The article analyzes the applied methods of clearing the station tracks from snow and identifies the organizational and technological problems of each. It was possible to determine the main advantages and disadvantages of track equipment and technologies when clearing station tracks of snow. It has been established that the entire fleet of vehicles for the current maintenance of the track in the winter period meets the minimum requirements for the quality of clearing the track from snow – 50 mm below the level of the rail head. And the main restrictions in planning snow removal and snow removal equipment for work are: the useful length of the track, the employment of neighboring tracks, the presence of a field side, passenger platforms, track devices and turnouts.
   The main objective of the study is to improve the combined technology for clearing the railway tracks of stations from snow and to determine the optimal parameters for the operation of cleaning and cleaning equipment.
   It has been established that the thickness of snow during continuous cleaning by a SM-2 snow brush train with wings should be at least 0,12 m. A graph of the dependence of the cleaning time on the length of the path is constructed for cyclic and improved combined technology with different amounts of precipitation. The recommended snow thickness for the proposed technology was determined – 0,15 m. With optimal equipment operation parameters, the combined technology exceeds the cyclic one in the length of the cleared tracks by 2650 m (for one trip of the four-car SM-2) and in the time of work on the site by more than 30 minutes.

The issue of distribution of car flows along the transport network has not lost its relevance in recent decades. Increasing levels of motorization lead to congestion, the different sections of the road network are being filled to varying degrees. The article presents a four-stage model for the formation of traffic flows. Particular attention is paid to the stage of travel route choice. The article provides a review of mathematical models of traffic flow, including 3 types: predictive, simulation and optimization. The model discussed in the article is of the predictive type. The main classical macroscopic models showing the influence of traffic flow intensity on the flow time are shown: Greenshields, Greenberg, BPR. The most famous classic Greenshields model is taken as a basis; it shows that as the density of traffic flow increases, its speed decreases. The principles of Wardrop, which describe the distribution of traffic flow along the road network, are considered. The first Wardrop principle was chosen – the socalled equilibrium distribution of flows, in which each passenger chooses the best one from the available alternatives. Transformations have been made in the Greenshields model: the dependence of speed on the intensity of traffic flow has been replaced by the dependence of travel time on the intensity of traffic flow. A formula has been obtained showing at what intensity of traffic flow vehicles will use a longer road. For two roads, a quadratic equation is obtained that allows one to find the equilibrium distribution of traffic flows. A numerical example is considered showing changes in the behavior of passengers with an increase in the intensity of traffic flow. The prospects for using and generalizing these models are determined.

At the present stage of national economy development it's becoming more and more important to improve the quality of train traffic passing by railway lines due to the development of interval regulation not only on heavy-load double-track lines, but also on single-track lines, both projected and existing, where the increase in traffic volumes is forecasted. In the article the efficiency of using auto blocking with «fixed» and «moving» blocks on one of the single-track lines of the Eastern polygon at different traffic sizes is estimated. In order to correctly simulate the operation of the line, simulation modelling with the use of system dynamics (for traction calculations), process (in order to simulate the logic of actions of the dispatching apparatus) and agent-based (to simulate the movement of each train) types of modelling is involved. Nine scenarios of railway line operations under different traffic sizes were developed. Technical and sectional speeds were used as criteria for assessing the quality of line operation. As the size of traffic on the line under consideration increases, the more advanced system makes it possible to deal more effectively with the negative mutual influence of trains of different categories within the compacted flow and to ensure the passage of 38 pairs of trains with a section speed of 43 km/h and thus to master the prospective size of traffic with minimum expenditure on infrastructure development. Further research involves the introduction of additional modules into the developed model to assess the technical and economic efficiency of various interval regulation options, as well as for modelling the interaction between the infrastructure of railway lines and technical stations.

   Prompt clearing of snow from tracks is a guarantee of uninterrupted and safe operation of railway transport and meeting deadlines for cargo delivery in winter. In accordance with the Development Strategies and the long-term development program of Russian Railways for the period until 2030, the formation of new regulatory and technical documentation is provided, which should ensure an increase in: the safety of railway transport, the reliability of complex technical systems and the efficiency of operating activities. But in the approved and put into effect order No. 1733/r with the attachment of a new edition of the Instructions for preparing for work in winter and organizing snow control on railways, in other branches and structural divisions of Russian Railways, as well as its subsidiaries, the opposite is not provided optimization of costs, specifically for the process of removing snow from tracks, and increasing labour productivity; there is no provision for improving technology and introducing innovations, including through improving standards as part of the introduction of new technical means and equipment, the introduction of resource-saving technologies – this determined the choice of the topic of this study.
   Purpose of the study: to identify the reasons for the ineffective organization of the snow removal machines work, which entails their long-term occupation of station tracks and, as a consequence, a decrease in labour productivity, as well as a significant excess of the list of equipment and crews over what is technically necessary. The introduction of new standards for organizing the process of clearing tracks from snow based on automated monitoring and the length of cleared tracks will solve these problems.
   The subject of the research is the substantiation of effective organization of snow removal machines of the SM and PSS types using automated monitoring and a mathematical model, taking into account the natural and climatic conditions of the West Siberian Railway.
   The volume of snow removed and the operating time of the snowplow in operating mode are variable values that are influenced by many other factors that are difficult to plan, so it is advisable not to use these data for comparative characteristics and statistical analysis. As a comparative indicator, which is not significantly influenced by external factors, we propose to use the length of tracks cleared of snow.
   We will develop a mathematical justification for the relationship between the length of tracks cleared of snow and the volume of snow removed, work cycle time, amount of snow fallen, and ambient temperature using multiple regression.
   The theoretical significance of the work lies in the development of a proposal on reforming the system for making planning decisions and monitoring the effectiveness of snow removal work through automated monitoring by the AS KRSPS system. The practical significance of the study is to substantiate the transition of operating standards for snow removal machines of the SM and PSS types from unloading to the length of tracks cleared of snow and to assess the real operating efficiency of snow removal machines through automated monitoring.

The existing technical diagnostics and monitoring systems cannot fully predetermine the state of the switch motor. First and foremost, this is associated with a large number of failure modes (in control scheme, internal components of the drive, external factors), as well as a lack of monitored parameters capable of fully describing a faulty unit. However, there are indirect assessment methods based on artificial intelligence technologies. This study examined the power characteristics obtained from diagnostic devices of power parameters. The preprocessing and modeling results justify the selection of suitable unsupervised machine learning algorithms.

   Transportation of dangerous goods is still an important national economic task for the major economies of the world. This is due to both large volumes of transportation and the need to ensure regulatory safety measures, as well as the introduction of new hazardous substances, materials and products into economic circulation. According to our estimates, the actively promoted green energy and green economy will require the involvement of 15–20 % more hazardous components in production than the traditional economy of the fifth way. The rapid development of transport corridors in the modern world involving all types of transport: aviation, rail, road, pipeline, river and sea (including the Northern Sea Route) can pose a significant danger for a number of reasons. During transit, as well as multimodal transportation, loads may occur that are not provided for by the conditions of transportation in the usual mode. The inevitable consequence will be the factor of additional technogenic loads on vulnerable ecosystems of territories that is given special attention in modern society.
   In our country, transportation is regulated by a significant array of regulatory legal acts and regulatory and technical documents. A large number of documents serve to solve a two-pronged problem: 1) ensuring stable and safe transportation of a wide range of specific dangerous goods in our country; 2) compliance with the conditions of barrier-free transit of goods, harmonization of domestic transportation requirements with the requirements of international freight traffic. In this paper, an attempt is made to develop additions and amendments to the rules for the transportation of dangerous goods by railways of the Russian Federation in the light of the need to harmonize conditions and unify requirements.
   Proposals have been developed to adjust the transportation conditions of new dangerous goods to the railway transport of the Russian Federation. First of all, the results relate to the attribution of new dangerous goods and the correlation of this cargo attribution with the relevant emergency card. The harmonization methodology of domestic and international requirements, previously described and repeatedly successfully applied by us, based on comparative typology and circular expert assessments, has been applied. The criterion of adequacy of the proposed solutions is the principle of reasonable sufficiency and acceptable risk.
   The main results relate to dangerous goods of the United Nations general list of nomenclature items (numbers) from 3474 to 3549 included in the list as a supplement for the period 2007–2022. New cargoes belong to hazard classes (subclasses): 2, 3, 4.1, 4.2, 4.3, 5.1, 6.1, 6.2, 8 and 9. The theoretical significance of the work lies in the complexity and systematic approach to the analysis and processing of disparate data concerning new cargoes: UN numbers, names, main and additional hazards, packing group, emergency card. The practical importance is to ensure a sufficient level of dangerous goods transportation safety allowed on the railways of the Russian Federation in accordance with harmonized conditions.

   Currently, the assessment of the state of the bridge supports underwater part is mainly carried out on the basis of testing cores drilled from the underwater part through the surface part of the support. The bearing capacity of a section with an area of several tens of square meters had to be judged by the strength of single cores drilled, as a rule, from the central part of the support. Equipment for drilling cores from concrete of hydraulic structures directly under water is not produced by the domestic industry.
   Along with this method, diagnostics of the support underwater part is used using specialists from the central diving station. At the same time, the complexity of the work increases, because in case of poor visibility, each section of the structure should be inspected in several steps. The results of the examination must be transmitted to the surface by telephone, and, if possible, recorded on a voice recorder.
   Based on the data obtained, the issue of the possibility of further operation of the supports, justification of the need to repair the underwater part of one or another support and the order of repair on the scale of roads and the network as a whole is being decided. Mistakes in solving this issue can lead to both unreasonable costs of large material resources and funds, and to a violation of traffic safety.
   Both methods are quite laborious and expensive, and the frequency of examinations does not allow obtaining a sufficiently large amount of statistical diagnostic data and includes errors from the influence of the human factor.
   In order to reduce labor intensity and obtain more reliable and statistically valid diagnostic data, it became necessary to assess the state of the underwater part of the bridge supports without cores drilled from the underwater part through the above-water part of the support, and without the involvement of divers, i.e., using modern methods and means, one of which are remote-controlled uninhabited underwater vehicles (RUUV).
   This article discusses the main technological aspects of diagnosing the bridge supports underwater part using RUUV. The purpose of diagnostics of bridge supports using RUUV is to increase the efficiency of surveying the support underwater part, the possibility of a more accurate and less laborious assessment of the real state of railway bridge supports for the final decision on the service life of railway bridge supports.

   At present in the world practice of bridge construction, various combined systems are widely used with steel elements exclusively subjected to tensile forces. The analysis of operating experience shows, there is a risk of failure of the flexible element. Such a minor accidental impact on a particular element can lead to considerable or total failure of the structure, which naturally accompanied by catastrophic economic and social consequences. Therefore, bridges analysis in case of a sudden failure of a flexible element is of great practical importance.
   The publication deals with single failure of a flexible element in a tied arch. This article shows the experimental verification of dynamic response of bridge superstructure model in the case of single failure of a flexible element, presents two basic theoretical methods of structural analysis in the case of element failure – a simplified static analysis (with dynamic load factor) and the direct dynamic analysis method, gives the comparison of theoretical and experimental data.
   It shown, that quasi-static analysis, recommended by domestic and foreign standards, does not permit exactly the superstructure stress-strain state over time and evaluate the possibility of the whole structure progressive collapse.

   The article demonstrates the importance of studying the process of abrasion on asphalt concrete surfaces in the conditions of road construction in the Novosibirsk region and Novosibirsk, which leads to the formation of surface defects in the form of wear ruts. It is noted that the strength and wear resistance of the coarse aggregate (crushed stone) included in the composition of asphalt concrete has a significant influence on its wear resistance. Therefore, it is necessary to study the parameters of strength and wear resistance of crushed aggregate, including their possible correlation with each other, in order to use the obtained results to estimate the effect of these parameters on the wear resistance of asphalt concrete.
   The results of the studies of strength and wear resistance parameters of crushed stone materials made from rocks of different genesis are presented. The parameters of crushed stone materials studied are accepted as indicators: “crushability”, “crushing and wear resistance”, “micro-Deval” and “Nordic test”. According to the results of the conducted research, the interrelations and functional dependencies between the indicators “micro-Deval”, “Nordic test” and “crushing and wear resistance” have been revealed, as well as the possibility of considering them as a single factor in further research of the rutting process of asphalt concrete pavements, provided that the actual value of plate and flake grains in crushed stone is taken into account. At the same time, there is no relationship between the indicators “crushability” and “crushing and wear resistance”, as well as between the indicators “crushability” and “micro-deval”, which makes it necessary to consider the indicator “crushability” as a separate factor that can influence the process of abrasive rutting of asphalt concrete pavement.

This article discusses numerical methods for solving the problem of determining rock pressure using devices based on the finite element method and the so-called limit analysis method, which is currently becoming increasingly popular and is implemented in a number of software systems. Such popularity of the new method is explained by the fact that, unlike the finite element method in its classical sense, the equilibrium equations and the law of soil strength are implemented directly in the method of limit analysis. An important issue in carrying out any numerical calculations, both by the finite element method and by the method of limit analysis, is to determine the behavior model of the soil at the limit stage of work. If everything is relatively simple with the behavior of dispersed soils, in this case an ideal elastic-plastic model with the Mohr-Coulomb destruction criterion is used, the main characteristics of which are φ – the angle of internal friction of the soil and c – the specific adhesion of the soil, then questions arise with the behavior of rocky soils. In this paper, the Hoek-Brown criterion is adopted as the criterion of destruction, the main parameters of which are Rc – the strength limit of the soil for uniaxial compression. In addition, in this work, the results of numerical calculations were compared with the method of calculating rock pressure proposed by the authors in previously published articles. It was found that the results obtained during the finite element calculation give a qualitatively implausible picture. In addition, in this work, the equilibrium of the finite element model was checked.

The railway transport of the Republic of Kazakhstan is a unique system operating in extremely diverse natural and climatic conditions. Ensuring safe functioning of this system is a complex and multifaceted task. Track facilities are an important part of railway transport. The main task of track facilities is the current maintenance and repair of railroad track and artificial structures. Condition of railway track and artificial structures is a priority object of track facilities management, the main result of its activity. The maintenance of artificial constructions and subgrade in a condition that ensures its operation without any restrictions, under their normal operation and possible extreme effects on the object is one of the most important tasks. The purpose of this study was to ensure the reliable operation of artificial structures, and bringing them into conformity with the requirements of the Rules of technical operation of railroads of the Republic of Kazakhstan. The paper presents the results of determining the stresses and dynamic coefficients of the girder bridges from the effects of static and dynamic loads, obtained by using the hardware-software complex, which implements the interpretation and processing of the digital record of the primary transducers based on tensometry tools. The dependences of the stressed state of girder spans of railway overpasses of various designs under the static loading from the rolling stock have been obtained. The diagrams of the dynamic coefficients change at the passage of the rolling load along the span in different speed modes are given. The results of the study are recommended to be used for examinations and tests of the typical girder spans of the bridges, as well as in case of monitoring of their technical state under the increasing operational loads.

   When studying the technical condition of road bridges in operation, the main and most difficult task is to obtain a correct assessment of the actual load capacity of the bridge. At the same time, problems arise that are mainly related to the insufficiency or lack of technical documentation for the construction, inconsistency of normative and methodological documents in terms of assessing the load capacity of bridges, uncertainty in the accounting of asphalt concrete pavement. In assessing the actual load capacity of the operated bridges in the classes of the standard load of the AK, there is a contradiction between the various existing load standards
   For a unified interpretation of the carrying capacity of bridges, both new and previously built according to various standards, it is necessary in all cases to follow the modern requirements fixed in the current GOST R 32960–2014. This provision requires testing at the regulatory level. When determining the possibility of passing a heavy vehicle over a bridge structure, there are situations when the pass condition determined by theoretical methods is not met, but the deficit in the lifting capacity of the superstructure is relatively small. In such cases, static tests of the structure are performed, the results of which determine the criteria for assessing the load capacity of the superstructure, regulated in the norms. Consideration of the effect of the coating thickness on the bridge load capacity should be justified by the test results.
   At the same time, the values of the reliability coefficients to the loads from the layers of clothing of the riding cloth, taking into account the unevenness of the thickness of the layers and the measurement error, must be determined separately by statistical methods with the security accepted for the calculated values – “three standards”. To take into account the possible increase in the thickness of the asphalt concrete coating during the operation of the bridge, it is advisable to introduce an additional coefficient of a prospective increase of 1.1 to the load from the coating, or alternatively, increase the measured thickness of the asphalt concrete coating by 4–5 cm.