The article considers the issue of changing the stressstrain state of reinforced concrete sleepers depending on the value of the axle loads and the requirements for the modes of its bench endurance tests. This issue is very relevant, since at present, in certain sections of the network (directions of the Eastern operational area), due to the high traffic density, the impact on the track increases and the axle load increases. Such a change entails the need to revise the requirements for the methods for determining and confirming the resource of all track elements, including the loading modes of reinforced concrete sleepers during its bench tests. To determine the influence of the axle load, measurements were made of the actual stress-strain state of reinforced concrete sleepers laid on the tangent section of the Test Loop of the JSC “VNIIZHT”. The loading was realized by a running train of 72 cars and a specially formed experimental coupler of a locomotive and three cars with an axle load of 23.5, 25 and 27 tf, respectively. Measurements made it possible to obtain the dependence of the change in stresses and deformations on the change in the axle load, as well as to reveal the rheological features of the interaction of reinforced concrete sleepers and the ballast layer. Obtained measurement results were used as basic stresses and strains for calculating loading modes in bench endurance tests. Purpose of the calculation is to achieve the maximum identity of the stress state when the sleepers are loaded on the bench with its stress state during real operation. In addition, experimental bench loading of a reinforced concrete sleeper was carried out, during which the modes obtained by the calculation were implemented and its stress-strain state was measured. Results of comparing the stress state of a reinforced concrete sleeper obtained during full-scale measurements on the way and during loading on the stand showed their identity, which confirmed the adequacy of the calculated loading modes. The final result of the work was the loading modes for bench tests of reinforced concrete sleepers, taking into account the influence of the axle load value.

Reducing the intensity of rail lateral wear remains an important task for industry science. As part of solving this problem, studies are being carried out on the influence of the geometry of the rail track on the wear of rails, the intensity of the force interaction of wheels and rails, the tribological characteristics of the contacting surfaces. The article focuses on the influence on the wear of the geometry of the rail track, namely the rail canting. The definition of the stability of the rail canting has been formulated, which makes it possible to proceed to the assessment of this indicator both in time and in the length of the track section. The assessment of the canting stability over time was carried out on the basis of experimental data obtained in the course of field studies carried out in 2019–2020 on the Moscow Railway. As a result of evaluating these data, the dependence of the change in the average values and the standard deviation of the rail canting in the section on time was built. The average values and standard deviation of the canting in the investigated area are considered in this article as a set of parameters that make it possible to assess the canting stability. In addition to these parameters, it is proposed to evaluate the canting stability along the length of the section based on the canting offset and the standard deviation. The assessment of the stability of the rail canting along the length of the section was carried out using calculations performed in the “Universal Mechanism” software package. As a result of calculations, the values of frame and lateral forces were obtained and an assessment of their maximum and average values at the site was made. This made it possible to answer the question: how does the retraction of the rail canting affect the level of force interaction at the point of contact between the wheels and rails, and, hence, the wear rate?

The article provides the analysis of regulatory documents and scientific publications concerning the design speed of rolling stock. The material is provided from the perspective of a methodological approach to establishing the design speed at the level of the maximum value achieved during dynamic and strength tests and track impact tests of the object that meets requirements of technical documentation. Values of strength and dynamic properties of cars obtained during tests performed in track sections with characteristics established in test methods should comply with requirements of regulatory documents. At the same time, during the operation of car running gear, rail geometry and track superstructure, basically have a state that is different from that in which tests were performed. Proceeding from this, in order to ensure traffic safety in operation, permissible speeds are set for tracks of various states and structures. Thus, for freight cars with three-piece bogies, the maximum speed, especially when empty, is limited due to the deterioration of its dynamic properties associated with change in the operation of design parameters and characteristics of bogie elements as well as its rigidity couplings. Due to the deterioration of dynamic properties , the design speed cannot be implemented, including on the track that meets requirements of test methods, on which it was initially confirmed. The maximum permissible speeds of freight cars that are acceptable from the safety point of view are traditionally established based on the results of tests performed since the middle of the last century. When applying innovative freight cars with bogies of a new design, to assess traffic safety, it will be necessary to carry out a large number of tests and to gain operating experience, during which it is necessary to estimate the influence of various factors on traffic safety. In fact, it is necessary to repeat tests to set running speeds, but in a short time, which is very cost-intensive. Based on the foregoing, in order to eliminate the risks associated with safety violation, to confirm the design speed and in order to reduce costs when applying new rolling stock, a full-scale virtual method has been proposed that provides the use of a computer simulation, in which the design speed specified in the technical documentation is set at the stage of rolling stock development, taking into account the operational variability of car running gear and the track state.

Finding ways to optimize the body structure is an important point in the design of new electric train cars. Reducing the mass of the body leads to a lightening of the parts of the rolling stock associated with it, a reduction in energy consumption for operation and a decrease in wear in the “wheel — rail”system. Reducing the weight of the body is possible by assigning optimal rigidity to its main load-bearing elements. Increasing the rigidity of the body with a constant mass is also an important task to obtain the standard dynamic properties of the car body.

The article presents method for optimizing the body structure based on calculating the value of its first frequency of natural bending vibrations. The calculation was carried out by the finite element method using a simplified beam-shell parametric model. Within the optimization calculations, 3125 working versions of sections of the main load-bearing structural elements with different rigidity were considered — bracing and cross-beams of the frame, inter-window racks and cross-beams of the roof. The sensitivity of the value of the natural vibration frequency to the change in the rigidity of the main bearing elements without taking into account the change in mass is analyzed. It was found that the rigidity of the frame bracing and cross beams has the greatest influence on the frequency value. It is shown that the ratio of the rigidity of the main bearing elements does not remain constant for optimal design options and depends on the design of the body, the target values of its mass and rigidity. When mass is limited, it is possible to choose designs that are characterized by the greatest overall body rigidity and are the most optimal in terms of manufacturability. By limiting the values of natural vibration frequency, it is possible to choose a body structure with the lowest metal mass. The presented approach allows making decisions on body modification based on the required parameters of mass and (or) the frequency of natural bending vibrations. This approach can be used in pre-design studies of the bodies of new passenger rolling stock.

When operating a railway crane in curved sections of the track, derailment of wheelsets of the crane bogies from the rail track when it is displaced during hanging on the outriggers, wheelset of the bogie missing the rail track after the work has been completed or the crane has been down from the outriggers, which significantly affects performance of loading and unloading operations. One of the reasons for the occurrence of such dangerous situations is the not strictly horizontal position of the non-rotating platform of the railway crane.

Railway cranes are part of recovery trains designed to eliminate the consequences of rolling stock derailments. A priority for recovery trains is to reduce the time it takes to eliminate the consequences of traffic accidents, which can be achieved through the use of new or improved devices or methods.

The article describes a system of automatic stabilization (leveling) of the platform of a railway crane (for example, EDK 500/1 crane type) when it moves in curved sections of the track (the motion of a railway crane at relatively low speeds (up to 50 km/h) is considered).

In order to study the modernized technical system (a crane equipped with an automatic platform stabilization system), its mathematical simulation is carried out. At the initial stage, a solidstate digital model of a railway crane in combination with a section of a railway track is created in the SolidWorks computer-aided design system; developed solid model is translated into the Sim- Mechanics MATLAB environment. Further, in order to improve the adequacy of modeling, the developed dynamic model is being finalized by integrating MATLAB program libraries (SimMechanics, SimHydraulics, Fuzzy Logic Toolbox, etc.) to take into account the interaction of elements of different physical nature. Results of modeling modernized technical system are presented, which confirm the advisability of using the stabilization system on railway cranes when passing curved track sections.

The article reflects the most important areas of work and the contribution of scientists of the Department of Economics and Finance of the JSC “VNIIZHT” (now the scientific center “Economics of Complex Projects and Tariff Formation”) in the development of economic science in railway transport since the foundation of the department in 1944 to the present.

Theoretical foundations for measuring the economic efficiency of capital investments and new technology in the national economy were created by the head of the department academician T. S. Khachaturov, and then adapted to the conditions of railway transport by the head of the department Dr. Tech. Sci., prof. A. E. Gibshman, head of the sector Dr. Econ. Sci., prof. N. N. Barkov and their followers. Issues of management accounting, analysis, planning of operating costs, calculating the cost of transportation, calculating the unit costs of measuring transport work are central to the research of the department. Under the scientific guidance of Dr. Econ. Sci., prof. A. P. Abramov in this area of research in the department has developed a large scientific school. In the development of scientific areas for economic incentives and increasing labor productivity and financial management, a great contribution was made by Dr. Econ. Sci., prof. M. M. Tolkacheva. Traditional scientific direction for the department of economics is the improvement of pricing for freight and passenger transportation, and other activities. Theoretical research and practical development since the beginning of the 70s of the last century were conducted under the leadership of Dr. Econ. Sci. A. V. Kreinin, and later — the head of the department Dr. Econ. Sci. L. A. Mazo. Since the mid-80s under the direction of Dr. Econ. Sci., prof. O. F. Miroshnichenko, the issues of the economy of passenger transportation stand out in a separate scientific direction, covering high-speed traffic, costs, marketing, tariffs, reforming the passenger complex.

At present, the staff of the research center continues to conduct research in the most important areas of the economy of railway transport, which contribute to the increase in the efficiency and competitiveness of Russian Railways in the transport services market.

The review analyzes a monograph published by Springer Vieweg publishing house, which presents scientific approaches to the problems of defect formation in railway rails. The advantages of the book under review include the analysis of statistical data on rail failures, description of test methods and damage diagnostics. The book discusses in detail the widely occurring types of contact-fatigue defects formed during operation in the rail head: internal longitudinal shelling, multiple parallel head checks, surface squats und studs in the middle of the rolling surface with a greater or lesser degree deformations