In June 2022, at the St. Petersburg International Economic Forum, the issue of organizing a national logistics system was discussed, including transport and terminal logistics infrastructure, vehicles, container equipment, ships, etc. The Eurasian Union of Participants in Rail Freight Transportation proposes to revise the program for creating a backbone network of transport and logistics centers in Russia, taking into account the reorientation of cargo flows to the east. In the context of the port infrastructure limited capacity, it is necessary to build rear terminals of the dry port type and modernize the border checkpoints of the Eastern range of railways. The organization of a network of border satellite terminals in the Far East region, which will be technologically connected with terminal and logistics centers of transport hubs, will minimize the shortage of capacity at border checkpoints and improve the quality of transport services. The satellite border terminals, created on the basis of the freight terminals of the Far Eastern Railway, are able to form an auxiliary terminal network for the effective passage of foreign trade cargo within the transport corridors Primorye-1 and Primorye-2, as well as promising international routes in the direction of the countries of Asia-Pacific region.
    The aim of the work is to develop economic and technological solutions for organizing a network of satellite border terminals at the Eastern Railway Range to handle additional freight traffic and improve the quality of transport services. This paper uses theoretical research methods, including system analysis and information synthesis. The article developed a wireframe diagram of the location of border satellite terminals in the Far East and presented a diagram of the information interaction of participants in the transport process when organizing foreign trade transportation of goods through a network of satellite terminals. The creating effectiveness of border satellite terminals network will be to increase profits by attracting additional volumes of cargo flows and optimizing the loading of the terminal, logistics and transport infrastructure of the border regions.

The article considers ways of increasing the carrying capacity of railway lines in the conditions of growth in the volume of mass freight traffic, that is relevant to Russia because of the heavy freight traffic vector shift towards South-East Asia, as well as the prospects of building feeder railway lines to ensure the development of mineral deposits in Siberia and the Far East. The advantages and disadvantages of increasing carrying capacity, both by increasing the number of trains and by increasing the number of cars, their capacity and carrying capacity are analyzed. It is determined that due to the development of heavy-weight traffic in conjunction with specialized railway lines, the so-called seamless technology of mass freight transportation, with the minimization of stops, shunting and other non-productive operations that will ensure a high level of carrying capacity, can be achieved. The features of the Australian railway infrastructure, as the country that has achieved the best results in the world in the seamless technology of heavy train traffic, are analyzed. The specific features of track development schemes at loading and transshipment points to sea transport, the peculiarities of train traffic organization with the help of regulating stationsare defined. The obtained experience can be useful in the design and construction of specialized lines in Russia.

   Increasing the capacity of the railway transport has been and remains one of the main tasks, which is given quite a lot of attention at the present time. In modern conditions, in order to strengthen the throughput and carrying capacity, it is important to tighten the traffic schedule, make fuller use of the existing infrastructure and technical means, use modern intelligent control systems and other organizational and technical solutions aimed at processing and forming a larger number of car traffic and train traffic. In this regard, the article proposes to consider the section Ust-Ilimsk – Khrebtovaya, to simulate its work when introducing a system of interval regulation of train traffic and to determine the possibility of passing more trains. The train schedule on the section is not intensive due to the use of semi-automatic blocking and one main track, as a result of which a small number of trains are skipped, and the carrying capacity of the line is small and does not allow increasing freight traffic, while transporting more cargo is an urgent task for this region.
   In order to increase the capacity of the Ust-Ilimsk – Khrebtovaya section and increase the further prospects for its use, it is proposed to model and calculate the possible number of trains that can be passed through the section when introducing, for example, Anaconda train interval control systems. The modeling of the work of the section consists in the development of an algorithm and the construction of flow models reflecting the arrival and departure of trains at the main stations of the section, which makes it possible to identify the time reserves in the departure of a larger number of trains. Based on the results of modeling and calculations, a list of train flows of the section is built, a proposed train schedule is built and its indicators are calculated. At the end of the article, a conclusion is made about the prospects for the use of innovative technologies in the field of interval regulation of train traffic on the Ust-Ilimsk – Khrebtovaya section.

   For the safe and smooth movement of a rail carriage along a railway track, effective interaction of the wheel and the rail is necessary, which directly depends on technical (the condition of the wheel-rail pair), dynamic (the design and condition of the railway track), tribological (the amount of friction on the contacting surfaces) and numerous other factors. The frictional resistance that occurs during movement, especially in curved sections of the track, affects the wear of wheels and rails, increased electricity consumption, and disruption of the path.
   The article presents the results of modeling the change in the area of the contact spot that occurs between the wheel and the rail during the movement of a freight train. The main emphasis is placed on curved sections with variants of the macro geometry of the path, which made it possible to implement several driving modes during movement and wear of the profiles of the pair. This direction is in demand at the present time, not only from the side of the track, but also for power services and services of the carriage and locomotive farms, because the interaction is influenced not only by the condition of the contacting surfaces, but also by the traction characteristics developed by the crew during movement.
   The study was carried out by means of simulation modeling, in a software package, of the movement of a freight train movement. The current section of the Sverdlovsk Railway was taken; traffic in two directions was modeled. Two possible states of wear of the wheel-rail pair are considered and three main modes of train driving are obtained. Visual comparative diagrams are constructed for each of the considered radii of the curves of the sections of the path. In conclusion, the main conclusions are made and tasks are set that require solutions and further research.

   The formation of an effective approach to risk management in the railway transport system will make it possible to make optimal management decisions, taking into account fluctuations in cargo traffic, instability of the external environment, the likelihood of certain events or circumstances, the degree of their impact on achieving the goals set in the field of ensuring the safety and reliability of the infrastructure complex facilities.
   Risk management systems should include the following key areas: identification, analysis of results, assessment of the current situation, process management, selection of possible options for influencing risk, provided their effectiveness is compared, monitoring the implementation of the optimal method of influencing external and internal risk factors. The main purpose of the decomposition of the business processes of the railway transport system in the field of freight transportation into hotel production operations is to identify particularly dangerous areas of risk formation in the areas of activity, which will ensure effective work in the field of ensuring the safety of the transportation process and the reliability of the technical devices of the infrastructure complex. The factor analysis of the level of safety of the transportation process carried out by the authors on the example of the East Siberian Railway made it possible to form a database for constructing graphical dependencies of root causes, to identify key relationships between various factors influencing the disorder of loading and securing cargo en route.
   Based on the results of the decomposition in the main typical business processes, the segments of process support and key risk factors in the cargo work organization sector were identified. A model of interrelations of the causes of transport accidents is proposed, using the example of operations to correct violations of loading and placement of cargo transported on open rolling stock, which allows making optimal management decisions, making changes to regulatory technical documents aimed at preventing, reducing the number of risks, minimizing their consequences, reducing unproductive costs of the industry.

   The transportation of bulk cargo, especially coal, on open rolling stock, is an important component of the profit of the Holding Company JSC Railways. The problem of ensuring the safety of bulk cargo during transportation is not only commercial (shortage of cargo), but also environmental: blowing coal dust leads to pollution of the environment, soil, ballast and other railway infrastructure facilities, which worsens the normal operation of automation devices at stages and stations, therefore, negatively affects the safety of trains and shunting works.
   The article is aimed on present condition consideration of bulky goods blowing-out, more specifically of coal. Results of empirical experiences transportation of coal, as well as current operations to reduce coal losses due to blow-out are carried out. Requirements of normative documents about bulky goods preparation for transportation and its surface form in car are studied. Deficient elaboration of theoretic base of coal blowing-out problem solution in current transportation conditions is investigated, as well as ways to develop the base are determined according to derived assessment of enable forms of freight surface on intensity of its blowing-out, also according to recognition of physical and mechanical properties of coal, which specify surface form of coal after its loading.
   The practical significance of the work performed lies in the possibility of using the results of the study to solve practical problems by coal shippers to improve measures to prepare cargo for transportation. The proposed methodological recommendations for reducing coal shippers from blowing will minimize the costs of consignees for the purchase of an additional volume of cargo (including blowing), rent or purchase of an additional number of wagons for its transportation, as well as the possible costs associated with compensation for damage from environmental pollution of coal dust.

The current standards for calculating the main specific resistance to the movement of cars when rolling down a gravity hump are considered, the reasons for the need to revise them and adjust the calculated values of resistance for practical use are determined. The procedure for carrying out field observations of the rolling car process from a gravity hump and determining the main specific resistance to the movement of cuts is outlined. The results of field observations carried out at the gravity hump of station I in 2022 are presented. The processing of statistical data based on the results of field observations was carried out; recommendations were given for the further use of the main specific resistance obtained values to the rolling of cars from the gravity hump.

   The article describes a climatic chamber for testing building structures for resistance to variable pressure at given temperature conditions of windows and doors, including for determining the service life, and can be used in various industries, mainly in transport engineering and in the construction industry during testing windows and doors for residential, public, industrial and auxiliary buildings and premises.
   In contrast to known analogues, a climatic chamber is described for testing resistance to variable pressure at specified temperature conditions for testing windows of train cars and transport facilities, which allows testing for resistance to variable pressure at specified temperature conditions both inside and outside the premises.

   The increase in the speed of trains is associated with the problem of increasing dynamic reactions of railway bridges and, consequently, the risk of resonant phenomena. The deployment of a high-speed railway network increases the need for innovative construction solutions for new bridges and cost-effective methods for upgrading existing routes, including the development of methods to reduce dynamic loads on bridge structures. One such method is to install dynamic vibration dampers on the bridge floor to reduce the vertical acceleration of the bridge beam or shock absorbers installed between the bridge span and the supports. A significant drawback of known designs of mass dampers of vibration dampers is reduction of efficiency of additional masses excited due to bridge oscillations at reduction of bridge oscillation amplitude to small values. In addition, as a rule, such a phenomenon as eccentricity arising when the bridge beam deforms from the movement of the train is not taken into account. During bridge deflection, this eccentricity can cause the edges of the bridge floor beam to rotate.
   In this work, it is proposed to use dampers of vibration dampers with dynamic compensators in the form of inertial masses installed coaxially with the supporting elastic elements and springs connected to the base and span structure of the bridge structure. The theoretical justification of the proposed technical solutions is presented, which make it possible to provide reliable protection against vibrations due to more complete compensation of periodic forces and moments transmitted by bearing elastic elements, forces and moments of the opposite direction from inertial masses oscillating in antiphase.

   Experience in the operation of power lines has shown that in addition to the breakage of wires and cables, the destruction of individual elements of the supports is possible as a result of those dynamic effects that act on the structure during the entire period of operation. Normative and technical documents for the calculation of such structures have undergone a number of changes in the direction of increasing loads, design coefficients, etc. However, it is still not uncommon for the construction of power transmission lines according to standard series developed in the middle of the 20th century, and not meeting the requirements of the current standards.
   The article analyzes the changes that have occurred in the normative and technical documents, in the calculation of ice, wind and the elements of power lines themselves. Thus, the weight of ice on wires increased by 3 times per linear meter, the thickness of the ice wall at a height of 10 m increased by 2 times, and the standard wind pressure by 1.5 times compared to the requirements that were in force in the middle of the 20th century.
   The analysis of the stress state of three different tower-type supports, modeled in the SCAD software according to standard series, but calculated according to the current regulatory documents, was carried out. The supports differ from each other in height, type (intermediate and anchor-angle), wind and weight span, wind and ice areas, as well as in the types of sections of structural elements. The calculation showed that the majority of the structural elements of the supports do not provide the ultimate flexibility of the elements. Thus, in order to meet the reliability requirements of structures, it is necessary to replace the sections of the elements, which in turn leads to an increase in the total mass of the transmission line.
   The results of the calculations performed are planned to be used for further research in the field of improving the reliability, durability and efficiency of steel pylons for power transmission lines.

Any solution of a heat engineering problem, in particular, when designing anti-heaving measures on transport lines, requires a strict specification of temperature boundary conditions on the daylight surface. In the case of a railway track, this is the temperature of the upper layer of the ballast prism. A priori, it consists of two components – air temperature and the so-called temperature correction determined by solar radiation. In this paper, an analysis of the influence of temperature correction on the results of thermal engineering calculations is carried out – the depth of freezing and thawing of subgrade soils in cold regions. The description of full-scale experiments on the quantitative assessment of the influence of solar radiation on changes in the temperature regime of the surface of the ballast prism is given. A method is described for determining the temperature correction, which depends on such main factors as the latitude of the area, air temperature, the cloudiness index, and Albedo of the ballast. A computer program has been developed that implements the above method. The performed comparison of the calculated and experimental data of the temperature correction made it possible to conclude that the above methodology is correct for performing practical calculations of the temperature correction for solar radiation when determining the temperature regime of the surface of the ballast prism in relation to thermal engineering calculations of the subgrade of the railway track. The degree of influence of such initial parameters of the calculation method as Albedo of the ballast and the cloudiness index on the value of the temperature correction in various climatic zones is established. The “sensitivity” of the results of calculating the depths of freezing and thawing of the subgrade to a possible error in setting the temperature correction, which determines the upper boundary condition of the heat engineering problem, is revealed. The special role of taking into account the temperature correction in thermal engineering calculations in permafrost is shown.

   As part of the implementation of the national state project Safe and Quality Roads, maintenance of federal, regional, inter-municipal and local roads that includes road monitoring, is an urgent issue. An urgent task of monitoring is to increase the periods between repairs and to reduce the cost of road inspections. The article pays attention to the road sections directly located in the culvert location area and has considered the main road bearing capacity monitoring subgrade site in the culvert location area.
   The notion of the main roadbed area was introduced that is identical to the accepted top layer of the embankment. The bearing capacity estimation index of the road bed in the area of culverts location is introduced. The estimation index is calculated on the base of density values, coefficient of adhesion and internal friction, received as an investigation result of road bed grounds according to engineering and geological elements. Theoretical values of road bed bearing capacity in the area of culverts location according to the criterion of minimum error of parameters of regression equations, from which the ground density, specific resistance and the angle of internal friction according to the maximum value of determination coefficient have been obtained. Ground investigations established the boundaries of humidity change at the barrier culvert locations, at some distance from the culverts, porosity coefficient, and density and highlighted the engineering geological elements. Verification of experimental and theoretical values convergence was carried out for exponential, logarithmic, power and straightline dependences. The absolute error is calculated. The smallest one is for the linear and logarithmic dependences. It has been grounded that the bearing capacity of a road bed in the culvert location areas can be determined according to the calculated values of the specific coupling, the angle of internal friction statically connected with the experimentally determined deformation modulus or according to the experimentally determined specific coupling and the calculated values of the internal friction angle and the deformation modulus.
   The proposed method of the earth bed bearing capacity evaluation considerably reduces the costs of experimental investigations of soils and allows predicting the terms of major repairs.

The digitalization of engineering education involves the integration of new technologies in education, primarily to achieve higher educational results. It is important to assess the current state of the digital transformation of educational organizations at different levels in the framework of the application of modern technologies in the educational process. The ongoing national project Digitalization of the Economy creates increased requirements for engineering education in the field of economy Transport. An example is the decision of the Russian government, which will allocate more than 7 billion rubles in 2022 to maintain intelligent systems in railway transport, which is not only a priority sector of the economy, but also a priority mode of transport. The relevance of this work is due to the constantly changing epidemiological environment, which makes it necessary to dynamically rebuild the educational process in higher educational institutions, and forces teachers to modify the educational trajectory to increase its effectiveness. Under these conditions, the task of finding the most rational balance between full-time and online learning formats is becoming increasingly important. The purpose of the study is to analyze the electronic resources of the Siberian Transport University and develop recommendations for the implementation of the elements of an integrated educational trajectory of an educational program that takes into account the specifics of the direction of training. The distribution of electronic educational resources is made according to five types: educational, methodical, didactic, informational, software. Educational engineering general education and special disciplines support 9 specialties and 65 specializations. The selection of information about electronic resources and their statistical processing was carried out automatically by the collector_stat_maker program developed by specialists from the United Fund for Electronic Resources Science and Education.