The article presents a review of modern methods of material hydrophobization aimed at increasing the durability and reliability of railway infrastructure elements under conditions of moisture exposure and aggressive environmental factors. The principles of hydrophobic coating formation, the mechanisms of action of hydrophobic solutions, and methods for assessing hydrophobicity using the contact angle measurement are considered. Particular attention is paid to microbiological approaches to hydrophobization based on the use of microorganisms and the biopolymers synthesized by them. The areas of practical application of hydrophobic materials in protecting metal structures, concrete and reinforced concrete elements, as well as track superstructure materials from corrosion, moisture saturation, and biodeterioration are analyzed. The environmental aspects of using biosurfactants and the prospects for implementing environmentally friendly hydrophobic coatings in the railway industry are also discussed.

The article considers an approach to improving the efficiency of automated train control systems by integrating a neural network assistant module into the contour of the automatic blocking logical control (ABLC) subsystem. An analysis of the applicability of various neural network architectures for solving problems of intelligent support for train dispatchers is carried out, including multilayer perceptron (MLP) and long short-term memory networks (LSTM). Based on a simulation model of a dispatching section comprising three stations, quantitative assessment of the dimension of the input vector of the state a quantitative assessment of the input state vector dimension and computational complexity of the considered architectures is performed. Formulas for calculating the number of trainable parameters are presented, and a comparison of MLP and LSTM with identical model parameters is made. The results of the comparative analysis demonstrate the advantage of LSTM in terms of computational efficiency while preserving the structure of temporal dependencies. Based on the obtained results, the choice of LSTM as the basic architecture for building an intelligent assistant operating in a single contour with the ABLC subsystem is substantiated.

An approach is proposed for determining the current in all elements of a multiwire traction network, which includes a fiber-optic cable with a metal sheath. A method for calculating the current in the shielding conductor is examined as well as a method for determining the traction network resistance of a double-track railway section, taking into account the distributed resistance of the return conductor. The resulting relationships can be used in developing a method for calculating the thermal withstand of optical cables to long-term traction currents, as well as for calculating traction network resistance when designing new and upgrading existing AC railway sections.

The paper provides a scientific review of Russian and international research devoted to increasing the speed and reliability of rail transportation through digitalization and artificial Intelligence (AI) technologies. The analysis shows that the “acceleration” effect is typically achieved by an integrated set of solutions: digital twins of infrastructure and the transportation process, intelligent planning and dispatching, capacity management and predictive maintenance, platform mechanisms for interaction between participants, and technological automation of operations at junctions (including the use of digital automatic couplings). A special focus is given to the Russian practice of coordinating shipments based on the Dynamic Infrastructure Load Model (DILM) as a tool for managing access to infrastructure capacity.

The mechanism of application of simulation modeling methods for the analysis and optimization of technological processes at marshalling yards in the context of digitalization of railway transport is described. The main focus is on the first phase of car processing, which involves the arrival and breaking-up of trains. Using the AnyLogic software package, a simulation model has been developed that reproduces the logic of interaction between railway transport units. The model provides visualization of the technological cycle, assessment of the impact of changes in parameters such as processing time, crew size, and arrival intervals on the station's capacity, and identification of bottlenecks in the technological chain. Analytical conditions for synchronizing the arrival, processing, and disbanding flows have been established and formalized as inequalities. The modeling process is completed either after a specified time or when the critical level of the reception yard occupancy is reached, which allows to estimate the limit capacity of the station under given technological and infrastructure constraints. The results obtained can be used at the stages of design, modernization and operational management of marshalling yards.

Under the conditions of growing small-batch freight flows and the shortage of terminal infrastructure, traditional hub models of combined rail transportation lose their economic efficiency. This paper proposes a simulation model of cooperative consolidation (freight pooling) developed by the authors which is based on direct interaction among geographically proximate shippers without intermediaries. The model accounts for the stochastic nature of cargo volumes and the number of cooperators, employs an empirical Weibull distribution, and applies the Monte Carlo method to estimate the probability of economic feasibility of pooling. The results enable determination of the threshold values of the minimum volume of the anchor shipper and the tariff for cooperators, providing a 95% probability of operational profitability.

The paper addresses the scientific and practical problem of increasing the objectivity of selecting projects for connecting non-public railway tracks to public infrastructure. A method for predicting the viability of project implementation based on ensemble machine learning methods is proposed. The scientific novelty lies in the development and experimental validation of predictive models using multi-criteria project indicators as feature space, as well as in the application of SHAP analysis for result interpretation. The practical significance of the work is the creation of algorithmic support that reduces the share of inefficient investments through preliminary assessment of risks of failing to achieve declared traffic volumes.

This article examines methods for transporting automobiles in standard largecapacity containers with dimensions in accordance with GOST R 53350 and describes the shortcomings of these methods. A mathematical formulation of the problem for determining the maximum dimensions of a swap body compatible with a container flatcar is presented. An example of calculating the cross-sectional dimensions of this swap body is provided. Preliminary technical and economic parameters are determined for a swap body consisting of two separate sections. Its use increases the number of transported passenger cars by 25% compared to standard 1AA (1AAA) general cargo containers in accordance with GOST R 53350, while reducing the labor intensity of installing and securing the cars. An approximate cost estimate for rail transportation of passenger cars in the two-section swap body under consideration was provided. The proposed technical solutions can be applied to transporting cars on long-wheelbase flatcars.

The objective of this study is to develop and test a refined methodology for estimating the total heat transfer coefficient of isothermal rolling stock. This methodology takes into account the main features of enclosing structures that affect the thermal characteristics of thermos cars, which include: the design and sealing method of the doorway and door, the connection of walls with the roof and frame, the connection between the side and end wall, structural thermal bridges, a water lock (drain device).The calculation of the heat transfer coefficient of the thermos car was carried out according to analytical dependencies and a refined methodology. The results were verified using full-scale testing data and demonstrated a high degree of agreement with the results of full-scale experiments, with a discrepancy of no more than 5%.The updated methodology can be used in carrying out research and development work in the creation and improvement of structures of insulated rolling stock, including using new manufacturing technologies and materials.

Three-element bogies used in freight cars of the existing fleet are designed for an operation speed of 120 km/h. Despite this, in operation the permissible speed of trains formed from freight cars with such bogies is significantly lower than the design speed and does not exceed 90 km/h. One of the reasons for this is the poor dynamic performance demonstrated during operation. Speeding up the delivery of bulk cargo required the development of a bogie as an integral part of a freight car with a design speed increased to 140 km/h. In this regard, theoretical studies were conducted on the selection of spring suspension parameters. To confirm the results of theoretical studies, full-scale tests of a railway platform with threeaxle bogies were conducted at the Belorechenskaya-Maikop high-speed test site. The results of the running tests confirm that the dynamic performance of the platform and the bogie meets the requirements of regulatory documents across the entire speed range, up to the design speed.

Increasing the design speeds of modern rolling stock inevitably requires a reduction in its weight. Optimization of the frame is advisable due to its largest weight fraction within the car body. Frame versions are considered that allow for weight reduction compared to the traditional diagonal design for EMU-trains in this paper. It is shown that a design combining the center beam with the diagonals into single long diagonals is suitable for transferring loads from the coupling to the frame profile. It was found that a single-braced center beam along the entire length of the car body is the most efficient in terms of transmitting longitudinal forces. However, to reduce metal intensity, it can be significantly weakened in the central part of the car body. The center beam design for the considered structure reduces the frame weight by 11 % and halves the cross-section of the frame profile, while increasing the deflection due to dead weight by 9%. This design allows for the retention of the pin connection between the bogie and the body, typical for electric trains.

Increasing the speed of rolling stock to transport passenger traffic imposes additional responsibility on safety systems. Calculation methods for modern rolling stock braking equipment average the technical characteristics of the braking system and do not take into account movement on curved track sections, when the effectiveness of the braking devices is minimal. The conducted research makes it possible to adjust the calculation process for rolling stock braking equipment for areas with difficult terrain. By considering these characteristics of the shift in pressure centers in the friction units, it is possible to take into account the uneven contribution of each brake pad of disc-and-shoe brakes to the overall braking force of the entire rolling stock. The obtained dependences make it possible to account for the influence of bogie suspension characteristics on the magnitude of the unevenness of normal and tangential forces for both the wagon as a whole and for each individual wheelset.
Based on the conducted research, two possible solutions to the identified problem can be formulated: increasing the rigidity of the carriage suspension, which will lead to a deterioration in passenger transportation comfort, and improving the design of braking devices, which will allow to equalize normal forces over the area of the brake pads and reduce the uneven contribution of each pad of the rolling stock wheelsets.

The problem of differentiating between the technical conditions (TC) of locomotives is examined. The differentiating and identification of technical states constitute one of the primary tools of technical diagnostics, based on the theory of pattern recognition. Examples of technical conditions classification (patterns) drawn from the regulatory and technical framework in the field of reliability are presented, alongside the examples of technical conditions for railway signals and interlocking devices, an example of TC from the energy sector, and types of risk groups (conditions) of locomotive crew members are provided. The presented comparison reveals that more detailed methods for distinguishing TC exist for individual locomotive components and assemblies than for the entire locomotive, despite its complexity and the principle of superadditivity (a system is more complex than the sum of its parts).
The effectiveness of the current methodology for classifying locomotives into risk groups is evaluated. Using the existing methods of distribution, due to the large number of high-risk locomotives, the repair complex will not be able to perform the specified amount of work due to the availability of maintenance plans and unplanned repairs.
In order to improve the operation of locomotives, several new methods for classifying their operational characteristics are proposed: using a naive Bayesian classifier based on reliability indicators, assessing the deviation of locomotive operating (working) parameters from the standard, and a combined method.

This article explores improving the energy efficiency and reliability of commutator traction motors of AC electric locomotives by using adaptive control of the excitation winding's fixed shunt resistor. It is shown that rectified voltage pulsations in the excitation circuit generate a transformer EMF, which, with a fixed shunt resistance, provides a favorable EMF phase relationship only in a narrow range of operating conditions near the rated armature current. When deviating from the rated conditions, commutation conditions are disrupted, intense sparking occurs, and brush contact losses increase.
A solution is proposed based on the use of a controlled electronic switch in the shunt resistor circuit, allowing the equivalent resistance of the shunt branch to be adapted depending on the armature current. Estimates show that implementing adaptive control reduces brush losses by 15–20%, and overall traction motor losses by 4%.

The article is devoted to the development of a modern electric drive control system for bridge cranes in railway repair facilities. The relevance of the work is due to the need to replace outdated relay-contactor systems, which cause low positioning accuracy, cargo oscillation, and high energy consumption. The objective of the study is to create an adaptive system based on frequency control and programmable logic controllers. A method for optimizing cargo movement trajectories using the A* algorithm is proposed, taking into account the static and dynamic obstacles in the workshop.
The system architecture has been developed, which includes a complex of sensors (position, angle of deviation, mass, rotor position) and logical blocks for active vibration damping. The results of computational experiments have confirmed the effectiveness: reducing the cycle time of operations by 12 % and reducing energy consumption for lifting the load by 19 %.

The wear of polymer materials in friction units of transport equipment determines the service life and reliability of rolling stock. The aim of the work is to improve the wear resistance of epoxy composites based on ED-20 resin by introducing magnesium oxide (MgO) particles and polyester capsules with lubricating filler. Microcapsules with a size of 5–30 μm were synthesized by interfacial polycondensation of sebacoyl chloride with polyhydric alcohols. The physical and mechanical properties were determined by indentation (NanoTest 600), tribological characteristics were measured on the II-5018 friction machine according to the "shaftpin" scheme at a load of 55 N and a friction path of 2200 m. The optimal composition was established – ED-20 + 1 wt.% MgO + 1 wt.% microcapsules A237 (I-40 oil), providing a reduction in wear intensity by 82 % (from 55.2 to 10.2 mg/m) and a friction coefficient from 0.40 to 0.23. The plasticity parameter H3/Er2 increased by 15.9 %. The cyclic mechanism of formation of a composite tribolayer from MgO particles, fragments of the epoxy matrix and lubricating oil was revealed by ATR-FTIR and SEM-EDS methods. The results are applicable for the development of self-lubricating polymer materials for friction units of rail transport.

The effect of the chemical composition of lubricants containing surfactants on the coefficient of friction, temperature, and linear wear of iron-based powder antifriction alloys is shown. The conducted research has shown that saturation of porous structures made of Fe, Fe + Cu and Fe + 2.5% Cu + 2% Gr with lubricants based on carboxylic acids or other surfactants (surfactants), followed by their application in the area of contact of rubbing elements, significantly improves the tribological characteristics of the studied powder materials. The experiments demonstrated that the use of a mixture of mineral oil I-20A and an alcohol solution of oleic acid as a lubricant lead to a significant reduction in the break-in period of the samples, by approximately 4-6 times. In addition, there is a decrease in the coefficient of friction, which does not exceed 0.01-0.007 in a stable mode, after which the system practically switches to a mode of operation with minimal wear.
Using the electron probing microanalysis, the features of the formation of intermediate structures improving tribological properties of powder materials based on iron-copper-graphite, as well as the influence and composition of lubricants containing surfactants on microstructure of the surface layer of friction pairs were determined.

The article examines the problem of improving the efficiency of the hardening process for welded rod structures of transport machines. The relevance of this research lies in the need to improve the quality and reliability of load-bearing structures while simultaneously ensuring safe working conditions. This paper describes a robotic system that can improve the efficiency of the hardening process for welded rod structures of transport machines. The proposed robotic system includes a device for clamping and rotating the workpiece to be hardened, an actuator module with a ball-and-rod hardener, and a process parameter control system. Algorithms for generating tool paths and selecting machining modes that ensure specified quality parameters have been developed. The practical significance of this work is confirmed by the implementation results: the automated system increases the fatigue life of structures by 40–50% compared to manual processing. Working conditions are significantly improved, vibration levels are reduced, and manual operations in the processing area are completely eliminated.

The wheelset model is adapted to consider a specific point of contact between the wheel and the rail. A conformal wheel profile relative to a new rail is considered. This profile is considered to be the most rational due to its closest approximation to ideal operating conditions. The model simulates free wheel rolling along the rail under a vertical load, i.e., in a straight line. The research methodology is based on numerical modeling using a software package.
The operating features of the wheel-rail system under heavy-haul traffic conditions are investigated: the stress-strain state of the contact zone under excessive loads is assessed. The axle load ranged from 25 to 40 tons per axle. The scientific innovation lies in the use of numerical modeling in the ANSYS environment, taking into account the specific features of surface interaction.
The modeling yielded quantitative data on the distribution of various stress types in the contact zone and determined the geometric dimensions of the contact patch. Sliding zones within the contact area were estimated. The reliability of the results was confirmed by their convergence with theoretical formulas of classical contact mechanics. The obtained patterns allow us to predict the wear and contact fatigue of rails and wheels during heavy-haul traffic.

The process of recycling rubber products using a working element with a variable arrangement of knives is examined. It has been established that a device with a vertical working element is most effective for increasing the number of stages of grinding. The spheres of rubber crumb use are systematized: the production of building materials, road construction components, application as reclaimed material, etc. Due to the lack of general knowledge of the issues of grinding elastomers, such as rubber, and the lack of well-established theoretical approaches to this process, it is advisable to consider the destruction of rubber into crumb in the mathematical description from the perspective of its reuse in another product. That is, the crumb production mechanism itself should be considered, rather than the cutting process typical of mechanical processing, the purpose of which is to give the product a shape. Based on geometric and energy analysis, a mathematical description of the pre-fracture zone ahead of the tooth front was made. An expression for the volumetric expansion coefficient of the compaction zone was obtained, and the minimum rotor speed was determined to ensure effective particle separation. The influence of technological parameters (rotation speed ω, number of cutting knives z, thickness of the adjusting knife zb) on the grinding power and particle morphology has been established.

This paper presents the results of an analysis of the operating modes of the locomotive friction activation system (UATL) installed on 3ES5K electric locomotives, based on data obtained from supervised operation on the Eastern railway corridor.
The study is based on decoded data from microprocessor-based locomotive control systems (MSUD) for 2025 and includes 2 629 train trips performed by 11 electric locomotives.
A comparative analysis was carried out for locomotive operating modes with the UATL system switched on and off under similar operating conditions using specific performance indicators. The results show that, despite the technical operability of the system, its actual use is uneven and largely depends on organizational and human factors. It was shown that the UATL system operates primarily in automatic modes and has high potential for reducing the load on the sand delivery system and the locomotive crew.
It was concluded that it is necessary to implement regulated approaches to UATL use to improve the efficiency of locomotive fleet operation.

The use of bead mills is widespread in industrial enterprises for fine and ultrafine grinding of various multicomponent suspensions. The expediency and possibility of their constructive improvement are shown. The description of screw devices providing an increase in the efficiency of the material dispersion process in the mill body is given. The necessity of developing a mathematical description characterizing the operation of the bead mill of the developed design is substantiated in order to establish its rational parameters. A mathematical description has been developed for determining the longitudinal, radial and circumferential components of the velocity field of the material-grinding load in the body of a horizontal bead mill with screw devices. Studies have been conducted on the effect of the pitch of the blade screw on the values of the components of its speed, and patterns have been established that characterize the possibility of intensifying the grinding process.

The paper proposes a two-stage approach to norming the working fleet of freight cars of operating companies under nonstationary traffic conditions. At the first stage, for a fixed planning interval, the set of feasible Pareto-optimal logistic schemes is generated in a directed transportation graph using additive operational criteria such as turnaround time, empty mileage, variable operating costs and other technological indicators. It is shown that the tariff or revenue effect of the scheme is non-additive and therefore has to be evaluated after constructing the complete route, rather than as the sum of the values for individual arcs. At the second stage, a rolling-horizon optimization model is solved to minimize the required working fleet while satisfying period-by-period transportation demand and, if needed, inter-period wagon-balance constraints. Little's formula is used only as a local aggregate estimate for an individual scheme and not as a direct computational model for a heterogeneous nonstationary rail network. A small illustrative example is provided to demonstrate the logical link between the scheme-generation stage and the fleet standardization stage.