The features of the transportation process participants functioning and interaction on the railway transport are considered. Scientific and applied tasks of the transportation process participant interaction in modern conditions are determined. The criteria and methods of their definition are proposed to assess the process of interaction between the transportation process participants and the rationale for the management solutions in the distribution of the freight car park. The main indicators reflecting the features of the railway transport market players (carrier, shipper and operator companies) are analyzed. An integrated indicator has been derived, taking into account the time and cost of freight car delivery, to select the optimal variant of the car distribution. For the polygon under consideration, possible options for car delivery routes were identified, calculations were made and a histogram of the comprehensive indicator values was built when the train along the routes. According to the results of the calculations, graphs of the complex indicator depending on the cost of operations performed with freight cars on the route and on time to promote cars are constructed. The use of the proposed comprehensive indicator allows you to quickly select a route that meets the requirements of the transportation process participants.

Currently, high-speed railways provide not only a high speed of movement, but also a higher level of reliability and safety, comfort, and efficiency. The newest trains, built on the basis of innovative technologies, develop speeds of 300–350 km/h, successfully compete with all types of transport. High-speed ground transport in the modern concept is a railway transport that provides train traffic at a speed of more than 200 km/h. Its movement is carried out either by wheeled rolling stock on a rail track.

The problem of increasing the speed of trains on the railway is an important task facing the Belarusian Railway. Reconstructive measures to increase the speed of movement on the railway should be designed so that the safety and uninterrupted movement of trains are guaranteed; the time of passengers on the way is reduced while ensuring the required size of transportation and the lowest construction and operating costs.

In high-speed traffic, to ensure the comfort of passengers' ride, more stringent requirements are imposed on the plan of the line: curves of small radii, the length of straight inserts and transition curves increase to stabilize the rolling stock at the ends of circular curves, intersections with roads are carried out at different levels, turnouts are replaced transfers, passenger platforms are being rebuilt. In addition, the devices of the central blocking and communication system are being modernized, the contact network and traction substations are being strengthened, and measures are being taken to protect the environment.

When the rolling stock passes along curves, centrifugal forces arise that tend to overturn the crew out of the curve. This can only happen in exceptional cases. However, the centrifugal force adversely affects passengers, causes lateral impact on the track, redistribution of vertical pressures on the rails of both threads and overloading of the outer thread, which leads to increased lateral wear of the rails and wheel flanges. In addition, rails can be skimmed, track widening or lateral displacement of the rail and sleeper lattice, that is, the disorder in the position of the track in the plan.

One of the main projects in the entire network of the landfill of Russian Railways is the development of the Eastern landfill. It has been declared a testing ground for advanced development. One of the main tasks for the development of the Eastern Polygon is to increase the volume of international rail container traffic, as well as reduce their cost. The organization of work in this direction on the West Siberian Railway provides for the introduction of long-container container trains to increase the carrying capacity.

The purpose of the study is to consider the issue of improving the technology of the Kleshchikha station when forming long trains and the economic justification for changing the technology of working with trains of their own formation. The relevance of the proposed topic is determined by the need to develop the formation and departure of accelerated trains to the Eastern direction. Since the Kleshikha station is a point of interaction for several modes of transport and plays an important role in the development of the Novosibirsk hub, it is necessary to determine the feasibility of introducing the technology for the formation of long trains (100 standard cars) at the station.

The article proposes technical solutions for planning the transportation of goods by rail. The station operation technology developed by the authors will make it possible to avoid the critical loading of stations and sections, not to resort to excessive measures of operational intervention of the dispatching personnel, which will reduce the operating costs of transportation.

The article presents a brief overview of the railway track technologies development for the railway track overhaul from 1930 to 2021. The analysis of the number of railway track repairs carried out in the “window” mode and "closed stage mode" is given. The comparison of the volumes of track overhaul repairs, as well as the technologies used in 1968 and 2021, in terms of the productivity of the full range of works, is made. The data obtained during the overhaul of the railway track in 2021 on the West Siberian Railway in terms of the actual production of railway construction machines are presented. The weaknesses of the existing technology in terms of the development of leading machines and uneven loading of personnel on working days are determined. To optimize the time of work and eliminate the uneven needs of the personnel involved in the overhaul of the railway track, it is necessary to revise the technology of work production and create innovative railway construction machines that will increase the productivity of the full range of work on the repair sites. The article presents the results of the proposal development for the modernization of existing equipment, in order to increase the productivity of the full range of work and uniform loading of personnel. Due to the use of innovative equipment during the overhaul of the railway track, both the time of work and the volume of manual labor is reduced.

The article also provides recommendations on the organization of major repairs of the railway track with maximum output at the repair sites in the closed stage mode, taking into account the analysis of the actual operation of each track machine. Increasing productivity during the work on laying the railway track, cutting out contaminated ballast and replacing inventory rails with long-length rail lashes will increase the productivity of the full range of works up to 3000 meters of track per day.

The guarantee of the uninterrupted and safe railway transport operation and the fulfillment of the term of transportation is, first of all, the prompt cleaning and removal of snow from the tracks. Moreover, there are no scientific studies devoted to solving problems related to optimizing the operation of snowplows applicable to Russian Railways – this led to the choice of the study.

The purpose of the study: to identify the snowplow work processes patterns, depending on the length of the removed paths and the volume of possible loading, taking into account the influence of environmental factors. The subject of the study is: a set of methods and means of automated monitoring and ways to improve the efficient functioning and improvement of the snowplow workflow.

The amount of snow removed and the operating time of the snow blower in the operating mode are changing values that are influenced by many other factors, so it is advisable not to use these data for comparative characteristics and statistical analysis. As a comparative indicator, on which external factors do not have such a significant impact, we propose to use the length of the removed paths. We will develop a mathematical justification for the relationship between the length of the removed paths and the volume of snow removed, the time of the working cycle, the amount of snow that has fallen, and the ambient temperature through multiple regressions. From the obtained mathematical dependence, we can express the time of the working cycle and determine the costs of repairs, the required amount of fuel, the number of people involved, and therefore plan the payroll and bonus fund.

The theoretical significance of the study lies in the creation of a mathematical model of the snow removal process and the snowplow operating efficiency evaluation of the SM and PSS types. The practical significance of the work lies in the development of a proposal for reforming the system for making planned decisions and monitoring the effectiveness of snow removal operations through automated monitoring by the AS KRSPS system.

The purpose of this study is to determine the degree of impact of rail track characteristics on the growth of lateral rail wear in medium- and small-radius curves. The article describes the methodology of in-service observations of rail lateral wear on experimental curves. Two experimental curves with radiuses of 490 m and 400 m were laid to instrumental study of the growth of lateral wear and measuring the parameters of the rail gauge in the process of tonnage running on the I track of Izdrevaya – Zherebtsovo section.

Operational observation data indicate that the rails of category T1 in the outer line of curve 1 (R = 496 m) have been laid in the track since 30.06.2017 and by the time of the survey tonnage was 1546 million tons of gross tonnage. The average value of wear per 100 m section of the circular curve reached δ1 = 10 mm, and the maximum δ_1max = 12 mm. Intensity of lateral wear was γ1 = 0.028 mm/million tons gross, γ_1max = 0.033 mm/million tons gross. In the curve 2 (R = 405 m), the rails of category T1 were laid in the outer strand on 10.12.2019, by the time of the survey the tonnage was 145 million tons gross, with the average value of lateral wear δ2 = 14.1 mm, and maximum δ_2max = 21 mm. The average value of lateral wear intensity here was γ2 = 0.097 mm/million tons gross, and the maximum γ_2max = 0.145 mm/million tons gross. With a decrease in the radius a curve 2 in comparison with the curve 1 by 19 % and an increase in unaccelerated acceleration by 18 %, the average intensity of lateral rail wear in curve 2 was 3.5 times higher, and the maximum – 4.5 times higher. Analysis of the obtained data showed that the determining factor influencing the intensity of rail lateral wear is the radius of the curve and the axle loads of the rolling stock.

The article is devoted to the optimization of the reinforcing string package of a reinforced concrete sleeper. Standard sleepers of the Sh1 and ShS types of small height in the middle section are characterized by an uneven distribution of sole pressure on the ballast. The purpose of this study was to improve reinforced concrete sleepers and determine their parameters to ensure better stress distribution in the sleeper during its operation under trains, in particular, to increase the “effective” area of the sleeper foot.

Several variants of reinforced concrete sleepers were modeled in software systems for calculation by finite element methods. The design cases were determined, the most unfavorable for the bending of the sleeper – the support of the sole of the sleeper on the weakly compacted crushed stone ballast and the bending of the sleeper on the test factory stand when checking it for crack resistance.

An analysis of calculation results with a change in the tension force of the wires showed that crack resistance is provided with a total tension of 38 strings with a force of 300 to 310 kN for a modified sleeper reinforced with 38 strings with a diameter of 3 mm. As a result of testing reinforced concrete sleepers from an experimental batch with a string package height of 90 mm and a number of strings equal to 40 pieces, it was shown that the concrete is destroyed, and the reinforcement is not torn. Therefore, this modification allows more efficient use of reinforcing wire. In addition, it provides a better distribution of sleeper pressure on the ballast.

For the production of reinforced concrete sleepers, it was proposed to increase the height of the string package to 105 mm with a decrease in the number of strings of high-strength wire to 40 pcs. This will reduce the maximum pressure of the sleeper on the ballast to 8 % and reduce the rate of accumulation of residual deformations of the ballast under the modified sleeper by 25 % in comparison with a typical sleeper Sh1 with a string package of 44 strings 75 mm high.

The results of an experimental verification of the strength and crack resistance of reinforced concrete sleepers with 38–40 reinforcing strings at the sleeper plant LLP “Magnetik” showed that with an increase in the height of the string package to 90–105 mm, the required crack resistance of reinforced concrete sleepers is provided.

Based on the analysis results of the ash material composition obtained from the combustion of domestic sewage sludge, it was found that such sludge belongs to the group of fusible alumina silicate raw materials and can be used as a charge component in the production of building ceramics. A comparative analysis of the characteristics of the ash of the ash of the ash of the ash of the thermal power plant and loam showed that, in terms of the coefficient of philosity and the true density, the ash of the ash of the ash of the thermal power plant differs significantly from the ashes of the thermal power plant. At the same time, in terms of oxide composition and melting point, the ash of SBSW is much closer to loam than to ash from thermal power plants, which indicates its greater chemical affinity with clay raw materials, based on their colloidal chemical origin. By means of an environmental and hygienic assessment, the indicator of the degree of danger of ash BSV (K = 62.47) corresponding to the IV hazard class (10 < K < 102) was determined, which allows it to be used as a raw material in the production of building ceramic materials in the presence of a waste certificate. At the same time, the results of a comparative assessment show that the technology for the production of bricks using ash from the combustion of WWTP does not lead to deterioration in the environmental situation compared to the existing technology for the production of ceramics using ashes from a thermal power plant.

The analysis of the implementation of complex construction projects in Russia and abroad using BIM technologies revealed the importance of optimizing design solutions at the scheduling stage. Inadequate reflection in the process of modeling the real conditions of linear road construction leads to a violation of the terms of facilities’ commissioning and reduces in the efficiency of organizational and technological solutions. The purpose of this research is to provide the adequacy of the model and optimization of the highway construction timing, directly in the process of information modeling of a complex flow. To solve the problem, the theory of structural-parametric synthesis of flow systems has been used. The complex road construction flow is considered on two levels: micro level for parameters of separate links of specialized flows; macro level for parameters of interaction of specialized flows as independent objects of modeling between them. The structural decomposition of the object is presented in the form of a graph with vertical division at the 3rd level into relatively homogeneous areas with the allocation of two types of modules: linear design and technological modules (LDTM); concentrated design and technological modules (CDTM). The concept is implemented based on the convergence of previously created simulation models for the optimization of complex road construction flow and information modeling, with the transition of model time from "∆t" to model-event. The mathematical statement of the problem is presented, the constraints and the objective function are determined. As a demonstration example, the calculation of the optimal calendar schedule for the construction of a road for given resources in the MS Project program is presented. The toolkit of the program made it possible to take into account the change in the operating mode of the enterprise during the year, the peculiarities of the transition to winter technologies. The Gantt chart, calculated using this method, has been transformed into a linear graph in the axis “duration – length”.

Experimental results of preliminary treatment of oily liquid wastes generated at enterprises during maintenance of storage tanks for combustible and lubricating materials, repair and maintenance works, washing products that have worked with different lubricants directly at the place of their formation by means of a compact mobile unit including a filter with a sorption material loading, a chamber with a settling tank placed in it, and a nutsch filter for separation and dehydration are presented. Suspended substances, non-emulsified fats, oils and emulsified petroleum products from the aqueous phase are removed by filtering through sorption material based on polypropylene and emulsified and dissolved petroleum products are settled in the reactor-settling tank on the surface of coagulants – iron or magnesium hydroxides. The efficiency of pretreatment from mechanical impurities and non-emulsified petroleum products was close to 100 %, emulsified and dissolved petroleum products > 98,7 %.

The article is devoted to the improvement of methods for calculating mountain pressure in rocky and semi-horizontal soils. The need to develop the theory of calculating mountain pressure follows from the critical analysis of the existing normative methodology for determining this value presented here. Two major problems of the normative methodology are noted: the lack of methods for determining the strength coefficient, which directly determines the amount of mountain pressure, and in some cases higher values of the strength coefficient in dispersed soils compared to rocky ones. The latter circumstance contradicts the main idea of the theory of arch formation by M. M. Protodyakonov, on which the normative methodology is based.

Two new methods of mountain pressure calculation are proposed – for rocky and semi-horizontal soils. These methods are also based on the theory of vaulting and contain a static analysis of the force interaction of the collapse vault and the surrounding soil mass in the limiting state. At the same time, a search is performed for such a height of the roof of the building that maximizes the amount of mountain pressure. A distinctive feature of the proposed methods is the use of a soil strength passport to assess the ultimate effort. This made it possible to directly link the height of the collapse arch and the soil strength parameters determined in standard tests, while avoiding very conditional empirical dependencies.

As a result, it was found that with the specified parameters of the soil strength, a collapse column is either formed above the excavation, depending on its width (regardless of the depth of the foundation), or a collapse arch is formed, or the collapse of the soil is impossible. In this regard, it is proposed to introduce the concepts of two critical spans of underground workings. The first critical span separates the case of a completely stable state of the soil above the mine from the situation when a collapse arch is formed above the mine. When the width of the mine exceeds the value of the second critical span, the destruction of the soil occurs according to the scheme of the collapse column.

The article presents a methodology for assessing the stability of a landslide slope, an inhomogeneous geological structure, taking into account the planned load and seismic impacts. When considering the calculation of the real object of the landslide slope in Sochi, the main attention is paid to the analysis of the results obtained with respect to their reliability. Landslide slopes are particularly complex both in their geological structure and in relation to the loads and natural factors acting on them. To analyze the behavior of such complex geotechnical objects, a number of software packages based on the finite element method are currently being proposed.

Within the framework of these complexes, it is possible to take into account a wide variety of initial and boundary conditions. However, with regard to the elastic-plastic work of soil massifs, there are certain difficulties associated precisely with the assessment of the limit state. Therefore, in practice, limit equilibrium methods are used for this purpose.

The scientific and regulatory literature on geotechnics provides a large number of different methods for assessing the stability of slopes. At the same time, the approach to calculating the stability of soil massifs based on linear programming and implemented by the simplex method can be recognized as the most reasonable. Here, within the framework of the calculation scheme of the compartment methods, static equilibrium equations are performed without involving additional hypotheses, which significantly increases the reliability of the results. This direction has not yet become widespread in the practice of designing slopes and slopes. To a certain extent, this is due to the fact that linear programming methods have not yet found mass application in continuum mechanics. Although some progress is being observed here.

Therefore, the development of specific algorithms for calculating stability by the simplex method, in particular landslide slopes, seems to be an urgent task, to which this article is devoted.

An increase in the pace of construction and the development of sites with weak soil foundations entails the development of the geotechnical sphere and construction technologies. This article discusses promising methods of strengthening the base by reinforcing vertical soil-cement columns: Jet-cementing and deep mixing of soils, which are widely used both in our country and in foreign countries. The main methods of assigning design parameters are considered, and the available generalizations and assumptions in the existing regulatory framework are highlighted. These methods include: the method of SP 22.13330 according to the principles of natural soil foundations; methodology SP 24.13330 as for a massive foundation; modeling by the finite element method using software systems. An analysis of the existing methods for calculating the reinforced foundation by these methods made it possible to identify the areas of necessary research aimed at improving the existing methods of designing and assigning design parameters. The existing methods of quality control of the work performed the foundation soils by reinforcing vertical soil-cement columns are considered. The main criteria and methods for assessing the quality of amplification, reflected in the regulatory documentation, are shown. The experience of designing reinforcement of soil foundations with soil-cement columns and control of reinforcement parameters is presented. Conclusions are formulated and specific tasks for further research are set to improve such methods of strengthening the soil mass, as methods of deep soil mixing and Jet cementation.