The paper analyzes the state and evaluates the continuously welded rail track stability. The operation of a continuously welded rail track (CWR) on domestic railways has shown highly effective results, which is facilitated by a number of design solutions (the use of high-quality rails with differentiated thermal strengthening, reliable string-concrete sleepers, crushed stone ballast from hard rocks, screw-dowel fastenings, including lining ones). These factors create all necessary conditions for ensuring the safe movement of trains.
   The impact of two-section DC electric locomotives 2ES10 Granit on the track in terms of evaluating the longitudinal and transverse forces is considered. An analysis of the state of the track infrastructure in the areas of circulation of new electric locomotives revealed another problem an increase in the defectiveness of rails.
   The problem of intensive growth in the number of places for temporary restoration of CWR due to the establishment of a strict temperature regulation for the elimination of places for temporary restoration of defective rails, which contributed to their intensive widespread accumulation, was studied. An analysis of the development dynamics of places for temporary CWR restoration from 2000 to 2020 is given.
   An assessment of the ballast prism state on the railway network showed that when the tonnage is operating from 0 to 250 millions of grass cargo tons, the greatest number of damage to the prism is caused by slashes with a length of 6 to 10 meters that indicates the presence of a problem in eliminating local mud splashes.
   The current methods for calculating the CWR stability of a temperature-stressed type, as well as measures that ensure the CWR stability, depending on its state, are considered.

The global crisis of 2022 globally affected the logistics of cargo transportation from China to Russia, as a result of which many established product supply chains were broken or underwent significant changes. Previously, more than half of cargo transportation to the Russian Federation was carried out through the north-west of the country, namely through the Baltic ports, a number of Black Sea and others. In the conditions of the global crisis, the logistics of goods movement was reorganized to the east and south of Russia. Also, among other things, the container crisis had an impact on the logistics of freight transportation. The rise in the cost of sea freight, emergency situations in the Suez Canal, the lack of transport assets have led to a change in the usual delivery routes, which have been worked out and improved over the years. The article defines the parameters of logistics routes through the Far Eastern ports (Vlad. and Vost.), border crossings with China and Mongolia (Zab. and Naush., respectively), taking into account the current restrictions and standards approved by the legislation of the Russian Federation, and the standards specified in international documents adopted by the Organization for Cooperation between Railways: the distance and terms of transportation of 40-foot containers to Nov., transport and general delivery costs. Based on the results of calculations, the optimal supply chains for 40-foot containers from Shang. were selected in Nov. with the participation of road, rail and sea modes of transport, a conclusion was made about the duration of the transportation, as well as the feasibility of using one or another mode of transport on the main shoulders of the route, an approximate range of total delivery costs for the studied supply chains was given.

   The purpose of this study is to improve the efficiency of power transmissions used in railroad and other self-propelled vehicles. The project is intended to expand the functionality and improve the performance of torque converter-based hydro-mechanical transmissions. Hydrodynamic transmissions with fluid couplings and torque converters are extensively used in self-propelled vehicles due to their significant advantages. Analytical reports claim the global torque converter market will grow in the years to come. It shows a sustainable demand for torque converters used in vehicles. The key disadvantages of torque converters are insufficient efficiency as compared to mechanical transmissions, and limited auto torque range. There are some diesel locomotives with hydraulic transmissions in service. The reason is that hydraulic transmissions feature high traction, relatively low specific weight, and lower cost compared to electric transmissions, and do not require scarce copper. Shunting and mainline diesel locomotives use multi-loop hydraulic transmissions containing several hydrodynamic transmissions alternately switched as the diesel locomotive runs. The hydraulic transmissions are optimized for specific locomotive driving conditions. Despite all their advantages, multi-loop hydraulic transmissions are complicated, large, and heavy, while the switching is slow.
   To overcome the disadvantages of multi-loop hydraulic transmissions we proposed new kinematics of a singlecirculation hydraulic transmission using a modified two-stage hydraulic torque converter with axial and inflow turbines. The torque converter controls to support the independent or joint operation of the turbines. The first axial turbine operates in the 0...0.6 gear ratio range, and the inflow turbines operate when the gear ratio exceeds 0.6. The torque converter also includes two reactors optimized for joint operation with the first or second turbine. To design the hydrodynamic transmission, we applied the theory of machines and mechanisms, and machine drives synthesis principles, and analyzed a wide range of existing designs, and basic and experimental research in hydrodynamic transmissions. The proposed solution makes hydrodynamic transmissions more compact and lighter than other similar designs. The proposed solution is patented in Russia.

   The article considers the issue of choosing the parameters of coal unloading sites equipped with car dumpers in winter conditions. These conditions are limiting when calculating the processing capacity, because in the technological process of unloading, additional operations are added to warm up the wagons, contributing to the separation of cargo from the wagon body and its defrosting.
   The parameters of processing capacity in winter are lower than in summer, so this period of time is included in the calculations of processing capacity as the main one. This makes it possible to ensure a given processing of the car traffic in winter and to set the parameters of the infrastructure of an industrial enterprise for making design decisions and conditions for the interaction of mainline and industrial transport. The adopted design solutions for winter time are redundant for summer time and carry an additional burden in the form of capital costs and operating costs for industrial enterprises engaged in coal unloading.
   Reducing the gap in the values of processing capacity between summer and winter time when using car dumpers makes it possible to use loading sites more efficiently, reduce the duration of the company's track development and increase the reliability of the interaction of railway stations of the common network of railways and industrial enterprises.
   The article provides examples of several GRES and CHP plants processing capacity, as well as calculations and dependences of the wagons heating places capacity, taking into account the size of the wagons supply for unloading to the car dumper. Combinations of the heating devices capacity, the size of a group of wagons supply and the processing capacity are proposed in tabular form, which should be taken into account when designing places for loading frozen goods.

   Recently, there has been a reorientation of logistics flows from the west to the east. Containerized cargo is also not left out. Due to the sharp increase in transshipment volumes through the eastern sea and land border crossings, there is an urgent need to increase container traffic. Container transportation has a modular type, since the cargo is behind the shipper's seals along the entire route; regardless of what operations are performed with it and what type of transport it is transported. Modular transportation makes it possible to speed up loading and unloading many times compared to bulk cargo or packaging in containers, which, in turn, also increases the capacity of loading and unloading and reloading stations.
   The article discusses the container terminal K. It includes 4 container platforms equipped with heavy gantry cranes and reach stackers. The capacity of container platforms and the terminal as a whole is calculated in twenty-foot equivalent, depending on the capacity of container platforms and the performance of mechanization facilities. The relevance of this calculation is related to the need to optimize the terminal parameters. It was found that when calculating the throughput capacity, the largest processing capacity of container platform 3, the minimum – container platform 4; when calculating, depending on the productivity of mechanization, the largest processing capacity also has container platform 3, and the smallest – container platform 2. A probabilistic distribution of container flows was carried out depending on the intervals of loading and unloading volumes for maximum month. The reserve stock of container platforms at the container terminal has been determined. The average stock of container seats at the terminal was calculated by interpolation. The available capacity of the container terminal was compared with the volume of containers processed in 2021. The forecast values of the terminal capacity for container transshipment for 2023-2025 were compared with the nominal capacity. In the course of comparing the actual capacity of the container handling terminal with the projected values of the total annual container flow, the need for technical or technological improvements of the container terminal by 2023 was identified.

   The current standards for calculating the forces of resistance to the movement of cars when rolling down a gravity hump are considered; the reasons for the need to update the numerical characteristics of the resistance forces to the movement of cars for use in carrying out structural and technological calculations of sorting devices are established. The results of processing statistical data on the rolling of 5000 cuts from the marshalling yard of station I in 2022 using the automated system Computer Vision are presented. The probability distribution densities of the specific resistance to the movement of cuts are given based on the results of processing statistical data on the rolling of cuts from a gravity hump. Comparison of the numerical characteristics of the distribution densities to the resistance to the movement of the car, used in the existing calculation method and obtained from the results of processing statistical data on the rolling of cuts on an operating gravity hump, was made.
   It has been established that the parameters of the probability distribution of the total specific resistance to the movement of cuts (mathematical expectation and standard deviation) have significantly lower values than those currently used in the calculation of hump yards. In addition, it was found that the running properties of cuts began to depend less on their weight.
   The reason for this is that over the past period since the last measurements of the resistance forces to the movement of cars when rolling down the hill, the rolling stock has changed significantly. In the manufacture of cars, better materials are used, the design of the rolling stock has changed, innovative cars have appeared, the share of which in the railway network is constantly increasing.
   Changes in the running properties of cuts must be taken into account when calculating sorting devices. Recommendations are given for the further use of the results obtained and the improvement of the rules and norms for the design of sorting devices.

   Questions about the expediency of operating railway transport in an urban transport environment are considered. The positive and negative aspects of the passage of the railway through the urban environment are indicated both from the side of passenger railway traffic and from the side of the presence of intersections with road transport. Measures are given to reduce barriers in the organization of traffic at the intersection of road and rail traffic. On the basis of simulation-analytical modeling, software has been developed that is designed to calculate the integrated losses of society from the operation of single-level railway-road intersections in an urban environment with different traffic flow through the crossing.
   It is proposed to determine the parameters of the qualitative transformation of the railway infrastructure in the city by comparing the economic losses and benefits of road users, which depend on the time of closing of railway crossings, the number of railway tracks and the number of car lanes, the intensity of vehicle traffic through the crossing and, as a consequence, the downtime of vehicles when passing trains. Schematic diagrams of dependence of costs (losses) and benefits of road users through railway-road intersections in one level are given. The analysis of railway crossings is carried out, the classification of public railway crossings according to the intensity of traffic of vehicles of the North Caucasian Railway and the city of Rostov-on-Don is given. A program is presented for calculating the integrated losses of society from the functioning of single-level railway-road intersections. The constructed functional dependencies, obtained by the simulation method, give high accuracy of the results obtained.

   The place where a road and railway intersect at the same level is a potentially hazardous area. For this reason, there is a trend in many European countries to reduce the number of railway crossings. The crossing will be dismantled and an overpass on different levels will be designed in its place. This reduces the likelihood of traffic accidents. However, the construction of an overpass is a very time-consuming and labour-intensive process that requires considerable expense. It is therefore worth considering other methods to improve safety at railway crossings. The current state, as well as early detection of pre-failure states of the main technical elements of a railway crossing largely determines its accident-free functioning.
   The purpose of this article is to evaluate the effectiveness of diagnostic systems. Implementation of diagnostics and monitoring systems of the current state of the crossing allows reacting immediately to occurrence of faults in operation of railway automatics, to make correct decisions aimed at exclusion of equipment failure. The feasibility of introducing diagnostic systems is proved by the example of the programme Crossing Monitoring. The carried out calculations fully confirm the effectiveness of its implementation, as the cost of the programme implementation and maintenance was 281 600 rubles, which significantly exceeds the potential losses associated with possible train delays, they amounted to 3 434 741 rubles.

   This paper discusses the challenges of adapting local objects of transport infrastructure in cities to accommodate the growth of housing construction, commissioning of large transport objects, and increased traffic. Critical objects that significantly complicate the transport situation are identified, and the task of adapting these objects to new conditions is formulated. Municipal services regularly face such issues, and the development of the transport system is one of the most important tasks in urban economy.
   An evolutionary approach to the development of transport system requires the application of evolutionary methods to optimize complex systems. To solve such problems, simulation modeling of transport systems on a local level (micro modeling) and methods of solving extreme tasks on transport graphs are used. The problem of identifying a local transport network located in the zone of influence of a critical object is formulated as the problem of determining the maximum strongly connected graph. Algorithms for finding the maximum flow in the transport graph are also used. Methods for selecting effective sets of measures are proposed to satisfy the balance of transport demand and supply, given the high combinatorial complexity of this class of problems. These methods consider a modification of simplex search in Boolean space and are illustrated on specific tasks of transport network reconstruction of a large city.
   The results of the study can be used by municipal services to make decisions on the development of the transport system of the city, as well as to determine priority areas for improving the transport situation.

   The railway track is an object of capital construction. After the railway track is put into operation, its spatial data and geometric parameters change over time. This is due to the effects caused, first of all, by rolling stock passing through it. During subsequent operation after certain repair periods and in compliance with the repair assignment criteria, work is carried out to restore the geometry of the track and, if necessary, the roadbed to a standard state. These works are associated with the displacement of the track in the longitudinal profile and plan to give the railway line a regulatory state.
   Taking into account the increase in cargo transportation and train speeds, the requirements for the maintenance of railway tracks become stricter. You need to increase the radii of the path portions of curves in plan view, extend the spiral lengths, and extend the straight inserts between adjacent curves.
   When designing repairs and, if necessary, reconstructions of railway lines, work must be carried out in accordance with regulatory requirements. This condition can be fulfilled by fixing the axes of the railway tracks in rectangular coordinate systems. The article proposes a program that allows you to generate the position of the path axis in plan in coordinate space with a given set of source data. The program provides for the ability to purposefully shift the coordinates of the points of the path axis from the correct geometric shape to simulate the behavior of the path during operation. At a given distance, sets of points is created corresponding to the transverse outline of the roadbed, along which a digital terrain model is built using specialized programs.

   In order to ensure the conditions for safe and uninterrupted train traffic, as well as to predict more accurate economic losses associated with limiting the speed of movement or downtime of trains, the task of developing a calculation for promptly determining the need for maintenance and repairs of the track remains urgent. The calculation should take into account such basic data as: the number of train pairs in circulation per day, the gross mass of trains, the type and mass of locomotives used.
   The article considers the cost calculation analysis of rail length integrity restoration, taking into account the economic costs necessary to eliminate the causes of the rolling stock speed limit, the costs of current maintenance, the cost of the permanent way elements necessary for replacement and the costs in cases of downtime or speed limit.
   The structure of the proposed calculation is presented in detail. Using the example of existing technical documentation and taking into account the orders in force on the West Siberian Railway, examples of the use of calculation in the conditions of Trans-Siberian railway, the Central Siberian Railway and low-activity lines are considered.
   Based on the calculations carried out, it was determined that the dynamics of changes in the final costs of restoring the rail length largely depends on the costs of short-term restoration.
   Depending on the number of pairs of trains running along the section of the rail length restoration, the number of trains (from one to four passenger and from three to ten freight) falling under the speed limit changes.

   In this paper, an analytical review of numerical models describing the bond-slip of reinforcement to concrete. The implementation of mathematical models based on the finite element method is considered. Two main groups of such methods were analyzed. A distinctive feature of the first group is the presence of special connection elements in the finite element model of reinforced concrete. With the help of these elements, the bond-slip was modeled when the concrete was displaced relative to the reinforcement in the longitudinal and transverse directions. The connection elements differ in the number of parameters of the stiffness matrix. This approach to contact modeling is widespread, and some special contact elements have been added to the libraries of calculation systems. In another group of methods, to simplify the modeling of mechanical processes in the contact zone, a special contact (boundary) continuous layer is introduced. In this case, the finite element mesh of the layer consists of standard isoparametric finite elements, and the reinforced concrete is represented by a continuous inhomogeneous medium without discontinuities in the displacement fields.
   All considered methods of numerical modeling of contact interaction in reinforced concrete do not describe the real stress-strain state in the immediate vicinity of the reinforcing bar. The approaches differ in the number of parameters that make it possible to completely describe the stiffness matrix of specially introduced finite elements. In the article, the identification of these parameters is given special attention. The main characteristic of the method depends on the versatility and simplicity of identification methods – the possibility of its application for the calculation of reinforced concrete structures. A comparative analysis of the considered technologies is carried out from the point of view of their practical application for calculating the parameters of the stress-strain state of reinforced concrete structures.