It is known that one of the main factors reducing the shortage of shunting locomotives at railway stations and leading to a reduction in their employment time due to increased labor productivity is the state of equipment of the railway station infrastructure with SCB devices. This article presents a way to attract low-mobility shunting locomotives by reducing the duration of employment of shunting locomotives allocated for the daily amount of work performed at the station when equipping them with devices by changing the infrastructure of an electric decentralized railway station. A comparative analysis of the time spent by the shunting locomotive in motion during the day when performing each technological operation for the maintenance of cargo facilities, as well as the amount of time spent on additional actions, is carried out.
The primary specific resistance to the movement of freight wagons is a key parameter for normalizing the time and energy consumption of trains. Although the “Rules of Traction Calculations” calls for dividing wagons into six groups when calculating this resistance, in practice (using the traditional method), appropriate regulations are developed based on the separation of train wagons into two groups (4th and 8th lips). One of the main reasons for this is the inability to account for the unique features of each wagon in a given train. To address this issue, a program was developed for determining the necessary parameters of wagons for traction calculations based on their identification numbers. This software can be accessed through the website https://trainlocomotive.netlife.app/. Using this program, a method for calculating the primary specific resistance to the movement of freight wagons has been developed. Field sheets of freight trains moving through the Uzbekistan Temir Yullari railway station were analyzed. As a result, it was discovered that nearly half of the freight train composition consists of empty wagons, while the proportion of loaded gondola cars and tanks is 23%. The primary specific resistance to the movement of wagons in such a mixed composition is calculated using both traditional and developed methods. The impact of the primary specific resistance on the energy costs of maintaining the train is evaluated. As a result, the feasibility of utilizing the developed method for normalizing electricity consumption based on traction calculations is demonstrated.