The track economy is one of the most important branches of railway transport, on which the implementation of the transportation process significantly depends. The main tasks facing the tracks are to meet the needs of the transportation process, safety of infrastructure, maintenance of tracks and track devices in constant working order to ensure safe and smooth movement of trains with the highest speeds set for this section, with minimal operating costs.
Due to changes in operating conditions, shortage of material and labor resources, there is a need to change approaches in planning the system of track management. This is directly related to the timing of the types of railway track repairs, as delays or premature repairs significantly affect the total costs incurred by the railway.
Determining the most rational terms for repairs of the upper structure of the track, as well as planning the reconstruction of the track with limited resources, taking into account its actual condition is one of the urgent tasks in the field of track management.
The paper focuses on the development of appropriate standards for the frequency of repair and track works for areas with high impact of rolling stock on the track.
To achieve this goal in the dissertation analysis of scientific publications, which led to the conclusion that the operation of the railway in modern conditions occurs in conditions of shortage of material and technical resources and labor. In such conditions, the question of increasing the period of reliable operation of the track and reducing material and labor costs is acute. One of the important directions in the decision of this question is the scientific substantiation of planning of terms and carrying out of repair works taking into account cost expenses and observance of safety of movement of trains.
The main purpose of the second section is to determine experimentally the values of parameters that characterize the dynamic action of rolling stock on the railway track, substantiation of the maximum allowable (limit) values of dynamic impact of rolling stock on the track, as well as providing recommendations on standards of materials forces due to the increase of the axial load to 25 ts/axis.
According to the results of experimental tests of action on the track (section of Melitopol inverter, Prydniprovska railway with indentations (skew) 3 degrees) 5 cars with axial load up to 25 ts/axle, which were included in the freight train (56 cars, freight - ore), in which the remaining cars had an axial load up to 23,5 ts/axle, found:
average vertical loads, and accordingly average vertical deformations, under wagons with axial load up to 25 ts/axle more than under wagons with axial load up to 23,5 ts/axle by 8 percent.
maximum (observed) vertical loads under wagons with axial load of 25 ts/axle exceeded average loads by 10,0 ts, and under wagons with axial load up to 23,5 ts/axle exceeded average values by 12,8 ts. In absolute terms, the maximum vertical loads were observed under wagons with axial load up to 23,5 ts / axle and reached 35,2 ts/axle.
the average horizontal forces acting on the rails from the wheels of cars with axial load up to 25 ts/axle were equal to 2,99 ts, and from the wheels of cars with axial load up to 23,5 ts/axle – 2,86 ts.
the maximum (observed) horizontal forces on the track from the wheels of cars with axial load up to 25 ts/axle were equal to 4,7 ts, and from the wheels of cars with axial load up to 23,5 ts/axle by 5,2 ts.
