Vol 1, No 2 (2015)

The North of Russia in the short term remains not captured high-speed movement. Such situation can be rectified by application magnetic and levitation technologies, and so string trestle technologies. However, the careful ecological and economic reasoning, and also adaptation of constructive elements and technologies to North conditions has to precede use of such technologies.

For development of the railway high-speed communication it is necessary to create rings of the high-speed movement. Thus the cellular network structure which is much more effective existing treelike, taking place in the Komi Republic, the Arkhangelsk and Murmansk areas will be initially formed.

Container message of trestle type Ivdel – Indiga about 1100 km long can become possible application of magnetic and levitation technology in the north of Russia. From Ivdel the container highway can be continued in the southern direction to border with China.

At the organization of the high-speed movement it is necessary to divide passenger and cargo transport streams. If to execute passenger modules in the form of individual vehicles (four-five-seater), elements of infrastructure will be less expensive. The sizes and loading capacity of containers for high-speed transportations can be also reduced.

Developers of string transport systems actively study questions of design of transport modules of various mission, creation of low-cost transport infrastructure.

In the conditions of the North of Russia development of transport system which would combine advantages of magnetic and levitation and string transport is of interest. Stability of such system can be provided when using effect of «a magnetic potential hole».

Implementation of large transport projects of the high-speed movement in the Russian Federation can promote strengthening international cooperation and be carried out on its basis.

Article is devoted to reconstruction of station of Oktyabrskaya Railway in the Kingisepp region of the Leningrad region – Veymarn taking into account increase in a cargo stream at stations of Ust-Luzhsky knot.

Calculations of necessary quantity of ways at station are for this purpose executed. The executed calculations testify that it is necessary to add to the existing ways of station four new the priyomootpravochnykh of a way.

Data on a hardware of the stages adjoining station are accepted on the basis of TRA of station and technological process.

Two options of reconstruction of station are developed. Both in the first and in the second option the existing ways are extended.

In the first option parallel to the existing ways four new ways with a useful length not less than 1050 m, keep within in the same place where the cargo platform is located. For this purpose transfer of a high cargo platform 114 m long and 9 m wide will be required. At realization of this option additional allocation of land will be required.

In the second option parallel to the existing ways four new ways with a useful length not less than 1050 m, keep within in the same place where the passenger building is located. Their laying will require transfer of 2 high passenger platforms 4 and 4,5 meters wide, demolition of the outdated passenger building and construction of the new, modern passenger building, and also transfer of ways of locomotive economy. At realization of this option additional allocation of land will also be required.

Large-scale schemes of station, are executed in the graphic AutoCAD editor according to requirements to projects of railway stations and knots. Comparison of options is executed on the comparable, differing capital investments and operational costs. The cost of reconstruction of station in the current prices of 2015 makes about 500 million rubles.

In recent years increasingly discusses the prospects of application of high-temperature superconductors (HTS) as the winding current-carrying elements of magnetic systems for various purposes. It seems particularly attractive possibility of such systems at liquid nitrogen temperature.

The article describes the prototype of module of the magnetic system which is made on the basis of high-temperature superconducting tapes, designed for the installation and testing on a working model of a static levitation. In the working model levitation of the platform carried by the interaction of the magnetic field of the assembly of permanent magnets mounted on the platform with a field similar to assemblies located in the track structure. Compact HTS module replaces the two assemblies of permanent magnets mounted on the platform. Each block of the module represents HTS racetrack coil with current inputs, power structure, positioning system and bracing which is placed in a cryostat, providing at minimum wall thickness of the required mechanical strength and thermal insulation at liquid nitrogen temperature.

The prototype of unified superconducting module successfully passed preliminary tests.

In high-speed ground transport linear synchronous motors are used to create a traction force. Advantages of linear synchronous motors are precise control of traction force (does not depend on friction forces) and lack of wearing parts.

Linear synchronous motors control systems use block diagrams with orientation on rotor flux linkage. In such systems, information about exact position of movable part allows splitting active and reactive components of stator currents and as result independent control of motor traction force and magnetic flux. Errors in determination position can lead to errors in d–q transformation what affect calculations performed in motor model, and impact on traction force. Moreover, information on position of vehicle is also important to ensure traffic safety.

In conventional types of wheeled vehicles for determining speed and position contact probes and tachometers are used. However, in high-speed magnetic levitation transport non-contact sensors is needed. In addition, when creating control system delay in transmission of radio signals from vehicle to ground control unit should be taken into account.

This paper revive methods of speed and location detection for industry and high-speed ground transportation systems with linear synchronous motors. Also, variant of speed and position detection system for freight Maglev was suggested.

Problems of electromagnetic compatibility on electrified railways are sharper than in the stationary energy sector. This is due to the following circumstances:

1. Electrified railways has considerable length in space and is usually located in different climatic and in geological zones.
2. In rail transport, as well as any other transport systems, a compact high-performance equipment used (high and low voltage), to a greater degree of exposure to external electromagnetic influences than in the stationary energy sector.
3. All processes (stationary and non-stationary) on an electrified rail, in one way or another, affect the operation of each of the elements of the system.
4. In the development of an extensive electrified railway is necessary to ensure the electromagnetic compatibility of each of the elements that are not always required in the stationary energy sector.
5. Problems of electromagnetic compatibility electrified railways significantly of more complicated, when are using magnetolevitatsionnyh technologies for elektrozhdvizhenie.

Considered the problems of electromagnetic compatibility in electricity of rail system, are discussed ways of solving them.

The education in Russia since 1990 year remains in a state of permanent reformation. Distinctive characteristics of this period can be stated on the one hand as the abrupt flow-out of the high grade young professors from the Higher educational units and on the other hand head long growth of the quantity of the said units. The law of «Transition of quantity into quality» had an inexorable effect not only on the quality of education of the graduates but on the personnel potential of the Russia in general. Rapid growth of the quantity of the Higher education specialists of questionable qualification and partial demand have started.  At the same time the skill conversion practically disappeared. And technical colleges started to transform into universities or branches of those. In order to regulate existing uncertainty the gradation of the Higher educational units appears in the Federal Law РФ № 273-ФЗ «Education in Russian Federation». As a matter of fact that Law stipulates 4 grades of Higher educational units, whereof for the first three quotas of 40 units are envisaged. All remaining units, including those engaged in education of the specialists in the field of transportation. Such approach to the problem seems to be rather subjective.

In the year of 2013 the index of GDP (Gross domestic product) in the category «Transport and communication» was some 8% which corresponds to the fourth place in the structure of the Gross added cost in Russia.  

Normative per person financing in the Higher educational units of the fourth grade will negatively influence the quality of education and contrary to the humanitarians the after-effects will not be of deferred character but will directly cause the increase of accidents at the transport. Taking into account the importance of the transport for the Russia it seems quite strange such indifferent approach to the personnel which plays the most important part of success in the field of transportation.