Introduction. At speeds above 250 km/h, significant impact on the way have not only isolated, but also continuous irregularities. The research examines the effect of a specific type of uneven rolling, known as wavy wear of wheel thread described by harmonic functions. The aim of the study is to verify finite element model of wheel rolling along the rail.

Materials and methods. Finite-element method is the main tool to investigate the problem in question. The value of equivalent stresses and R65 profile rail displacements at different depth of uneven rolling of wave-type shape at 300 km/h wheel speed was determined.

Results. The authors designed finite-element model of interaction between wheel and R65 profile rail, which allows to consider uneven rolling of rail surface, and verified it using analytical dependencies and a similar study. A study was conducted on the effect of uneven rolling on contact force between wheel and rail. Contact force curve between wheel and rail at various depths of uneven rolling of periodic shape is presented. It is shown that force effect from wheel to rail at 300 km/h speed increases by 11 % with a change of defect depth from 0 to 0.2 mm, while displacements and stresses change is less significant (by 8.5 %).

Discussion and conclusion. Further validation of the presented finite element model would require its integration with railway superstructure, as well as data on the measurements of the rolling surface and measurement results of their impact on the track. It is also necessary to provide measurements in the direction of rolling circle, since such results are not publicly available. The presented model may be employed for the analysis of uneven wheel rolling effect on dynamic behaviour of high-speed main lines.

Introduction. Train traffic growth, commissioning of commuter trains approximation of residential development to railway lines exacerbate the problem of external noise from railway rolling stock. In order to develop measures, aimed at reducing the external noise level, specialists of the Railway Research Institute, VNIIZhT-Engineering and Scientific-Research and Design-Technology Institute of Rolling Stock jointly conduct comprehensive studies on environmental noise pollution. Since the regulatory framework for external noise as applied to rolling stock is becoming obsolete, it is necessary to update the technical requirements for the main types of electric trains and traction rolling stock. The article provides a brief overview of the conducted work to create a rolling stock external noise classifier.

Materials and methods. Field tests, which determined noise characteristics with noise pressure recording, were performed at train stand, as well as in motion at different speeds on tangent level track and in curves.

Results. The authors presented and analysed measurements data of the ES1P “Lastochka” electric multiple unit train at train stand and in motion. A database (signatures) of external noise and spectral characteristics of the studied rolling stock has been compiled, based on which a noise classifier of traction rolling stock and electric trains has been developed.

Discussion and conclusion. Analysis of the maximum external noise level of the ES1P “Lastochka” electric multiple unit train showed that the influence of rolling stock components on the level of its external noise affects speeds up to 80 km/h, while at higher speeds noise from the contact zones of wheels with rails predominates. The developed classifier would form the basis for further work aimed at localising the increased noise level of specific units.

Introduction. The tasks of car traffic volumes operation in terms of possible changes of service conditions have three solution modes (normative train make-up plan, its periodic changes and operative orders), each of which has its own structure of objective functions, tuning characteristics of controlled variables and constraints, which is the subject of the article. The objective of the article is a formalised statement of the problem and the principal methods of its solution in these modes.

Materials and methods. The methods and provisions of the theory of car traffic volumes organisation, the theory of interaction of station processes, set theory, graph theory, and nonlinear mathematical programming are used. The initial data for solving the problems of the car traffic volumes organisation are presented in the form of a structured set of interdependent network models of average daily car traffic volumes and dynamic data on the location of cars. The controlled variables are the sets of goods train destinations and routes, as well as signs of attachment of car traffic volumes to train destinations and train destinations to routes. The objective function is subject to infrastructural, logistical and resource constraints that are interdependent. The objective function of the train make-up plan calculating provides for minimising the average daily cost of promoting car traffic. In the paradigm of the lifecycle of the car traffic volumes operation it is supplemented by a component that considers the cost of transitions between the periods of operation and operating modes of the car traffic volumes organisation system.

Results. The need for adjustments to the make-up plan is caused by a change in the flow structure or the availability of resources and is assessed based on a comparison of the working car fleet balance and normative on the railway network division. Depending on this ratio, the authors fundamentally define a set of strategies for finding solutions to normalisation the car traffic volumes organisation system.

Discussion and conclusion. The provisions presented in the article are the basis for further structural adjustment of the used economic and mathematical tools for calculating the train make-up plan by the method of step-by-step distribution of car traffic across a network of acceptable train assignments to effectively solve the defined tasks.

Introduction. Containerisation growth and changing geography of cargo traffic flows under current challenges necessitate improving the efficiency of cargo container terminals. To date, existing approaches to digitalisation fail to account for technological and operational differences among container terminals, which leads to the implementation of excessive functionality and unjustified costs. This study aims to develop a classification of cargo container terminals that establishes minimum requirements for the digitalisation of production processes based on workload and operational technology.

Materials and methods. The author employed mathematical methods and analysed statistical data, regulatory framework and technological documentation, which record the current state and established requirements for the operation of cargo container terminals.

Results. Data on the operations of railway stations and terminals in the Russian Federation for 2023, regulatory sources, and automation practices of terminals within JSC “Russian Railways” in 2023–2025 were analysed. The revealed key technical and operational characteristics influencing the necessary level of digitalisation are daily container dispatch volume, number of destinations, cargo front capacity, stacking tier height, and type of handling equipment.

Discussion and conclusion. Classification of cargo container terminals was proposed, with minimum functional requirements for terminal management systems formalised for each group. Quantitative boundary criteria between groups were developed.

Introduction. The aim of the paper is to substantiate a set of measures to improve the efficiency of transit train handling in conditions of freight traffic increase. Currently, it is relevant to increase the traffic capacity to achieve the calculated effective mode of operation of the railway, which is provided when the available capacity is equal or greater than the required capacity.

Materials and methods. The paper considers options for organising freight trains movement in the entire range of ratios between required and available capacity. At the same time, it is possible to move a significant number of trains according to mixed indications of traffic lights signals — green, yellow, red, and at lower speeds.

Results. Obtained analytical ratio shows a decrease in the average speed of freight trains, depending on the permissible train speeds at yellow and green traffic lights, and the distance between the following trains. According to the basic ratio for the average speed, the distance between trains from two to three block sections, fundamental dependence of the average speed of freight trains on the yellow-green traffic light signals on the number of trains is obtained using the example of a 180 km long section, 3 km long block sections, and the accepted speeds for green and yellow at 80 km/h and 40 km/h. Analytical dependences of the section speed on the length of the section, on the average speed of freight trains and on the magnitude of delays in each movement are obtained.

Discussion and conclusion. The calculations show a significant effect of reducing the distances between trains and increasing the amount of delays on the reduction service speeds and explains the decrease in section speeds observed in practice on heavy-traffic routes down to 32–35 km/h.