“PEDAGOGS”
international research journal ISSN:
2181-3027
_SJIF:
5.449
https://scientific-jl.com/ped
Volume-82, Issue-2, May -2025
59
ISSUES OF OPTIMIZING THE SPEED OF
PASSENGER TRAINS ON ROUTES
Bozorov R.Sh.
1
а
, Boboev D.Sh.
1
d
,
1
Tashkent state transport university, Tashkent, Uzbekistan
Abstract:
This article focuses on the issues of determining the optimal size and
speed of freight and passenger trains. In developing the current
methodology, research was conducted based on previous scientific
research. Currently, one of the pressing issues in railway transport is
the problem of soil movement in windy areas, especially in desert
areas. It is important to study the negative effects of wind on railway
infrastructure and provide scientifically based solutions in this area.
For this purpose, the effects of wind on the stability of rolling stock
were studied.
Keywords:
Freight and passenger trains, optimal speed, optimal mass, minimize,
empty containers, wind gusts, wind speed, aerodynamic pressure,
sand drift, obstacles.
Let’s consider the issues of determining the optimal speed of the train. The
forward objective is to distribute the speed of freight and passenger trains in such a
way that the minimum costs are achieved along the main line. The economic and
mathematical model in question takes into account the time spent on effort and energy
resources to overcome the main resistance, depending on the speed of the train [1-10].
To calculate the Optimal speed, it is proposed to take into account the change in a
number of parameters of the transport process by directions, in particular, the axle load,
the size of the train and the proportion of empty cars in the train. Defined mean
when calculating the optimal speed using train-clock speed, the magnitude of the
relative error was studied. One of the main directions for improving the organization
of the transportation process in modern conditions is the optimization of the speed of
freight and passenger trains, which largely determines the economic indicators of the
Uzbek railway. In particular, an increase in the speed of movement will lead to an
increase in energy costs for pulling and repairing trains, but maintenance of the rolling
stock will reduce the costs associated with train working personnel, etc., and with
additional measures will reduce the specific fuel consumption for pulling trains and
increase the overall efficiency of the transportation process [11-15].
The study of train speed optimization and the search for optimal solutions was
carried out in close connection with existing economic and technical factors. Thus, the
“PEDAGOGS”
international research journal ISSN:
2181-3027
_SJIF:
5.449
https://scientific-jl.com/ped
Volume-82, Issue-2, May -2025
60
costs associated with pulling cars, 10,000 tons of km of brutto, should be calculated
according to individual calculations of mechanical work for pulling a train, and not at
the average rates of fuel (electricity) consumption. In general, the dependence of costs
on train speed is described by the following looking equation:
𝐸 = 𝑒
𝑝·𝑐ℎ
𝑆
𝑣
𝑢𝑐ℎ
+ 𝑒, 𝐴
(1)
Here: e
v.ch
- train-clock price; som;
S - area length, km;
V
uch
- passenger train has a local speed of, km / h;
e
e
- 1 kWh, working Price;
The energy consumption for pulling an A-train is calculated and it is defined as:
A =
(P+Q)g
3600ƞ
(w
0
+ i
e
)S
(2)
Here: R - is the locomotive mass, t;
Q - is the mass of the train, t;
g - free fall acceleration, m/s2;
3600 - conductor coefficient (Dj kW per hour);
ƞ - useful coefficient of work of a locomotive;
w
0
- main comparative resistance to train traffic, N / kN;
i
e
- equivalent slope,‰.
The main comparative resistance to the movement of wagons on roller bearings
(q
o
> 6 t) is determined according to the following basic dependence:
w
0
′′
= a
gr
b
gr
+c
gr
v+d
gr
V
2
q
0
(3)
Here: a
gr
, b
gr
, C
gr
, d
gr
- are empirical coefficients depending on the type of road
surface;
q
o
- is the weight on the wheel pair axle, t.
For empty wagons on roller bearings (q0 < 6 t),
w
0
′′
= b
por
+ c
por
v + d
por
v
2
(4)
Here: b
por
, c
por
, d
por
- are empirical coefficients established experimentally.
The resistance to the movement of a train consisting of loaded and empty wagons
is determined in the following manner:
w
0
= α
p
w
0
n
+ α
p
w
0
gr
(5)
Here: a
p
, a
gr
- the percentage of empty and non-empty wagons in the train,
respectively;
𝑎
𝑝
+
𝑎
𝑔𝑟
=1.
After some modifications, we have the following expression:
w
0
= A
′
+ B
′
v + C
′
v
2
(6)
Here: A', B', C' - are the calculation coefficients.
“PEDAGOGS”
international research journal ISSN:
2181-3027
_SJIF:
5.449
https://scientific-jl.com/ped
Volume-82, Issue-2, May -2025
61
An important conclusion follows from expression (6) that, if the train consists of
empty and loaded wagons, the resistance to movement is described by a parabolic
relationship.
Let us write the basic specific resistance to train movement as follows:
w
0
n
= A + B
v
+ Cv
2
(7)
Here, the above coefficients are determined as follows:
𝐴 =
𝑄𝐴
′
+𝑃𝑎
𝑙
𝑄+𝑃
;
(8)
𝐵 =
𝑄𝐵
′
+𝑃𝑏
𝑙
𝑄+𝑃
(9)
C =
QC
′
+Pc
l
Q+P
(10)
Substituting the above expressions into the expression for basic operating costs,
the following equation was obtained:
E = e
p∙ch
S
vβ
uch
+ e,
(P+Q)g
3600ƞ
∙ (A + Bv + Cv
2
+ i)S
(11)
Here: βuch - is the ratio of local speed to technical speed.
Expression (6) does not take into account the costs of energy resources to
overcome additional resistance from the curves. In the current “rules of traction
calculations for train operation”, these costs do not depend on the speed of movement
and therefore they are excluded in this economic and mathematical model.
To find the minimum value, function (11) is differentiated:
∂E
∂v
= −
e
p∙ch
S
v
2
β
uch
+
e
e
(P+Q)gS(B+2Cv)
3600ƞ
(12)
2𝑒
𝑒
(𝑃+𝑄)𝑔𝐶𝑆𝛽
𝑢𝑐ℎ
3600ƞ
𝑣
3
+
e
e
(P+Q)gBSβ
uch
3600ƞ
v
2
− e
p∙ch
S = 0
(13)
After a series of substitutions and modifications of expression (13), we obtain an
incomplete cubic equation:
x
3
+px
2
+q=0
(14)
The solution to such an equation can be found using Cardano's formula:
𝑥 = √−
𝑞
2
+ √
𝑞
2
4
+
𝑝
3
27
3
+ √−
𝑞
2
− √
𝑞
2
4
+
𝑝
3
27
3
(15)
The optimal speed of the train that minimizes total travel costs is:
𝑣
𝑜𝑝𝑡
= √− (
𝐵
3
216
3
+
1800ƞ𝑒
𝑝∙𝑐ℎ
2𝑒
𝑒
(𝑃 + 𝑄)𝑔𝐶𝛽
𝑢𝑐ℎ
) + (
𝐵
3
216𝐶
3
+
1800ƞ𝑒
𝑝∙𝑐ℎ
2𝑒
𝑒
(𝑃 + 𝑄)𝑔𝐶𝛽
𝑢𝑐ℎ
)
2
+ (
𝐵
2
36𝐶
2
)
3
+
3
+√− (
𝐵
3
216
3
+
1800ƞ𝑒
𝑝∙𝑐ℎ
2𝑒
𝑒
(𝑃+𝑄)𝑔𝐶𝛽
𝑢𝑐ℎ
) − (
𝐵
3
216𝐶
3
+
1800ƞ𝑒
𝑝∙𝑐ℎ
2𝑒
𝑒
(𝑃+𝑄)𝑔𝐶𝛽
𝑢𝑐ℎ
)
2
+ (−
𝐵
2
36𝐶
2
)
3
−
𝐵
6𝐶
3
(16)
“PEDAGOGS”
international research journal ISSN:
2181-3027
_SJIF:
5.449
https://scientific-jl.com/ped
Volume-82, Issue-2, May -2025
62
To estimate the train-hour cost parameter in the proposed model, it is determined
not by calculating the average road speed, but by calculating the following train-km
units: wagon-kilometer, wagon-hour, moving wagon-hour, diesel (electric)
locomotive-kilometer, diesel (electric) locomotive-hour, locomotive crew-hour, gross
ton-kilometers of wagons and locomotives, kilograms of conditional fuel, and costs
associated with auxiliary linear travel are included in the locomotive costs (Table 1).
Table 1
Calculation of the cost rate per 1 train km when operating a locomotive
Measurement
Consumption
rate,
soums.
Calculation
formula for the cost of the
meter
Consumption
rate,
soums.
Calculation
formula for the cost of the
meter
Wagon-kilometer
8.4
T
Wagon-hour
942,0
m
/
v
uch
Locomotive-kilometer
1145,0
1
+K
Locomotive-hour
5842,0
1/
v
uch
+
K
Locomotive team-hour
17677,0
1/
v
uch
+1.5
As an example, the results of the study (Table 2) show that the structure of the
wagon flow with electric and diesel traction has significant differences in even and odd
directions.
Table 2
Initial data and results of optimization calculations performed for individual
regions
Options
U-Kh
Kh-U
odd
direct
ion
pair
way
odd
direction
pair
way
Train-hour, price
sum
61831
9
61831
9
680032
680032
1 kW/h, price s.
130
130
130
130
Technical speed, km/h
69,48
68,11
45,16
44,23
Area speed, km/h
68,6
67,93
42,14
39,22
Train mass, t
3860
2170
4125
2165
Cargo per unit, t/uq
16,07
9,15
17,38
8,56
The proportion of empty wagons
in the composition
0,148
0,758
0,232
0,726
The share of freight wagons in the
composition
0,852
0,242
0,768
0,274
Number of wagons in the
composition is wagon.
60,1
66,6
59,3
63,3
“PEDAGOGS”
international research journal ISSN:
2181-3027
_SJIF:
5.449
https://scientific-jl.com/ped
Volume-82, Issue-2, May -2025
63
Regional velocity coefficient
0,987
0,997
0,933
0,887
Optimal technical speed, km/h
63,49
60,51
62,38
63,67
Estimated price of a train hour,
soums
77970
0
52168
2
849660
510660
Calculated optimal speed, km/h
69,36
56,37
68,04
56,57
Relative error in determining the
optimal speed based on the average
train hourly rate costs, %
8,5
7,3
8,3
12,6
As seen in Table 2, the average train-clock consumption rate calculated optimally
rarely corresponds to the optimal speed. This is because the composition of railcars by
region is significantly different, and bringing all indicators to the average by road
results in significant inaccuracies in the calculations. It can be argued that due to the
low energy density of Transportation on electrified lines, the greatest faults are
observed in friction areas with a locomotive driven on diesel fuel.
Analysis of the behavior of the optimal train speed function in changing the
parameters of the transportation process, such as the number of cars in the train and the
load on the axle, in particular, allows you to draw the following conclusions:
1. The dependence of Optimal speed on train mass is illustrated by a parabola
(Figure 1).
2. When trains maintain a traffic flow (empty wagon share and average axle load),
an increase in train mass from Meyer will, as expected, lead to an increase in transport
costs, but the minimum cost of the cost function, depending on the speed. it is achieved
at a certain technical speed relative to the train. Thus, its change in value with the
calculated train-hour speed does not exceed 5 km/h when the weight of the train
increases more than twice (See Figure 1, a, curve v2). The use of the average track rate
results in a sharp decrease in the amount of optimal speed, which is overestimated for
trains with a small mass and weighing more than 3,000 tons (Figure 1 shows that curve
a, v1 can reach 17% of train mass depending on the error).
3. By keeping the constant value of the content in the direction, an increase in
mass (up to a certain limit) is achieved due to an increase in the proportion of wagons
loaded in the composition and, accordingly, an average load on the axle. At the same
time, an increase in train mass leads to an increase in the cost of movement, but the
minimum level of cost function is achieved with an increase in technical speed, the
change of which is characterized by a parabolic dependence. Figure 1, 2, shows from
the V2 curve that an increase in content mass from 2,000 to 5,000 tons indicates the
need to increase the technical speed of the train from 61 to 95 km/ oat with a constant
content equal to 60 cars. This results in a relative calculation error of 14% if used in
train-clock speed optimization [15-24].
“PEDAGOGS”
international research journal ISSN:
2181-3027
_SJIF:
5.449
https://scientific-jl.com/ped
Volume-82, Issue-2, May -2025
64
Figure 1. The dependence of the optimal speed on the mass of the train is depicted
by a parabola
Figure 2. Dynamics of changes in the optimal speed of a freight train
V
1
- by the average train-hour speed of the train; V
2
- by the calculated train-hour
speed of the train:
1 - the increase in the mass of the train is associated with an increase in the
number of wagons with a constant axle load in its composition;
2 - the increase in the weight of the train is associated with an increase in the axle
load of wagons with a constant composition size.
4. Analysis of the behavior of the optimal function allows us to conclude that the
dependence of the optimal speed on the mass of the passenger train on the speed of the
train is also described by a parabola. In this case, an increase in the mass of the train,
as expected, leads to an increase in the cost of movement, but the minimum level of
the cost function, depending on the speed of the train, is achieved by reducing a certain
technical speed (within 5 km/h). The recommended optimal speed of movement varies
“PEDAGOGS”
international research journal ISSN:
2181-3027
_SJIF:
5.449
https://scientific-jl.com/ped
Volume-82, Issue-2, May -2025
65
from 93 km/h (region U-Kh, consisting of 13 wagons) to 98 km/h (Kh-U, long-distance
trains, consisting of 17 wagons) in different regions according to the calculation rates
of passenger trains. In this case, the relative error of calculating the optimal technical
speed by the existing method will be from 0,3% to 3%.
Currently, studies are being conducted to optimize train speeds and find optimal
solutions, taking into account the fact that many parameters of the transport process
affect the main specific resistance to movement, in particular, axle load [9-14].
The optimization of the speed and mass of passenger trains is based on
determining the minimum total economic costs associated with changing these
parameters. The total current annual costs are determined as the sum of the previously
discussed step-by-step costs:
f(Q, vx) =
𝑣
𝑥
2
𝑄
+ 𝐷
3
𝑣
𝑥
2
(17)
As can be seen from equation (17), the costs of the national economy depend on
two variables: the mass and speed of passenger trains ΣE=f(Q, V
x
). Taking the value
of Q as a variable, differentiating in partial derivatives the condition (17) and setting
the result to zero, we find the minimum of the reduced costs ΣE=f(Q):
𝜕𝐸
𝜕𝑄
= −
𝐵
1
𝑣
𝑥
𝑄
2
−
𝐵
2
𝑄
2
−
𝐺
1
𝑣
𝑥
𝑄
2
−
𝐺
3
𝑄
2
+
(𝑥
1
+ 𝑦𝑣
𝑥
)(𝑧𝑣
𝑥
+ 𝑥
2
)
(𝑧𝑣
𝑥
𝑄 + 𝑥
2
𝑄)
2
−
−
𝐷𝑅(𝑎+𝑖
𝑒
+𝑏𝑣
𝑥
+𝑐𝑣
𝑥
2
)
𝑄
2
−
𝐹
2
𝑣
𝑥
2
𝑄
2
+
𝐹
2
𝑣
𝑋
𝑄
2
−
𝐹
3
𝑄
2
+ 𝑃 + 𝑊 + 𝐷 − 𝐷
2
𝑣
𝑥
2
𝑄
2
= 0
(18)
Figure 3. Curves characterizing the average speed of passenger trains for
different masses
“PEDAGOGS”
international research journal ISSN:
2181-3027
_SJIF:
5.449
https://scientific-jl.com/ped
Volume-82, Issue-2, May -2025
66
Figure 4 - Curves for determining the optimal mass and average speed of
passenger trains
The optimal mass of a passenger train would be:
𝑄 =
√
𝐵
1
𝑣
𝑥
+ 𝐵 +
𝐺
1
𝑣
𝑥
+ 𝐺
3
+
(𝑥
1
+ 𝑦𝑣
𝑥
)(𝑧𝑣
𝑥
+ 𝑥
2
)
(𝑧𝑣
𝑥
+ 𝑥
2
)
2
+
Ф
1
𝑣
𝑥
2
−
𝑃 + 𝑊 + 𝐷
→
_____________________________________________
→
−
Ф2
𝑣𝑥
+Ф
3
+𝐷𝑅(𝑎+𝑖
𝑒
+𝑏𝑣
𝑡
+𝑐𝑣
𝑥
2
)+𝐷
2
𝑣
𝑥
2
𝑃+𝑊+𝐷
(19)
We differentiate condition (19) with respect to vx and, after reformulation, we
obtain the following expression:
𝜕𝐸
𝜕𝑣
𝑥
= −
𝐵
1
𝑄𝑣
𝑥
2
−
𝑉
𝑣
𝑥
2
−
𝐺
1
𝑣
𝑥
2
−
𝐺
2
𝑣
𝑥
2
+ 𝐷 (1 +
𝑃
𝑄
) 𝑏 + 2𝑐𝐷 (1 +
𝑃
𝑄
) 𝑣
𝑥
+
+
1
𝑄
𝑥
2
𝑦−𝑧𝑥
1
(𝑧𝑣
𝑥
+𝑥
2
)
2
+
𝐹
2
𝑄
𝑥
2
−
𝑍
𝑣
𝑥
2
−
𝐽
𝑣
𝑥
2
+ (2
𝐷
2
𝑄
+ 2𝐷
𝑒
) 𝑣
𝑥
= 0
(20)
Substituting the value of Q in condition (20) into condition (19), we obtain an
equation with one unknown variable V
x
. It can be approximated by the Lobachevsky
method or by solving transcendental equations, which can be achieved by determining
individual real roots. The current task can be determined by the exact average speed of
movement and a simple graphical-analytical method.
The determination of different values of Q is carried out by the method of
graphically solving the condition. For this, different values of Q are substituted into
condition (19) and curves are drawn on the basis of these values in the coordinate
system. The value of V
x
for different Q is determined at the points of intersection with
the x-axis. In this regard, firstly, from condition (20), different masses of trains Q', Q",
etc. are determined for different values of V
x
. According to the values in the figure, the
“PEDAGOGS”
international research journal ISSN:
2181-3027
_SJIF:
5.449
https://scientific-jl.com/ped
Volume-82, Issue-2, May -2025
67
curve v=f(Q) is constructed in the coordinate system V'
x
, V''
x
, V'''
x
etc. At the
intersection point of the curves Q=f(V
x
) and x=f(Q), optimal values for the mass and
average speed of passenger trains are found based on minimal economic costs. The
accuracy of the optimal values of the average speed and mass of passenger trains
depends on the step of variables adopted when solving conditions (20) or (19) [11].
𝐸
𝑜𝑠𝑡
= 3,6(𝑃 + 𝑄)(𝛼
𝑇
𝑙𝑣
𝑥
)
2 𝐿
𝑛
𝑙
𝑜𝑠𝑡
𝑔
1+𝑦
𝑐
𝑒
𝐴𝑞𝑏𝑟
𝑎
0
𝑄
10
−6
∙ 2 ∙ 365 = 𝐷
3
𝑣
𝑥
2
𝑄
+
+𝐷
3
𝑣
𝑥
2
(21)
Here: l
ost
- average distance between passenger train stops, km.
𝐷
2
=
2724З𝛼
𝑇
2
𝐶
𝑒
𝐴𝑞
𝑏𝑟
𝐿
𝑎
0
𝑙
𝑜𝑠𝑡
∙10
−6
;
(22)
𝐷
3
=
2724𝛼
𝑇
𝐿𝐴𝑐
𝑒
𝑞
𝑏𝑟
𝑎
0
𝑙
𝑜𝑠𝑡
∙10
−6
.
(23)
Based on the above expressions, it is possible to determine the optimal mass and
speed for any train set (train).
References:
1. Bozorov R. Sh. Aerodynamic impact of the high-speed electric train
«Afrosiyob» on opposite trains. Journal of Transsib Railway Studies, 2022, no. 2 (50),
pp. 96-107 (In Russian).
2. Bozorov R.S., Rasulov M.X., Masharipov M.N. Investigation of mutual
aerodynamic influence of high-speed passenger and freight trains moving on adjacent
tracks. Journal Innotrans Scientific-and-nonfiction edition, 2022, no. 2(44), pp. 42-48.
DOI:10.20291/2311-164X-2022-2-42-48
3. “EN 14067 Railway applications – Aerodynamics – Part 2: Aerodynamics on
open track”, ed: CEN/TC 256, 2010.
4. “EN 14067 Railway applications – Aerodynamics – Part 4: Requirements and
test procedures for aerodynamics on open track”, ed: CEN/TC 256, 2010.
5. Lazarenko Y.M., Kapuskin A.N. Aerodynamic impact of the «Sapsan» high-
speed electric train on passengers on platforms and on oncoming trains when crossing.
Bulletin of the Research Institute of Railway Transport, 2012, no. 4, pp.11-14 (In
Russian).
6. Raghu S. Raghunathan, H. D. Kim, T. Setoguchi. Aerodynamics of high-speed
railway train / Progress in Aerospace Sciences 38 (2002) 469-514.
7. Baker C., Quinn A., Sima M., Hoefener L., and Licciardello R. Full-scale
measurement and analysisof train slipstreams and wakes. Part 1: Ensemble averages.
Proceedings of the Institute of mechanical Engineers, Part F: Journal of Rail and Rapid
Transit, 2013. p. 453-467.
8. Baker C., Quinn A., Sima M., Hoefener L., and Licciardello R. Full scale
measurement and analysis of train slipstreams and wakes: Part 2 Gust analysis.
“PEDAGOGS”
international research journal ISSN:
2181-3027
_SJIF:
5.449
https://scientific-jl.com/ped
Volume-82, Issue-2, May -2025
68
Proceedings of the Institute of mechanical Engineers, Part F: Journal of Rail and Rapid
Transit, 2013. p. 468-480.
9. Katsuyuki M., Kazuaki I., Tsutomu H., Jin’ichi O., Kei H. and Atsuyushi H.
Effect of train draft on platforms and in station houses. JR East Technical Review No.
16, 2010. p. 39-42.
10. Hong Wu, Zhi-jian Zhou.
Study on aerodynamic characteristics and running
safety of two high-speed trains passing each other under crosswinds based on computer
simulation technologies. Journal of Vibroengineering, Vol. 19, Issue 8, 2017, p. 6328-
6345.
11. Tian Li , Ming Li, Zheng Wang and Jiye Zhang. Effect of the inter-car gap
length on the aerodynamic characteristics of a high-speed train. Journal of Rail and
Rapid transit, Issue 4, September 20, 2018, p. 448-465.
12. Chris Baker, Terry Johnson, Dominic Flynn, Hassan Hemida, Andrew Quinn,
David Soper, Mark Sterling. Train Aerodynamics fundamentals and applications. Book
Butterworth-Heinemann London 2019, p. 151-179. ISBN 978-0-12-813310-1,
https://doi.org/10.1016/B978-0-12-813310-1.00008-3
13. Bozorov R.Sh., Rasulov M.Kh., Bekzhanova S.E., Masharipov M.N. Methods
for the efficient use of the capacity of sections in the conditions of the passage of high-
speed passenger trains.Journal Railway transport: Topical issues and innovations,
2021, no. 2, pp. 5-22. (In Russian).
14. Shukhrat Saidivaliev, Ramazon Bozorov, Elbek Shermatov. Kinematic
characteristics of the car movement from the top to the calculation point of the
marshalling
hump.
E3S
Web
of
Conferences
264,
05008
(2021)
https://doi.org/10.1051/e3sconf/202126405008
15. Rasulov, M., Masharipov, M., Sattorov, S., & Bozorov, R. (2023). Study of
specific aspects of calculating the throughput of freight trains on two-track railway
sections with mixed traffiс. In E3S Web of Conferences (Vol. 458, p. 03015). EDP
Sciences.
https://doi.org/10.1051/e3sconf/202345803015
16. Bozorov R.Sh. About absence of theoretical base of the formula for
determination of height of the first profile site of the marshalling hump / Bozorov
R.Sh., Saidivaliev Sh.U., Djabbarov Sh.B. –Text : immediate // Innovation. The
science. Education. 2021, №34. pp. 1467–1481. (In Russian).
17. Bozorov R. S., Rasulov M. X., Masharipov M. N. Research on the
aerodynamics of high-speed trains // Universum: технические науки: электрон.
научн. журн., 2022, № 6 (99).
18. Marufdjan Rasulov, Masud Masharipov, S. E. Bekzhanova and Ramazon
Bozorov. Measures of effective use of the capacity of twotrack sections of JSC
“Uzbekistan Railways”. E3S Web of Conferences 401, 05041 (2023)
“PEDAGOGS”
international research journal ISSN:
2181-3027
_SJIF:
5.449
https://scientific-jl.com/ped
Volume-82, Issue-2, May -2025
69
19. Andrzej Zbieć. Aerodynamic Phenomena Caused by the Passage of a Train.
Part 2: Pressure Influence on Passing Trains. Problemy Kolejnictwa. Issue 192,
September 2021, p. 195-202.
http://dx.doi.org/10.36137/1926E
20. NB JT ST 03-98. Safety standards for railway transport. Electric trains. – M.:
VNIIJT, 2003. – 196 p.
21. UIC 566 Leaflet: Loadings of coach bodies and their components, 3
rd
edition
of 1.1.90
22. Saidivaliev, Sh.U. A new method of calculating time and speed of a carriage
during its movement on the section of the first brake position of a marshaling hump
when exposed headwind / Sh.U. Saidivaliev, R.Sh. Bozorov, E.S. Shermatov //
STUDENT eISSN: 2658-4964. 2021, №9.
23. Bozorov R.Sh., Saidivaliev Sh.U., Shermatov E.S., and Boboev D.Sh.
Research to establish the optimal number of platforms in a container. Transport:
science, technology, management. Scientific information collection. Issue 5, 2022, p.
24-28.
https://doi.org/10.36535/0236-1914-2022-05-5
24. Rasulov, M., Masharipov, M., & Ismatullaev, A. (2021). Optimization of the
terminal operating mode during the formation of a container block train. In E3S Web
of
Conferences (Vol.
264,
p.
05025).
EDP
Sciences.
https://doi.org/10.1051/e3sconf/202126405025
