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The article deals with the introduction of a twenty - four pulse rectifiers with various rectification circuits on direct current traction substations. The results of the operation of a twenty-four-pulse rectifier installed at one of the traction substations prove the expediency of using such a converter. The variants of the existing equipment modernization, which is a part of the six- and twelve-pulse rectifiers in order to use it in the creation of twenty-four-pulse rectifiers, as well as the requirements for the creation of such rectifiers in industrial design are given.

Using the example of operating gas fields in the Western Siberia, the issue of the correct choice of voltage class, considering all the periods of gas fields life cycle, appears. Wrong choice of the voltage class leads to braking development of a gas field. Gas field technological scheme during the each period of the life cycle is considered, the dynamics of the electrical load is estimated. The analysis of existing methods of choosing the voltage class is carried out and their flaws are revealed. Mathematical models of the optimal voltage class calculation and discounted costs calculation are developed using the theory of experiment planning. An algorithm of choosing the optimal voltage is developed and the distribution and supply networks of the external power supply system of the existing gas fields in Western Siberia are investigated. Progressive voltage class for power supply and distribution network is proposed. Conclusions are made.

Non-public railway tracks and junction stations of mainline railway transport are the most important links of the «railway - clients» system. At these points, car traffic is generated and extinguished, as well as information and documents are exchanged. When organizing interaction, it is necessary to take into account the interests of not only the carrier and the owner (user) of the non-public track, but also the owners of rolling stock. The most effective solution is to develop an automated interaction management system. The purpose of the work is to determine the factors that lead to idle of cars while waiting for technological operations to be performed with them. This will allow you to find control solutions aimed at eliminating (reducing) the negative impact on the operation of the “railway - clients” system. To achieve this, an algorithm has been developed for the presence of a car on non-public railway tracks, and factors that have a negative impact on the idle of cars on non-public tracks have been identified. The proposed algorithm is the basis for developing a mathematical model for calculating the time spent by a car on non-public tracks. The presence of cars on non-public tracks is presented as a control object for the subsequent development of an automated control system for the interaction of junction stations and non-public tracks. It will have a comprehensive approach to calculating the costs and risks of all participants in the «railway - clients» system.

In this article, a scientific approach to optimizing the electromechanical route for servicing the centralization and blocking devices at the station is considered. For this purpose, the authors propose to use the algorithm for solving the known traveling salesman problem. This algorithm is the basis for constructing technological maps of the movement of electromechanics around the station, as a component of technological maintenance cards for automation and telemechanics devices.

The method of determining the costs of technological time of processing trains en route has been improved, taking into account the duration of all operations performed by wagons at stations for the effective organization of freight transportation technology on railway transport. A model for calculating the delivery time of goods has been developed to correctly determine the time spent by loaded wagons en route. A method has been developed for determining the time spent on technological operations at stations and the delivery time of goods. The developed method allows you to determine and plan in advance the amount of work that will be performed at the stations. The indicators affecting the duration of the time of delivery of the cargo are given. An improved formula for determining the delivery time of goods by rail is recommended. The article proposes a technology for calculating the daily mileage rate of wagon shipments, depending on the technological operations performed with wagons at stations and the distance of transportation. The reliability of the research results is confirmed by the use of modern calculation methods. Theoretical studies were conducted on the basis of the laws of mathematical statistics. The scientific significance of the results obtained is characterized by the improvement of methods for determining the costs of the technological time of processing trains and the timing of cargo delivery based on the systematization of conditionally constant and random factors affecting the transportation process on railway transport.