The existing technology of working with railway rolling stock belonging to various operators should improve the safety of the transportation process. This is one of the priority issues of the operation of the railway transport complex and is aimed at improving the safety of the goods transported, reducing the cost of repairing losses associated with loss or damage to cargo, reducing the non-productive costs of eliminating various types of traffic safety violations. At the same time, the majority of “new” operators providing services do not set out to ensure the safety of the transportation process. The main condition for them is to get the maximum amount of income and profit. These reasons have led to significant changes in the pattern of relations between cargo owners, carrier, rolling stock operator companies and require the speedy automation of most production cycles in order to ensure full control of the situation on the smooth organization of the transportation process. The article assesses the safety of the railway transport complex and constructs a mathematical model of the impact of specific indicators of the violation types on the overall safety level. The described system of mathematical predictive regression-type models can be used in the future to predict the level of security in the selected areas of activity. The factors that have the most significant impact on the safety of technical means by using the developed program complex of failure forecasting have been identified. The proposed program will enable structural managers to make reasoned decisions to improve the safety of the transportation process in both freight and passenger transport.

This article will propose the practical use of the interval control technology that will reduce the interval of passing trains and will increase the capacity of railway lines. Controlled approbation of the technology was carried out on railway sections for freight traffic: Shkotovo - Nakhodka, Novonezhino - Krasnoarmeysky of the Far Eastern railway and Koshurnikovo-Shchetinkino of the Krasnoyarsk railway in terms of “push locomotives” transferring to the opposite direction using the “virtual coupling” system; Mogocha - Urusha of the Trans-Baikal railway in terms of traffic organizing using the “virtual coupling” system for empty trains during long “Windows” on infrastructure; Slyudyanka - Bolshoy Lug of the East Siberian railway in terms of testing interval control technology to ensure the return of odd freight trains “push locomotives” using the “virtual coupling” system. The practical experience of the system use considered in the article allowed us to identify the main directions for its further development: protected radio channel stability improvement in obstacles of the rough terrain and the presence of tunnels; auto-driving algorithms operation.

The increase in the throughput and processing capacity of railway stations in many cases is solved through organizational and technical measures, which makes it possible to solve this problem only partially, while limiting the possibility of increasing the volume of work in the future. Private funds should become investors in the creation of specialized points for bulk staging and preparation of station cars. Car owners and manufacturers, leasing companies, and rolling stock operators are interested in creating this type of stations. The layout of the stations specialized for the car staging should ensure the implementation of a complex of processing operations: reception, sorting, dispatch, technical inspection, all types of maintenance and repair. The article presents the dynamics of the throughput capacity of the East Siberian Railway. It analyzes the indicator un-der consideration with parallel and non-parallel schedules, which determined the main factors affecting the throughput capacity of railway stations and sections of the East-Siberian Railway and the degree of their significance. To determine the main ac-teal reasons for reducing the throughput capacity of railway stations and improving the quality of use of the indicator in question, the Ishikawa diagram was constructed. It provides a systematic approach to determining the root causes of the problem under consideration based on data on the throughput capacity of railway stations in Russia in 2013-2015. The analysis of the Ishikawa diagram identified the main factors: mismatch in the level of development of the federal railway network; errors in the management of car fleets; excess of car fleets; non-uniform arrival of car traffic volumes; decrease in the quality of car fleet management; private car fleet growth.

The widespread use of electric motors in various electric drive systems and the automatic regulation of their performance are largely determined by the reliability of these machines, the failures of which cause significant material damage and are caused by significant yard time at the depot repair positions. Improving their reliability is a major scientific and technological challenge. When electric locomotives operate on the East Siberian Railway, severe climatic conditions have a direct impact on the reliability of electrical equipment, so the development of an algorithm to control the performance of blower motors for various operating modes is an urgent task. The main parameters of the entire electric locomotive energy system, which largely determine the safety of trains and the amount of throughput capacity of the sections, are the reliability of cooling machines and the algorithm of their operation in different operating modes, taking into account weather and climatic conditions. The immediate accounting and analysis of the causes of the failure of asynchronous electric motors with a short-circuited rotor in the blower drive, the use of which is justified by the simplicity of the design, was the basis for the development of the algorithm proposed in this article. The electric locomotive cooling control algorithm is focused on eliminating or minimizing snow, dust insulation of traction electrical equipment in a given range of regulation. Elimination of the unauthorized shutdown of cooling machines by locomotive crews while the train runs in the slow-down mode, as well as the elimination of the start processes of asynchronous electric motors of the blower motor actuator, will improve the reliability of the entire electric locomotive in general.

According to the forecast target indicators values of the JSC “Russian Railways” integrated development project until 2023, it is necessary to increase the East Siberian railway capacity of the mountain-pass section of the Bolshoy Lug – Slyudyanka-II up to 137 pairs of trains per day. The freight trains number should be 107 pairs per day, a raft of pushing locomotives in the odd direction up to 19 units. The section transportation capacity will increase to 116.7 million tons per year. According to the specified operation parameters, with the growth of cargo turnover on the Irkutsk – Slyudyanka section by 2023, the available capacity shortage will be 14 pairs of trains. In freight traffic, if all provided reserve lines of the the regulatory schedule are used, the capacity deficit will be 11 pairs of various categories trains. The article offers a solution of the existing section power supply devices strengthening problem until the inter-train interval of 8 minutes is reached, for this purpose, the technical parameters of the section substations are considered, and the performance indicators that can provide reliable and cost-effective working conditions are determined. The operation conditions of a traction power network (TPN) of the Bolshoy Lug – Slyudyanka-II section under the existing traffic schedule and under the prospective train schedule are compared. Traction calculations have a special role, since they serve as the basis for drawing up optimal train schedules, determining the railway lines capacity, effectively placing separate points, traction substations, fuel depots, determining the locomotives electricity and fuel consumption rate, solving other practical problems. Traction operation calculation of the electrified mountain pass section of the Bolshoy Lug – Slyudyanka-II railway line was performed using the KORTES software package. The power supply parameters of a given section were used as input data: the separate points number and location, the current speed limits for trains on this section, the longitudinal profile of the railway track, the categories and types of trains that pass through the section, the trains weights and the electric rolling stock types used in the calculation.