In order to increase the effectiveness of railroads, we, among other things, have to increase the average running speed of trains and create special high-speed railways. Higher speeds achieved without special measures by themselves cause significant rise in loads experienced by railways and rolling stock and put transportation safety at risk. For a long time, there have been advancements made in the construction of trains to accommodate higher speeds, in infrastructure – to accommodate higher power requirements of new trains, but the fundamentals of a railway design have remained unchanged. Geometry of a railroad in a large part defines the dynamics of a passing train, but the design concepts can be improved to provide improved safety and ride smoothness while decreasing the forces acting on a train and a track, which is especially beneficial for high-speed railways.
   In recent years there have been active discussions and research in the field of biclothoid curves, which suggest the need to increase ride smoothness by means of designing smoother curves. Having said that, the biclothoidal geometry itself isn’t sufficient because it doesn’t get rid of the piecewise-linear nature of clothoids curvature-wise, which causes problems in the first place.
   This article considers a potential use of type II cadioids – curves with a smooth nonlinear curvature function – in high-speed railway design. Mathematical description of these curves and their characteristics is provided and compared to standard and biclothoidal designs. Results of simulations are used to compare the effects of different geometries on train dynamics. Plots and numerical data are provided. Conclusions about the potential advantages of type II cadidoids are drawn.

The current state of affairs in cross-border and maritime transport services is significantly complicated by a number of factors affecting the territory of Russia and adjacent to it. First of all, this is a reversal of cargo flows to the East of the country, where transport highways have historically been represented by a less extensive railway network, greater length, complexity of its elements and structures. The increased load on the highway in the direction of the East has practically exhausted the capacity in terms of filling empty fitting platforms for the export of universal shipping containers from coastal territories. One of the measures to stabilize flows and search for backup solutions in the development of new traffic volumes was the introduction of Russian Railways technologies for transporting containers in gondola cars on the East–West Siberia sections, which are difficult from the point of view of operational work, and the advent of a new technology for transshipment of containers into fitting plates for further travel in areas experiencing less load. This technology is called transshipping. The massive loading of containers into gondola cars in the Far East revealed a number of problems and difficulties related to new operations, transportation technology and additional equipment necessary to prepare the train for the flight. Most of the loading sites were not ready to accept the entire volume of container shipments from the sea, and the development of existing and new loading sites specialized for this work was required. The article provides the main points on the layout of such loading sites, taking into account the existing experience of railways, rear terminals, ports. The diagrams of the construction sites and their arrangement are given, the main dimensions are determined and a rational arrangement of the elements is proposed, taking into account the compactness of placement and the ability to receive containers from vehicles with intensive unloading from the ship in the port.

   Determining the optimal parameters of the development level of terminal logistics facilities in the context of the logistics chains restructuring and the development of cargo traffic new directions is becoming an important task for building an effective terminal logistics system in the region. The subject of the study is the criteria for assessing the development level of railway terminal and logistics facilities, the object of the study is the terminal and logistics infrastructure of public use. The following criteria are used as criteria for assessing the development level of terminal logistics facilities: – list of services provided; – track development; – equipment with lifting and transport vehicles; – paragraphs on which the cargo yard is open; – capacity of cargo storage facilities. The analysis of the current network of terminal logistics facilities has shown the dependence level of the terminal logistics facility and its performance indicators, which can be formulated as follows: with an increase in the level of the terminal logistics facility, the arithmetic mean values of the indicators according to the criteria increase. There is no clear line of separation between the development level of terminal and logistics facilities according to any of the criteria.
   The authors propose criteria reflecting the possibility of realizing the potential of terminal logistics facilities. These include: processing capacity, the actual volume of processed cargo for the previous period, and cargo flow at the station adjacent to the terminal logistics facility. After evaluating the potential realization of the terminal logistics facility, the result of which is the determination of the operating conditions of the terminal logistics facility: optimal; lack of processing capacity. Due to the insufficiency of the existing cargo flow, the feasibility of optimizing the infrastructure of the terminal and logistics facility is calculated based on the economic indicators acquired and spent on optimization.
   In the structure of terminal logistics facilities, the operating parameters of which in a number of conditions do not meet the needs, and it is difficult to change them, it is proposed to include a terminal damper, which is an infrastructure for temporarily organizing work on it with cargo traffic transferred from the existing terminal logistics infrastructure.

   One of the priority tasks for Russian Railways in import substitution is the automation of activities for managing production assets in the infrastructure complex and railway infrastructure facilities, which is currently being implemented in the Unified Corporate Automated Infrastructure Management System (EC ACIMS), operating on a platform developed by the foreign company Project Software & Development.
   The article examines in detail the structure of the EC ACIMS, the interaction of its modules and subsystems, as well as problems and omissions associated with the interaction of the ACS PA CDI systems in the operation of track machines. The ACS PA CDI and AS KRSPS software packages only collect and analyze data from track machines on the number of completed works, but the task for the performance of work by the teams of track machines is still issued by the work manager, due to which errors may occur in the technologies of the work performed, then these errors can increase when the drivers enter data into the work of the machines. To improve the quality of the work performed by track machines, it is necessary to eliminate the human factor from the process of entering data into the work of the machines. For this purpose, it is proposed to develop an additional control unit and integrate it into the KRSPS AS system. The development and implementation of a new structure of software packages with two-way communication between the ACS PA CDI and the AS KRSPS when receiving information will prevent deviations from the required parameters of machines during the operation, which will improve the quality of the work performed.

   The article presents an assessment of the residual life of reinforced concrete sleepers that have served their first term of service; sections from particularly busy routes of the West Siberian Railway for the period 2014–2023 with a tonnage of more than 1,000 million tons at the time of major repairs were selected.
   The assessing the suitability of reinforced concrete sleepers dismantled from sections of the Trans-Siberian (43 sections: track I – 31 pcs.; track II – 12 pcs.) and Central Siberian Railways (32 sections: track I – 28 pcs.; track II – 4 pcs.) ZSDI for reuse was made. For these sections, the overhaul statements of the old track grid with reinforced concrete sleepers Sh1 for intermediate rail fastenings of the KB65 type, carried out on the basis of a number of track machine stations of the ZSDRP, were considered.
   Dependences of the change in the serviceability share of reinforced concrete sleepers Sh1 with a domestic reinforcement scheme (44 × 3 mm) on the duration of their first service life (1 000–1 600 million tons) in especially heavy-duty conditions have been obtained.
   The average serviceability share of reinforced concrete sleepers along the Trans-Siberian Railway was determined; the average serviceability percentage of reinforced concrete sleepers was 67.4 % for track I and 59.5 % for track II, with an average tonnage of about 1 250 million tons; on the Central Siberian Railway – for track I – 59.3 % and for track II – 79 % with an average tonnage production of about 1 280 million tons.
   The average intensity of the reduction in the serviceability of reinforced concrete sleepers was calculated: on the Trans-Siberian Railway for track I – 4–7 % / 100 million tons, in the range of 1 100–1 400 million tons, on the Central Siberian Railway for track I – 4–5 % / 100 million tons, in the range of 1 300–1 600 million tons.

   The article provides analysis of statistical, literary, journalistic and other information on the extraction and transportation of Russian export coals.
   The purpose of this study is to find out how the structure of coal cargo flows and the distance of their transportation have changed at present, which will substantiate the relevance of developing and applying measures to combat the blowing of fine coals.
   The materials of the article were obtained by statistical analysis of information on the subject of the study, and the further application of synthesis and induction made it possible to systematize the data on the characteristics of the grade and granulometric composition of the cargo flows of exported fine-fraction coals in the eastern direction.
   The results of the study can be used to justify the application of appropriate preventive measures to prevent the loss of fine coal fractions from blowing, taking into account the specific physical and mechanical properties and transportation conditions of coals of a particular shipper.

The integration of digital technologies into the process of interaction between freight railway stations and non-public tracks is a complex multi-purpose task that requires the development of a scientific and methodological approach to the rational implementation of digital technical and technological solutions, taking into account the existing technical and technological base. In the previously presented papers, the first two stages of the formation of such an approach were highlighted, including the development of a mathematical model based on queuing theory and the creation of a classifier for selecting relevant solutions. This paper is devoted to the construction of a algorithm using a decision tree to combine all possible digital technical and technological solutions for a specific barrier node. Dynamic programming in Java is used for this purpose, which provides fast generation of all possible combinations of digital technical and technological solutions. The article also defines criteria for selecting relevant options for a combination of digital solutions that meet the goals and priorities of the Russian Railways digital transformation strategy until 2030, namely: the cost of processing one wagon; idle time of a local wagon on the responsibility of Russian Railways; labour productivity; occupational injuries.

   Ensuring the reliability of cargo placement and fastening methods remains an urgent task in the field of transportation process safety. Currently, the reliability of the loading method at the development stage is assessed according to disconnected criteria that do not give a comprehensive idea of the risk level of its use. The purpose of the article is to develop a methodology for calculating the integral indicator characterizing the reliability of the method of placing and securing cargo at the stage of development and approval.
   The research was carried out on the basis of an analysis of the methodology of the calculation justification of the methods of placing and securing goods. The analysis and generalization of information, the main indicators contained in the loading schemes were carried out. The method of calculating the integral indicator characterizing the reliability of the method of placing and securing cargo at the stage of development and approval is presented. The article describes in detail the first three, most important, stages of the methodology.
    The categories of indicators characterizing the reliability of cargo placement and fastening methods and reflected in the design and explanatory notes to loading schemes are defined: cargo placement, stability; strength of cargo fasteners; strength of parts and assemblies of rolling stock. The assessment was made on 11 indicators, which are divided into a number of parameters. To normalize the parameters of the indicators, indicators are introduced in the range from 0 to 1. The values of reliability indicators for each category are found as an arithmetic mean.
    The results of the work are aimed at minimizing errors in the development and coordination of loading methods, can be used to automate the process of developing and coordinating methods of placing and securing goods, as well as to increase the effectiveness of measures to improve the reliability of methods of placing and securing goods.

   This article considers the issue of using composite sleepers on the heavy traffic sections of the West Siberian railroad. The results of complex estimation of the experimental section with composite sleepers on the basis of the data provided by different structural divisions of the West Siberian railroad are presented. The condition of the sleepers and the track section as a whole was analyzed both by means of on-site inspections and using the results of evaluation by a track measuring car in the period from May 2023 to June 2024.
   The section with composite sleepers was evaluated for both the condition of the rail track geometry and the distribution of labour on the linear section. Each sleeper was considered separately in terms of the main parameters of rail track geometry. The largest volume of track maintenance works on the section with composite sleepers falls on the spring period. For the whole period of analysis one failure of rail track narrowing was revealed, after adjustment of track gauge this deviation was not repeated.
   In the course of the study was developed a pilot technological card for the work on the replacement of reinforced concrete sleeper composite. Timekeeping was performed and the main problem areas in the production of this work were recorded. The calculation of labour costs for the works on sleepers replacement depending on the technology and type of sleepers and fastenings has been carried out. During the operation of composite sleepers for one year within the the current maintenance of the track section, no obvious difficulties in their operation, as well as defects of composite sleepers, were found.

   The article examines the role of the municipal routing network in cities with population exceeding 1 million as an integral component that facilitates the economic and social functioning of large urban centers. Particular attention is given to the influence of various parameters such as transport infrastructure, tariff types, fare costs in passenger road transport, and passenger flow. An analysis is conducted to investigate the dependency of the quality of transport services provided to the local population on the effectiveness of the existing municipal routing network.
   The study utilizes data from the registries of municipal regular transport routes in the cities under analysis, regulatory legal documents regarding the organization of passenger transportation, methodological recommendations, and statistical data that impact the functioning of the municipal routing network. The results obtained demonstrate the interrelationship between the parameters of the routing network and passenger satisfaction levels, as well as emphasize the necessity of a comprehensive approach to its planning and optimization.
   The established correlation between the parameters of the municipal route network and the level of passenger satisfaction serves as a basis for formulating recommendations to improve public transportation services in large cities. In particular, the results of the analysis emphasize the importance of optimizing the route network in accordance with the actual needs of the population and the dynamics of passenger flow.
   The conclusion of the study presents the analysis of the rolling stock structure and the factors influencing passenger transport in the cities under examination, indicating the necessity for an individualized approach to formulating transportation solutions. The successful organization and management of a public transportation system capable of meeting the needs of the local population require a comprehensive study of the existing infrastructure, forecasting its development, and taking into account the interactions of key factors such as the types of vehicles, tariff policies, passenger flow, and the distances between stops.

   This paper investigates modern urban logistics problems related to the need to adapt the routes of different vehicles to the changing conditions of the urban environment. The main attention is paid to the many-to-many salesman problem (MTSP), which is formalized in a multi-agent setting (MATSP) with mandatory visits to dedicated loading/unloading points, since the problem posed in such a context allows us to consider scenarios close to those typical of urban distribution systems. The paper analyses different solution methods: evolutionary algorithms, swarm intelligence algorithms (bee swarm and ant colony) and simulated annealing algorithm.
   As part of the research conducted, a mathematical model of the MATSP problem is formulated to define the main constraints as well as the target function subjected to optimization. Further, comparative computational experiments are conducted for the multiple travelling salesman problem with drop-off points in order to determine the performance evaluation on test datasets with selected service areas. These experiments allow us to clearly identify the features of each algorithm, which provides a basis for determining the target algorithm depending on the input data. Special attention is paid to the classification of MATSP tasks, which contains the following classes: basic, balanced, dynamic and with dedicated loading/unloading points. Both static and dynamic aspects of the task are investigated, including online point addition and real-time route recalculation. The results of the study demonstrate the promise of using a multi-agent approach to solve urban routing problems, especially in the context of changing parameters and the need to respond quickly to changes.

   Modern approaches to the design, construction and maintenance of continuously welded rails do not fully take into account the specifics of their stress-strain state. In particular, the factor of train braking, as one of the most unfavorable factors of external influence on the continuously welded rails design, is not taken into account.
   The need for a theoretical and experimental approach to increasing the reliability of assessing the continuously welded rails temperature reliability under variable operating conditions in the presence of a braking factor for trains pulled by modern and advanced types of locomotives is identified.
   The article presents the results of continuously welded rails numerical modeling in the presence of an electrodynamic braking factor. The values of continuously welded rails elastic displacements obtained from the modeling results are compared with the results of full-scale experiments, with the calculated values according to the method of Professor N. I. Karpushchenko, with the calculated values according to the improved method, taking into account the railway line plan, the variability of the values of the adhesion coefficient of the wheel and rail, as well as the features of the locomotive braking modes. The spread of the values of elastic displacements found from the results of modeling and experiment is within 18 %, which indicates sufficient accuracy of the model.
   A numerical model has been developed and verified using the finite element method. Theoretical principles for assessing the stress-strain state of a continuously welded rails in the presence of a braking factor using the finite element method are proposed.
   The hypothesis that locally occurring longitudinal forces are initiated by a braking train in the continuously welded rails and affect its stability reserve is confirmed.