is evidence of the action of high stresses. Fatigue tests of bolsters at temperature values of +20 ° and -60 °С demonstrated that negative temperature contributes to some extent to higher fatigue resistance of the component parts, thus delaying initiation of fatigue cracking process. However it also contributes to lesser critical size of the crack area, and as a consequence to worse survivability of the parts. It has been indicated that the relationships obtained in the course of rig and field tests explain the reasons of a large number of solebar fracture events during cold seasons (emergence of critically-sized cracks, their extremely quick development and subsequent fracture in between the routine inspections).

The paper tackles the implementation problem of the Russia’s export-import potential within the system of international transport corridors. Also discussed is identification aspect of certain new conceptual approaches to forming such corridors in modern times. Under consideration is the issue of Russian transit competitiveness. There have been revealed the most essential merits and flaws of railway, see and air transit. The author substantiates the significance of developing and implementing provisions giving rise to long-term competitiveness of the national railway infrastructure. Railway transport ought to be instrumental in building and maintaining external economic ties. In this context there is actualized the necessity of forming new inland transport corridors. The specific nature of railway transport participation in transportation of foreign trade cargoes is that it is the most essential mainline transport mode responsible for the vast majority of the country’s freight turnover. That’s why the implementation of the country’s transit potential demands in particular for integration of the national railway transport into the international transport systems. Special attention is paid to seeking out new opportunities and elaborating efficient competitiveness development strategy of the national transport infrastructure. Main idea of such strategy ought to consist in inclusion of the existing and planned railway links, ports and other transport infrastructure in the export-import traffic network, large-scale diversification of this infrastructure and working out rational routes for new transport construction. The proposed recommendations stipulate future creation of parallel railway lines partly on the basis of existing rail links. Such an approach will allow to release the Trans-Siberian Railway Trunk Line for international transit traffic. In the elaborating context of the national transport infrastructure long-term competitiveness the adaptive integration approach model developed by the author may contribute to transport infrastructure stability and its faster development in the long run as compared with increase in traffic demand.

There are described principles and procedures of keeping in the MIS “Express-3” records of the bank clearing based receipts from corporate customers of passenger services using their single customer accounts. The proposed complex was developed in accordance with the current Rules of Passenger, Luggage and Cargo-Luggage Federal Railway Services as well as with statutory acts governing business accounting in the Russian Federation, industry regulatory documents and internal business accounting order documents of the JSC RZD and its subsidiary JSC FPK(Federal Passenger Company) with allowances made for specific character of the latter company profile and business activities. Single customer account (SCA) turns up to be mandatory attribute of every bank clearing associated business transaction with a corporate customer. Such an account may be opened on the basis of concluded contract for passenger, luggage, cargo-luggage and mail transportation services (‘Contract for transportation services to be settled through SCA’). This is the whole new level settlement service. Automated management of a single customer account allows to keep record of receipts (monetary payments for the rendered services) as well as to monitor customer account balance with respect to adequacy of money means for ticketing/cargo shipping purposes and to perform payment transactions for passenger, cargo-luggage and mail transportation services

There is discussed the design version of spring liquid-gas type tension compensator of overhead catenary wires and messenger cables. Also presented is computer model of oscillations under conditions of linear and non-linear resistance. The task of improving current collection at high train speeds requires efficient suppression of the first large-amplitude oscillation and of all the subsequent small-amplitude oscillations as well. It has been indicated that non-linear quadratic resistance is necessary for efficient suppression of the first oscillation and linear resistance is needed for efficient suppression of the subsequent oscillations. Quadratic characteristic of the compensator resistance has been obtained employing liquid friction provisions and gas friction provisions have been used for obtaining its linear characteristic. Based on the solution results of the piston motion differential equations, piston position curves have been plotted for the cases of large and small deviations. It has been demonstrated that the proposed compensator design version and combined use of liquid friction and liquid-gas friction ensure efficient suppression of the overhead catenary major and slight oscillations. Application of the spring liquid-gas tension compensator of wires and messenger cables of overhead catenary system PZhG-1 makes possible forgoing of awkward wireline-roller systems.