The article examines the importance of food security of our country in light of recent economic and political events in the international arena. It is noted that a large number of investment projects are being implemented throughout the country for the development of warehouse infrastructure, as well as the creation of distribution centers for large food retailers. The characteristics and features of the development of the West-Siberian region are considered: its area, average population, length of railways and highways. The relevance of transportation of perishable goods from the distribution center to the nearest consumers on the territory of Novosibirsk and the Novosibirsk region is proved. In the considered example, the development of an international logistics center in Novosibirsk as a major transport hub is considered. The estimation of the forecast value of transportation of food products in the Siberian Federal District is given. It is noted that despite the decrease in the number of residents in some large and medium-sized cities of the West Siberian region, there is an increase in the consumer capacity of perishable goods, as well as other types of food. Options for the transportation of perishable goods are considered, depending on the type of vehicle and the form of ownership. Economic calculations were performed depending on the option of transportation of perishable goods in the West-Siberian Economic region. The economic calculations took into account such significant indicators as: the cost of fuel required for the movement of the vehicle and the operation of the refrigeration unit; the cost of lubricants; costs associated with tire wear; costs associated with the purchase of spare parts; costs associated with the payment of drivers; costs associated with payment for damages, caused to highways (the Plato system). As a result of a comparative analysis of vehicles for transportation, recommendations have been developed on the use of one or another transportation option, depending on the conditions and distance of transportation. It is noted that the use of three medium-tonnage refrigerated trucks with a carrying capacity of 8 tons each turned out to be very expensive, since it is unprofitable for owners of vehicles to lease them for a long-term lease.

Optimization of the work performance of snow brush trains, being a serious problem in snow removal, can be achieved by using mapping. The paper provides insight into the productive time and time losses of snowplow trains. The main objective of the study is to determine the unproductive time losses of the SM-2 series snow removal train using mapping.
The following research methods are used in the work: experiment, analysis using mapping, synthesis, induction and deduction. The work consists of three parts: collecting data when conducting an experiment in a production environment; construction of flow maps of the value of the work of the current and target states; comparative analysis of maps, proposing corrective measures to minimize wasted time; conclusions.
An analysis of the value creation maps of the snowplow train operation showed that 67.5 % of the total time losses are accounted for by technical and organizational operations. And the latter make up the majority. It has been established that the planned amount of snow can be removed in one cycle, but the team makes 3 incomplete trips. Thus, useful time is additionally spent waiting, transporting, loading and unloading in the amount of 396 minutes. Technical failures are justified by the operating time of the machine more than 90 % of the designated service life, taking into account its extension.
The use of mapping made it possible to identify problem areas in the technology of snow brush trains and formulate a scientific problem. Corrective measures are proposed to solve the identified problems.

The relevance is substantiated and the composition of geotechnical monitoring is recommended to accompany the intensive technology of increasing the bearing capacity of high-temperature permafrost soils. The content of the requirements for the safety of geotechnical structures during the construction period is outlined. The peculiarity of the intensive technology of the construction of the roadbed is noted, which consists in the production of work on unfinished and not fully protected structures using the maximum permissible construction loads. During construction, the design scheme and types of loads change, their negative combination is possible, especially when working on slopes and slopes. As a result, structures may be in a condition close to the limit in terms of stability under the influence of powerful construction equipment, the risk of deformations of the object increases. The expediency of regulating technological processes in order to improve the strength characteristics of the foundation of the roadbed on permafrost is shown. A method of technological regulation based on the results of geotechnical monitoring, including laser scanning and geophysical surveys in real time, has been developed. During the preparation of production, it is also necessary to provide for the possibility of activation of hazardous natural processes under intense loads – permafrost degradation, landslides and the development of taliks. The necessity of forecasting permafrost processes during the construction period is substantiated. During the construction of the roadbed, it is recommended to use soil compacting machines equipped with automated quality management systems and allowing stepless change of vibration roller loads. The experience of improving the deformation characteristics of weak foundations of the roadbed is described. The method of technological regulation of loads to the maximum permissible values is based on the analysis of the results of geotechnical monitoring and takes into account the possibilities of various modes of operation of soil compacting machines. The effectiveness of intensive technology combined with monitoring is to increase stability, stability and accelerate the consolidation of the roadbed.

This article discusses the topic of ensuring the safe passage of trains through turnouts on a particularly loaded section of the Trans-Siberian Railway by improving their maintenance. The movement of the rolling stock along the arrow is accompanied by the transition of the wheel from the frame rail to the wit, which in turn causes the appearance of additional interaction forces, as well as vertical wear of the entire repair kit. The rolling of the wheels from the guardrail to the core in the crosspiece is also accompanied by the appearance of additional interaction forces.
The main specific defects of the arrow include: a saddle in the zone of wheel rolling on a wit or on a frame rail in case of woolly movement; chipping of the sharpened part of the head of the wit; chipping of sagging on the working edge of the wit and the frame rail. Only specific defects occur in the cross, with the exception of the front part of the guardrails. Such defects include excessive wear or chipping of the metal, as well as its delaminating along the working edges in places of sagging.
Depending on the specialization of the track section and the speeds of trains, where the turnouts are located, the norms of permissible wear of the metal elements of the turnouts are differentiated.
The decision behind the speed limit on the turnout is up to the head of the track distance. If a turnout defect that threatens traffic safety is detected, this place is fenced at the time the problem is discovered, followed by the elimination of the cause that threatens traffic safety (repair or replacement of turnout elements). As a rule, elements that threaten traffic safety have the following faults: cracks, gouges, kinks, which are considered acutely defective. In this regard, at the site of the West Siberian Directorate of Infrastructure, preventive removal of metal alloys on the crosses by grinding is carried out. Organized staff training.

The increase in the speed of trains on railways is accompanied by a significant increase in the aerodynamic impact on structures located in close proximity to the axis of the track. This factor is of particular importance in the development of high-speed rail lines (HSR). It is advisable to determine the loads on structures during the design and construction of the HSR by numerical modeling in specialized software complexes with mandatory verification of the developed calculation models.
This article presents the results of experimental measurements of the external aerodynamics of rolling stock running on the St. Petersburg – Moscow line of the Oktyabrskaya Railway. Measurements of changes in the air pressure at a point during the passage of trains were measured by high-frequency membrane pressure sensors. The set speed of trains at the measuring points was up to 140 km/h for ordinary passenger trains and up to 250 km/h for the Sapsan high-speed electric train. The analysis of the obtained results made it possible to obtain a picture of the distribution of extreme values of excess and rarefied air pressure depending on the distance from the track axis and the height above the level of the rail head for various types of rolling stock. Based on the obtained distribution pattern, the degree of decrease in the intensity of the air wave from the passing train is determined depending on the distance from the axis of the track. The periodic nature of the aerodynamic impact caused by the presence of gaps between cars was also revealed, and its frequencies for different speeds of movement were determined.
The results presented in this paper can subsequently be used to verify the developed computational models of the aerodynamic impact of moving high-speed trains on infrastructure elements.

The article deals with the issues of the stress-strain state of the main load-bearing elements of a railway steel superstructure with ballast running, installed in a curved section of the track. To ensure movement in a curve, the path is laid with a variable eccentricity along the length relative to the axis of the superstructure. At the same time, due to the elevation of the outer rail, a force arises in the elements of the span structure due to the action of centrifugal force. Thus, the range of force effects from permanent and temporary loads on the main beams of such superstructures turns out to be quite complex.
The existing designs of railway metal superstructures with ballast running can be attributed to thin-walled rods. A characteristic feature of a thin-walled rod of a non-circular cross section is that during constrained torsion, longitudinal deformations and normal stresses proportional to this deformation occur in it. The magnitude of the stresses caused by constrained torsion depends on the bimoment acting in the section and the torsion stiffness of the structure.
The authors proposed an energy approach to determine the angle of twist of the section from the work of an external torque. Accounting for changes in the eccentricity of the action of external forces relative to the center of the bending of sections along the length of the span is made by expanding the loads in a Fourier series. This method allows you to apply any function of the torque from the coordinate along the length of the structure. Knowing the twisting angle of the section of the span structure, it is possible to determine the magnitude of the bimoment and, as a result, the values of normal stresses in the main beams bent in two planes under conditions of constrained torsion.

There is often a weak underlying layer in the foundations of the designed structures. Such a layer reduces the bearing capacity of the foundation. This case is considered in the normative literature when determining the calculated resistance of the soil. There are no instructions for assessing the bearing capacity of a foundation with a weak underlying layer. Also, there is no strict solution to the theory of the ultimate equilibrium of soils for this scheme.
The article provides information about previous studies in which an algorithm has been developed to calculate the bearing capacity of a two-layer base using the logarithmic spiral method. Then, based on this algorithm, a program was written and patented for automated calculation. However, the logarithmic spiral method gives inflated values of the limiting pressure. Therefore, the purpose of this article is to determine the correction factor to obtain a reliable result of the bearing capacity of a two-layer foundation. The result of solving this problem is presented in this article.
Based on the fact that the bearing capacity of a two-layer base is in the range between the bearing capacity of a homogeneous base of strong and weak soils, a formula with a correction coefficient for its determination is obtained. The correction factor varies from 0 to 1 and depends on the depth of the weak layer. The concept of the depth of influence of a weak underlying layer is defined, at which a weak layer ceases to affect the bearing capacity of the foundation. Accordingly, at this depth, the correction factor will be equal to 1.
With the help of the written program, the depth of the influence of the weak layer is determined. And according to the obtained formula, the correction factor is calculated at the depth of the laying from 0 to the depth of the influence of the weak layer in increments of 0,1 m. Then, based on these data, a graph of the dependence of the correction factor on the depth of the underlying layer is plotted. Having this graph and the values of the bearing capacity of homogeneous foundations for strong and weak soils calculated according to SP 22.13330, the bearing capacity of a foundation with a weak underlying layer can be calculated at any depth of its laying.

This paper has shown the results of numerical experiments based on software systems and aimed at the evaluation of orthotropic deck fatigue durability of motor road bridges.
Motor road bridges with steel orthotropic deck are widely used in our country and abroad. Moreover, the orthotropic deck is the main bearing element of the bridge floor. The structural feature of the orthotropic deck is the use of thin-walled elements of longitudinal and transverse ribs secured with the deck plate by welding.
Best practices in operating of motor road bridges with orthotropic deck show that within the initial period of 10– 20 years some fatigue cracks appear in the elements of orthotropic deck namely in in the longitudinal and transverse ribs, and sometimes in deck plate. For this reason, the problem of ensuring the fatigue durability in the superstructure elements of the motor road bridges and the evaluation of their resources is highly relevant.
The paper presents the results of numerical experiments performed for the steel orthotropic bridge deck over the Irtysh River at the motor road of Omsk Southern bypass (R-254), commissioned in 1995. Calculations are carried out by the finite element method. The specific locations of potential fatigue-related damages have been shown.

The article briefly describes the history of foundation and development of the departments of the Faculty of Railway Construction, formation of scientific schools and prospects for further research. It is marked that Council of people's commissars decided to separate Siberian (Tomsk) technological institute since July 1st, 1930 into ten branch institutes, including Siberian institute of engineers of transport (SIIT) with three departments. Among them was the construction (track-building) faculty with the following specialities: building and surveying of railways, exploitation of railways, buildings, bridges, water supply. On June 30, 1931 People's Commissariat of Railway Transport issued an order 2287 that directed to move the faculty of track building to Novosibirsk after finishing construction of new building for it.
On September, 25th, 1932 by the order of People's Commissariat of Railway Transport Nr 754/C the Novosibirsk Railway Construction Institute for Railway Engineers (NOPIIT) was created with the following specialities: repair and maintenance of tracks; construction and survey of railways; buildings; water supply; artificial constructions. All departments of the Institute were oriented to training of engineering staff and solving scientific problems of transport industry.
Before the Railway Track Department was set the task of creating a scientific school in the direction of Improving the reliability of railway track and track maintenance system in harsh climatic conditions.
The Department of Engineering Geodesy focused on the training of geodesists with high qualifications. Now the department has created an electronic navigational map of Transsib within the Trans-Siberian Railway and developed the use of unmanned aerial vehicles in educational process and scientific researches.
The Surveys, Design and Construction of Railways and Highways Department became a scientific base for creating Siberian school of engineers-designers and constructors of railways. The scientific direction – designing of an earthen bed of railways and highways in difficult engineering-geological conditions with deep frost penetration of soils and presence of permafrost.
The Department of Foreign Languages continues the tradition of formation and development of scientific base in the sectorial university. The promising direction of research at the department is connected with the professional retraining program Interpreter in the sphere of professional communication.
The faculty sees great potential in improving the quality of training of railway engineers and builders, in developing scientific research, moral and patriotic education of students, in establishing and developing partnerships with secondary schools, vocational schools, universities, research and design institutes. The solution of these problems in modern socio-economic conditions will contribute to a greater focus on scientific and innovative components in the pedagogical activities of the staff of the faculty departments.

The article deals with the formation and development of research areas and scientific schools at the departments of the Bridges and Tunnels Faculty Siberian Transport University. Each department: Bridges, Geotechnics, Tunnels and Subways, Theoretical Mechanics, Construction Mechanics have a long history, full of great achievements in the field of educational, scientific and methodological work. Well-known scientific schools have been established at these departments, which have been awarded both state awards and numerous academic degrees and titles, publications in domestic and foreign publications.
An important element of the scientific activity of the departments of the Bridges and Tunnels faculty is the prospects of today's research, which is in great demand, both in scientific and industrial fields, continuous training of young scientific personnel.

The article deals with the formation and the development of research work and scientific schools at the departments of the Civil Engineering Faculty in Siberian Transport University. Four stages of research development are distinguished:
1932–1941 – was the initial period in the history of the University, which was characterized by the lack of highly qualified scientific personnel. Of great importance is the attraction of the leading scientists from Tomsk, Moscow and Novosibirsk who laid the first scientific schools: architecture and urban planning, reinforced concrete, water supply and ice making.
1941–1945 – wartime period, the evacuation to Novosibirsk from Moscow, Leningrad and Dnepropetrovsk railway universities occurred. Professors of these universities raised the research work to a new level in NIVIT (the former name of STU); the formation of the building materials scientific school was organized.
1946–1953 – was the period of the national economy restoration devastated by the war. The departure of the previously evacuated scientists. The development of the scientific schools.
1953–1992 – is concerned with the period of strengthening and flourishing of scientific schools at the departments of the faculty. The university science is one of the priority directions of the country's economic development. Strengthening and development of scientific fields and schools.
1992–2022 – is the collapse of the USSR, destructive economic processes, outflow of young scientists to business, scarce financing of science. But the scientific schools have been preserved, research continues, improvement of the situation in the second half of the stage.

The article describes the history formation and development of scientific schools at the Management of Transport and Technological Complexes Faculty of Siberian Transport University. The main factors influencing the directions of scientific research conducted at the departments of the faculty are noted. Links to the main publications on the mentioned scientific directions are given.
The article conditionally identifies four stages of the scientific research development: 1) from the beginning of the faculty's formation to the end of the 1960s; 2) the period of the 70-80s of the XX century; 3) the 1990s-2000s; 3) the present.
Over the more than 60-year history of the faculty, the departments have not only preserved the scientific schools formed with the advent of the faculty, such as: improving the structures of track, road construction machinery and equipment, pneumatic impact equipment, improving the technologies of snow removal of railway tracks, materials science and technology of structural materials, non-destructive testing of transport facilities, but also new directions have emerged scientific research: diagnostics and monitoring of transport facilities technical condition and the implementation of technological processes, vibration shock technologies, improvement of technologies for grinding and aluminum-thermite welding of rails, resource-saving technologies and production organization.