The article considers the importance of railway transport in the organization of cargo delivery. Currently, participants in foreign economic activity: exporters, importers, logisticians and freight forwarders – more and more often prefer to use the railway as the main mode of transport. It provides a fairly fast, predictable and much cheaper service compared to air and motor transport. It has been established that the average speed of container trains on Russian railways is over 1000 km per day. The transit time of the cargo in the West – East direction is on average 7.6 days, which is 0.4 days ahead of the indicator set by the Comprehensive Plan for Modernization and Expansion of the Trunk Infrastructure. At the moment, the net travel time for the delivery of goods by air is several times less than for the delivery by rail. Nevertheless, a lot of time is spent on ground operations, including waiting for the board. The capacity of the train allows one flight to deliver the amount of cargo that requires up to six flights by plane, which ultimately increases the difference in the cost of transportation up to 30 times and inevitably affects the final cost of the goods. This explains the high demand for rail transportation with a large delivery shoulder, especially in communication with the countries of the Asia-Pacific region. When organizing railway transportation, the delivery time of the goods also includes operations performed at the railway station. In order to reduce the time spent by wagons at the railway station and. thus, to improve the service for customers, the work considers the operations performed at the railway station K. The technology of operation with minimum, maximum and prospective volumes of processing of local cars is studied in detail. Unproductive downtime of wagons in anticipation of the necessary operations through the construction of daily schedules has been revealed. With the help of the Ishikawa diagram, the main directions for improving the activities of the railway station in the field of reducing unproductive downtime are determined. The main measures necessary to reduce the time spent by a local car at the station by means of a lean manufacturing tool – optimization funnel are considered. A daily schedule has been drawn up taking into account the proposed activities. The indicators of idle time of the local car are determined. Economic calculations have been carried out according to the existing technology of the organization of operational activities and the proposed one.

In the modern world, urban public transport plays an important social and economic role in large cities. High-quality provision of services and efficient operation of the route network contribute to increasing the transport mobility of citizens, reducing environmental pollution, increasing road safety and improving the spatial organization of the city, which positively affects the quality of life of the population in large cities.

The street and road network in Russian cities was not adapted for mass transportation during design and construction. As a result, the expansion of road lanes and the increase in the number of parking spaces have limited opportunities and do not allow to fully eliminate the negative consequences that arise during the growing number of cars. Optimization of the transport infrastructure for mass motorization will not eliminate the problem that has arisen due to the limited possibility of reconstructing the street and road network. As a result, the key solution for the development of the country's transport system is the adaptation of public transport to the needs of modern society.

The article considers the dependence of the class and quantity of public transport operating on the routes on the correspondence of passengers in one direction and in the other along the route of regular transportation. The purpose of this study was to improve the efficiency of passenger vehicles in large cities based on the analysis of passenger traffic.

An algorithm for adjusting the number and class of vehicles based on passenger traffic data has been developed. The algorithm makes it possible to identify the inefficient operation of existing timetables on the route, irrelevant flights for passengers, to determine the required class and number of vehicles for the provision of transport services, which, in turn, contributes to the effective functioning of the route network.

The article provides a review of domestic methods of digitalization and intellectualization of transport and technological processes. The author's concept of the terms “axiomatic” and “axiomatic model” is introduced, the concepts of the basic and modernized axiomatic model of the transport process and object are formalized. Aspects of the development of the axiomatic modeling method in terms of digital analysis and increasing the efficiency of railway infrastructure facilities, as well as subsequent optimization of their work on the principles of the theory of fuzzy sets, recurrent neural networks, the theory of active systems used to expand the mathematical apparatus of axiomatic modeling. An axiomatic model of an operating transport facility has been constructed, interaction patterns of data arrays of transport infrastructure objects have been studied, logical groups of transport processes of the base model and recurrent neural networks for the graphological formation of axiomatic options of transport technological processes for control conditions are given, a development algorithm is presented recurrent neural networks in the formation of variants of the axiomatic of transport and technological processes in the form of sequences of steps of transferring the model from the basic to the modernized one. The levels of complexity of the modernized axiomatic model of the transport facility are highlighted. An approach has been chosen to select options for digital management solutions in transport production based on taking into account transport conflicts. A classification of transport conflicts according to options for crossing traffic flows in the system is presented. The influence of heterogeneous transport conflicts on the operation of the axiomatic model of the object is considered and transport conflicts of interaction between the axiomatic of transport and technological processes are modeled. A software implementation of the author's project in the Python programming language is presented in the aspects of interaction between railway and water transport, intended for calculating the parameters of transport processes. Modules of the model diagram of infrastructure facilities have been identified, and a basic model of transport and technological processes of a railway station has been formed. Based on iterations of the software package, conclusions were drawn about ways to reduce the downtime of a local car.

Freight transportation on main railways is an important component of the Russian economy. With the growing scale and intensity of transportation, attention to ensuring its efficiency is increasing. In 2023, technical changes that have a direct impact on the operation of the Far Eastern Railway and the Eastern training ground of Russian Railways have undergone significant changes. Work on the reconstruction of key stations has been completed, work is ongoing to reduce inter-train intervals through virtual coupling of freight trains, and the locomotive and carriage fleets are being modernized.

At the same time, the stability of the transportation process and improving the quality of operating activities of Russian railways is largely ensured through the development of digital technologies, in particular the introduction of a dynamic model of infrastructure loading. The digital transformation of road operational activities, together with centralized loading management through the use of this model, served as the basis for a qualitative change in the operation of the road network of Russian Railways.

Despite significant transformations in the operation of the Far Eastern Highway and the road network as a whole, solving strategic problems requires finding technological reserves, as well as improving the modeling of key transport processes.

The article proposes a way to increase the volume of stable transportation on a road network by coordinating freight operations at railway stations of the origin and extinction of the flow. The optimization problem of organizing loading is solved based on modeling the flow of freight trains and solving a linear programming problem. The proposed method makes it possible to satisfy the growing demand for transport services and increase profitability from transportation of bulk cargo.

The article analyzes the contamination (particles less than 25 and 0.1 mm) of the crushed stone ballast of the railway track depending on the distance from Kuzbass along the Trans-Siberian and Central Siberian Railways in 141 experimental sections. Also, the averaged results of the influence of the service life (missed tonnage), in areas with the same distance from Kuzbass, on the level of ballast pollution are given.

Ballast pollution on Trans-Siberian Railway with increasing remoteness (from 300 to 1 100 km) from places of mass coal loading (Kuzbass) on track I: for fraction less than 25 mm at 700-900 million tons on average decreases from 37 to 30 %, at 900–1 100 million tons – from 41 to 38 %; for fraction less than 0,1 mm at 700–1 500 million tons – from 5.5 to 3.5 %; on track II: For fraction less than 25 mm at 900–1 100 million tons – decreases from 36 to 33 %, at 1 100–1 300 million tons – from 36 to 34 %; for fraction less than 0.1 mm at 700–1 300 million tons – is at levels 3–5 %.

Decrease of ballast pollution along the Central Siberian Railway along the 1st way with increasing distance from Kuzbass (from 300 to 900 km): for fraction less than 25 mm at 900–1 100 million tons – from 35 to 32 %; for fraction less than 0.1 mm – from 9 to 6 %.

The operation of a marshalling yard is a complex process in which there are many participants. A particular difficulty is associated with the need to receive, perceive and process large amounts of information coming from participants in the sorting process. It depends on how completely, reliably and timely the information will be received and analyzed. It depends on the adoption of a specific decision by the management staff of the marshalling yard.

The main subject of research in this article is the automated control of mechanisms and production processes of a marshalling yard, also optimization of the technological process of work, based on the improvement of information exchange while optimizing information flows. To achieve the goal of increasing the automation of technological processes of the sorting hump. This article discusses possible options for automating technological processes in the organization of work using the example of a sorting hump. Study of the algorithm of the marshalling yard for the formation of freight trains, through the optimal construction of information links. For this purpose, an analysis of the algorithm of the marshalling yard was carried out. The main functions of a modular automated system for the development of preliminary decisions, taking into account a larger amount of data, are proposed and described automatically received from the relevant information systems, such as the automated system for monitoring the technical condition of the rolling stock of the automated monitoring system of the automated monitoring system of the substation, the automated control system of the marshalling yard and others. The requirements for the developed algorithm of the automatic control system for the work of the marshalling yard for the formation of freight trains have been formed.

The paper notes the advantages of introducing a modular automated system of preliminary decisions, which will allow the management staff of each station section to choose the best solutions from the ones offered by the system, taking into account the analysis of a larger amount of processed information.

One of the important operational peculiarities of the continuously welded rail track is the need for a large amount of work on the transfer of intermediate rail fastenings from the working position to the installation position and vice versa. At the moment the transfer of fastenings is carried out mainly manually or with the use of small mechanization means, which require large labour inputs of track fitters and can negatively, affect the productivity of track works. Large volumes of laying, repair and maintenance of the track and variety of used intermediate fastenings require creation and introduction of high-tech machines capable to work with different types of fastenings. The aim of the research is to evaluate the possibility of using universal mechanisms for transferring intermediate rail fastenings of various types from the working position to the mounting position and vice versa.

The analysis of existing devices and machines for maintenance of intermediate rail fastenings is presented; their advantages and disadvantages are revealed. The current Instructions for assembly, laying and operation of track with different types of fastenings are analyzed, on the basis of which transfer schemes by types of fastenings are developed. On the basis of similar kinematics of movements of fastenings elements during their transfer, a variant of realization of universal working equipment for work with fastenings of different types installed on a single module of fastenings mounting-dismounting is proposed. The economic efficiency of intermediate rail fastenings transfer by fully manual method, partial automation of the process by PMG machine and automation of the process with the proposed module of fastening mounting and dismounting has been evaluated by the criterion of unit cost of work. It has been established that the economically feasible productivity of the module should exceed 1.2 km/h It is expedient to use PMG when the work front exceeds 3.2 km, and when the scope of work is less than 3.2 km it is more efficient to transfer fastenings with the use of mechanized tools.

The main objectives set by the Russian government for Russia's sustainable development until 2030 now require ambitious and concerted action at the national, regional and global levels. For example, we can mention the strategy of the Russian Railways holding company within the framework of the Digital Transformation developed on the basis of the national Digital Economy programme. Today, the company is presenting several initiative platforms that should take the entire holding company to the new digital level. One of the main components of the direction of digitalization of railway transport is the digital railway model. This paper considers one of the options for creating a digital model of the railway track using an unmanned aerial vehicle, which was used in a graduation project commissioned by the Novosibirsk Centre for Diagnostics and Monitoring of Infrastructure Devices. The article describes the relevance of using unmanned aerial vehicles and the main ways of building a digital model in terms of geodetic support. The main software products for processing of survey results are also considered. In order to systematize the process of creation of digital model of railway track the algorithm has been worked out which defines the order of activities during the stage of terrain survey, processing of the received data and filling the data base of digital model. The conclusion shows the future prospects of work with the digital model in terms of its filling with information from information systems that are used in the structural subdivisions of the Infrastructure Directorate and the prospects of using the digital model in solving tasks of railway track maintenance.

As a method to minimize frost heaving of the roadbed in adverse soil-hydrological conditions and during deep seasonal freezing, the application of silicification is possible. However, several questions remain open regarding the properties of silicified soil, particularly its water impermeability during the operation of the structure and the potential for creating a closed freezing scheme. In this regard, the aim of the research is to determine the dependencies of the coefficients of water permeability of silicified soil on the density of the binder and the plasticity index of the original soil, with an assessment of the influence of the freezing process on this parameter.

The methodological foundation of the work is formed by the design and conduct of laboratory experiments, incorporating elements of mathematical analysis for processing the obtained experimental data. Within the scope of the study, a laboratory experiment was conducted to determine the coefficients of water permeability in silicified clayey soils. Additionally, an experiment was developed and conducted to assess the influence of the freezing process on the coefficients of water permeability in silicified soil. The main laboratory equipment utilized in the experiments included a device for determining the coefficient of soil water permeability (PKVG-F) and an automated apparatus GT 1.1.12.

The research revealed a correlation between the coefficient of water permeability of silicified clayey soil and the density of the sodium silicate solution. At a density of the sodium silicate solution (concentration) exceeding 1.15 g/cm3, the material obtained as a result of silicification and the capillary barrier formed from it can be considered impermeable to water. The additional laboratory experiments conducted have shown that the freezing process for the silicified soil has minimal effects, causing no significant changes in its water permeability properties.

In construction practice, heterogeneous foundations are often encountered. One of the options for such a foundation – a foundation with a weak underlying layer – is of particular interest; a lot of theoretical and experimental work has been devoted to this type of foundation. However, so far only the method of determining the calculated resistance of a foundation with a weak underlying layer has been used for design, while there is no standard method for assessing its load-bearing capacity. To a certain extent, this is due to the lack of a strict static solution to the theory of limiting equilibrium of soils for this case. The use of approximate calculation schemes requires experimental substantiation of the process of formation of an uplift region in a two-layer foundation upon its destruction.

This article presents the results of experiments to study the outline and size of the soil uplift area in the foundation with a weak underlying layer at different depths. The experiments were carried out in a small soil tray for plane strain conditions.

The test results show that, firstly, at a certain depth of a weak underlying layer, the bearing capacity of such a base is equal to the bearing capacity of a homogeneous sand base. Secondly, with a further decrease in the depth of the underlying layer, the bearing capacity begins to decrease. Also, the line of destruction of the base begins to extend into the underlying layer.

The article also presents the results of field tests by another author testing a two-layer base with a weak underlying layer. In these tests, the prepared stand was subjected to monotonic loading of a rigid circular support (stamp). During the tests, the load on the die and the deformation of the base were measured. The results of these field studies confirm the results of our laboratory tests.

The use of a probabilistic method for calculating building structures is impossible if there is no information about the maximum values of the probability of failure-free operation. These values are assigned or determined differentially depending on the type of calculation – strength, deformations, etc. The purpose of this article is to establish a reasonable limit value for the probability of trouble–free operation in the width of crack opening of bent reinforced concrete structures from the condition of permeability limitation. Only the opening width of cracks normal to the longitudinal axis of the element was considered.

The establishment of the maximum value of the probability of failure-free operation was carried out using the probabilistic optimization method, with some changes: instead of the initial cost, a conditional initial cost was used. The magnitude of the economic consequences was taken as a fraction of the conditional initial cost in the range from 0.1 to 2.0. The probability of trouble-free operation was calculated on the assumption that all the initial parameters of the design and external influences are distributed according to the normal law. All the necessary initial data for calculations were adopted on the basis of regulatory documents and scientific literature devoted to the problem of reliability of building structures.

As a result of calculations, the maximum values of the probability of trouble-free operation were obtained, depending on the long and short crack opening. The calculated values are approximately in the range from 0.93 to 0.999, depending on the magnitude of economic losses. The values do not depend on the duration of the crack opening width. The obtained values are recommendations that can be used in the probabilistic method of calculating reinforced concrete structures.

The bridge superstructures are crucial, expensive components of the transportation system, significantly influencing safety and operational continuity. Modern regulations mandate monitoring for large and exceptional bridges. Monitoring systems are just beginning to be actively implemented, and the existing method for evaluating technical condition based on monitoring results needs refinement. This article examines the monitored parameters of railway bridge superstructures with through trusses based on theoretical and experimental analysis of the stressed-deformed state of the bridge superstructure over the Ob River in Novosibirsk. The study aims to improve the method for evaluating the technical condition of lattice superstructures based on automated monitoring results. New monitored parameters were proposed to more accurately track the onset and development of damage in the superstructure. The analysis of data from strain sensors installed on the Komsomolsky Bridge over the Ob River in Novosibirsk demonstrated the advantages of using invariant parameters and stresses in elements under identical loads for assessing bridge conditions. The study confirms the possibility of using these parameters to enhance the accuracy of damage detection by the monitoring system, thereby increasing railway network safety. This work contributes to the development of methods for assessing the condition of railway superstructures based on monitoring results. The findings are supported by statistical data analysis and can serve as a basis for improving monitoring systems, enhancing their accuracy and reliability in predicting the technical condition of metal superstructures.