The subject of the study is one of the key tasks solved in tracing railways – the selection of culverts and small bridges. Properly selected culverts, their parameters and position on the route should ensure the safety and uninterrupted movement of trains. In modern computer-aided railway and highway design systems, the task of choosing the type and size of culverts and small bridges is still solved either using manual graphical methods or in the designer's dialogue with appropriate programs, which increases the time and complexity of design, as well as the risk of errors in the project. The aim of the work is to automate and optimize the selection of small culverts when tracing railways. An analysis of the work on the topic under study allowed us to determine the stages of software development. At the first stage, the graphs of the water transmission capacity of pipes and small bridges were digitized, a database was created, an algorithm and a computer program for selecting the types and sizes of small culverts were developed without allowing water accumulation in the closing section of the catchment area. At the next stages, it is planned to expand the functionality of the program, in particular, automatically search for points where the route intersects the structural lines of logs of a digital terrain model to establish the planned and elevation positions of pipes and small bridges, automate the calculation of the coordinates and heights of the characteristic points of the structural lines of watersheds, logs and the route of the basin area and the slope of the main log, followed by the determination of water flow, flowing to the culvert, calculations of labor intensity, duration, the construction cost of structures for optimal selection of their type and size. The developed program is designed to automatically select the type and size of small culverts when solving the problem of optimal railway tracing. Its integration with computer-aided design systems for linear structures will reduce the time spent on developing design solutions and improve their quality in terms of cost-effectiveness.

Continuous welded rail is widely used on Russian railways. During maintenance operations, rail strings must be fixed at a strictly defined neutral temperature, which ensures the absence of additional thermal stresses during service. Given the limited time window for such operations, particularly in regions with hot summers, the development of methods for accelerated and controlled rail cooling is a pressing task. The aim of this study is to experimentally investigate the efficiency of forced convection from a vortex tube combined with water spraying for cooling an R65 rail to the required neutral temperature. A series of full-scale experiments was conducted on a rail segment preheated to 65 °C. Two cooling regimes were examined: natural cooling, and combined cooling using a directed flow of cold air from a vortex tube (−20 °C) together with fine water spraying (0.1 L/min). Temperature fields were monitored with a thermal imaging camera. The experimental results were verified by mathematical modeling in Solid Works. It was established that the combined method (vortex tube and water spraying) reduces the cooling time of the rail to the target temperature of 30 °C by an average of 95% compared to natural convection. The method also ensures a uniform temperature distribution across the rail section, with temperature gradients not exceeding 5 °C/mm, thereby minimizing the risk of significant residual stresses. The modeling results showed good agreement with the experimental data. The developed forced combined cooling method has proven to be efficient and holds promise for application in railway track maintenance to optimize work schedules. Its feasibility for providing the required thermal conditions for rail fastening has been scientifically substantiated. Future research will focus on optimizing system parameters, scaling the technology to full-length rails, and evaluating its economic efficiency.

The track switch is one of the most critical elements of railway track infrastructure, ensuring safe and uninterrupted train operations. The statistics of the West Siberian Railway since 2019 show a downward trend in failures of technical equipment, while the number of track switch failures has increased significantly, and by the beginning of 2025, almost half of the failures are accounted for by this element. As part of the implementation of the research work ‘Extending the standard service life of track switches operated in harsh climatic conditions’, an analysis of failures of track switches operated in the conditions of the West Siberian Directorate of Infrastructure for the period from 2018 to 2024 was carried out. The article highlights the research of domestic scientists in the field of track switches standard service life prolongation. The distribution of switch failures by reasons and months is described. It was revealed that about 70 % of failures are associated with violations of the norms of the transfer rate, in particular: the lag of the wit from the frame rail by 4 mm or more, violations of critical distances in the area of the crosspiece, deviations in the content of the transfer curve in ordinates. The distribution of failures by defective metal parts of the switchboard for the period under review is presented, indicating the most common defects identified on the switches of the West Siberian Directorate of Infrastructure. Among the defects in the metal elements of the switch, peeling and discoloration of the core and guardrails of the crosspiece prevail. The highest frequency of failures for these reasons is observed in spring (March – May) and in the period from late summer to mid-autumn (August – September). A significant increase in refusals for violations of the standards for the maintenance of switches occurred in the period from 2021 to 2023. The research findings can optimize switch maintenance and operation practices in challenging climatic conditions.

The transport development strategy in the Russian Federation pays particular attention to the need to develop the transport industry in various directions. Among other things, digitalization plays a crucial role in the development of the transport network. The current geopolitical conditions, in which countries are engaged in competitive struggle, do not allow for mistakes in the design of transport networks. And the increased role of informatization in the decision-making system requires the use of information products. Coordinating the activities of groups of people, as well as being an effective tool for verifying decisions and strategic planning in transport operations. In particular, the functioning of a secure sovereign economy requires the proactive, rather than reactive, development of transport. Simulation modeling is a modern and promising approach with broad potential for localization in the domestic market and the use of domestic developments in this industry. First, the article reveals the features of a scientific approach to management through a systemic orientation. It reveals the structural, functional, and structural-functional impact, with a description of the distinctive features of each. The importance of using simulation models is justified. Second, the article raises questions regarding problems in calculating throughput capacity. The article considers the case of adaptive control as a ‘damper’ based on the use of dynamic reserves and describes optimization during simulation experiments. Thirdly, the article draws attention to the possibilities and necessity of simulation expertise in existing transport network development projects (using the example of the IMETRA IS). The results of experiments are presented, which justify measures to increase the throughput capacity of the railway network. Recommendations are given on the methodology for planning the increase in the throughput capacity of the test site. In conclusion, the article substantiates the conclusion that a simulation model can be used to calculate the technological effect of the measures taken and to justify the choice of the most rational option for increasing the throughput capacity of the test site. The results of scientific research have not only theoretical application, as a natural development of transport science in the Russian Federation, but also practical application. The widespread use of simulation models can result in reduced costs for the construction of new transport infrastructure.

Currently, the problem of substantiating a scientific approach to the spatial development and formation of production and organizational processes of the transport infrastructure of the Siberian and Arctic zones of Russia is being actualized. The development of oil and gas fields in the North, the intensification of the Northern Sea Route, the crisis problems of the coal industry and other sectors of the Siberian region, and complex international relations encourage us to explore, supplement, and adjust previously made decisions on the development of the transport network. There was a scientific and applied problem of pre-design research and scientific justification of the North Siberian Railway Nizhnevartovsk-Ust-Ilimsk included in the Railway Transport Development Strategy until 2030, with the addition of the western section to Sabetta, the eastern section from Ust-Ilimsk to Khrebtovaya – Ust-Kut, as well as Bely Yar – Tomsk – Yurga – Novokuznetsk – Tashtagol – Gorno-Altaysk – Urumqi, which allows creating infrastructural conditions for the development of the economy of Siberia, the Altai Republic and the formation of the Northern Belt of Economic Development of the country, which will facilitate the unloading of the Trans-Siberian Railway when its capacity is exhausted, as well as ensuring transport security of Russia and the strengthening of trade relations with the People's Republic of China. The aim of the project is to develop a scientific approach to the study of the production and organizational processes of the transport infrastructure of the North Siberian Railway. The article systematizes the aquaterritorial complexes, the proposed scientific and methodological approach makes it possible to conduct a comparative assessment of alternative options for organizing the construction of large-scale railway projects, their modeling based on pre-design studies and conducting a feasibility study. Within the framework of this study, a route scheme has been proposed that, when implemented, can ensure transport connectivity for all Siberian regions, expand opportunities for developing the mineral resource base, access to the Northern Sea Route and sufficient transportation capacity to bring products to the markets of China and other countries of the Asia-Pacific region. A forecast assessment of the potential cargo base has been made. In conditions of difficult mountainous terrain, it is proposed to build a railway along the M-52 highway from Gorno-Altaysk to Kosh-Agach with further access to Urumqi (China). The bypass of the Altai protected area and the direct border crossing between the Russian Federation and China are justified.

The design of the longitudinal profile element of the output part of the marshalling yard – ‘anti-slope’ has been studied. The retrospective of changes in regulatory requirements for the longitudinal profile element ‘antislope’ in the output part of the useful length of the marshalling tracks has been considered. The current standards for the design of the ‘anti-slope’ and the results of modern scientific research on the configuration of the longitudinal profile of the sorting tracks have been analyzed, and the factors affecting the length and slope of this profile element have been determined. The rolling of detached trains of various lengths in the sorting yard has been simulated, and the results have been used to compare different designs for the ‘anti-slope’ element of the longitudinal profile. Experiments on rolling off of detachments in the marshalling yard were carried out using a simulation model developed with the author's participation. When modeling, the existing values of the main specific resistance to the movement of wagons when rolling down the hill, as well as the ‘new’ values of the main resistance obtained as a result of studies carried out with the author's participation, were used. A list of technological tasks has been formulated, the solution of which is expedient to produce when determining the configuration of the output part of the longitudinal profile of the sorting parks when designing new or reconstructing existing sorting hills. It has been  established that the length and value of the slope of the longitudinal profile element ‘counter-slope’ must be established by calculation for each specific sorting hill using the provisions of the methodology outlined in this article. In this case, it is necessary to take into account the following factors: the configuration of the longitudinal profile of the gravity hump tracks, the availability and technical characteristics of the means for regulating the speed of derailment, the meteorological conditions of the station's location, the structure of the processed wagon and derailment flow, and the maximum length restrictions for derailed wagons.

This article presents the results of a comprehensive research on the organizational and technological reliability of the rail grinding process. It includes an analysis of the current fleet of rail grinding trains, the regulatory framework, operational planning, and quality assessment revealed a key problem: the low organizational and technological reliability of the process. This leads to poor work quality, increased operating costs, reduced traffic safety, and the risk of delays in completing the work. The methodology is based on detailed mapping of production operations, personnel workload analysis, and the use of FMEA analysis for expert process evaluation. Mapping of production operations in various sections was carried out with the involvement of an expert group that included representatives of operating teams, service organizations, quality controllers, and equipment developers. During the survey of three trains, a number of design, system, and technological issues were identified. The time analysis showed the actual duration of grinding, the ratio of auxiliary operations, working time, and team workload. To quantify the reliability of the grinding process, an FMEA analysis was conducted with the involvement of experts. The risks were ranked according to their priority. The constructed risk matrix identified ‘critical’ operations. Simulation modeling was performed, revealing significant risks of traffic safety violations and ‘window’ discipline. Based on the operation programs of the rail grinding process, a network model of grinding was developed, and a machine experiment consisting of 1,000 repetitions was conducted. The research results demonstrated the need to revise organizational and technological solutions to improve the reliability and efficiency of the rail grinding process. The proposed set of measures will improve the reliability, quality, and efficiency of the rail grinding process.

The analysis of regulatory requirements for the longitudinal profile of the transitional part of the gravity humps design was carried out and cases were identified that may lead to non-compliance with the operational requirements for this part of the hump – the occurrence of non-detachment at the point of detachment of cars or self-detachment within detachments of several cars. It has been established that for the modern car park, the occurrence of self-detachment is possible only for cars that are not equipped with vertical movement limiters of automatic couplings. At the same time, due to the deviation of the longitudinal profile of the hill overpass part from the regulatory requirements, including distortion during operation, excessive loads may occur when coupled wagons pass the hump of the hill during descent. It has been established that the main indicator characterizing the possibility of excessive loads on the wagon nodes is the value of the relative vertical displacement of the interacting automatic coupling centers. A method has been formulated for calculating and analyzing the relative vertical displacement of the coupled wagons automatic coupling centers when passing the hump section. A simulation model has been developed to simulate the passing of coupled wagons through the transition part of the hump for both the standard and actual longitudinal profile configurations (using the example of one of the existing gravity humps). A method has been developed to calculate the probability of exceeding the normal loads on the joints of coupled wagons when passing through the transition part of the hump based on the principles of reliability theory. It has been established that the probability of excessive loads on the joints of coupled wagons can be used to assess the quality of operation and determine the optimal configuration of the longitudinal profile of the passing section when designing new or correcting existing gravity humps.

The article presents a comprehensive study of capacity reserves on bottleneck railway routes–key export-oriented corridors of Russian Railways (RZD). The primary focus is on analyzing the impact of suburban passenger services on the efficiency of mixed traffic, particularly the slowdown of overall train flow caused by prolonged dwell times of electric trains at stops equipped with low platforms. The study formulates and tests the hypothesis that a significant portion of railway line capacity can be unlocked not through costly infrastructure expansion, but by modernizing suburban transport technologies. To verify this hypothesis, a detailed analysis of scheduled train timetables was conducted on sections of the East Siberian and Trans-Baikal Railways, where suburban train traffic reaches up to 20 train pairs per day alongside intensive freight operations. Using tabular calculations and visualized train diagrams, time losses were quantified: on the Irkutsk–Slyudyanka section, the travel time difference between a suburban and a freight train reaches 18.5 minutes, directly resulting in the displacement of 2–3 freight trains per day. Additionally, passenger boarding-alighting times were segmented based on platform height and rolling stock type. Based on these findings, a scenario involving the deployment of electric trains with variable floor height was modeled, demonstrating a potential reduction in dwell times by 30–50%. The results indicate that substantial increases in line capacity on bottleneck corridors are achievable without constructing new tracks or stations. The paper concludes with practical recommendations for rolling stock modernization, phased transition to high platforms, and optimization of suburban train stopping patterns.

The article presents materials for collecting, processing and analyzing data on the operation of rubber linings during the transportation of large-capacity containers in universal railway gondola cars. Data was collected and analyzed at the existing container terminals in Novosibirsk, which receive containers in gondola cars from loading points in the Far East. Based on the data on the position of rubber linings after transportation, cases of leaving the places of laying rubber linings and their damage caused by the interaction of the container and the structural elements of the gondola car were determined. The description of the actual position of the linings and their damage is given. Conclusions were drawn on the causes of the violation of the condition and the position of the linings. The norms adopted in the current documents for the number of rubber linings, their locations and laying procedure are questioned. The presented conclusions and grounds set forth in the work indicate the possibility of reducing the required number of rubber linings using the checkerboard layout proposed by the authors when organizing the transportation of FEU-containers in universal gondola cars. The scheme takes into account the frequency of leaving the stacking places and the peculiarities of the layout on the floor of the car, as well as damage arising from the interaction of the container with the elements of the car body. The paper presents data, conclusions and suggestions for clarification and verification during trial transportation. With a positive result of trial transportation, it is expected to significantly reduce the time for operations to prepare gondola cars for loading containers and, as a result, reduce the cost of transportation using such technology.

Pedestrian overpasses over high-speed railway tracks are among the most aerodynamically exposed to high-speed trains. Due to the familiar wave nature of the aerodynamic action of moving rolling stock and the relatively small mass and rigidity of the structures under consideration, a significant dynamic reaction may occur in the latter The aerodynamic effect of a moving train is found to have a complex two-component nature, consisting of the primary excitation of the head air wave structure and secondary excitation related to the periodicity of the head, tail and intermediate (for double trains) Air waves. The coincidence of any of the design frequencies with the primary and/or secondary excitation frequency may cause a significant dynamic response of the design to the effect, directly affecting the possibility of its safe and comfortable operation. The article provides results of studies of dynamic reaction of pedestrian overpasses to aerodynamic impact by numerical modelling methods on the example of a planned structure in the train station complex of high-speed railway track Saint-Petersburg – Moscow. The maximum values of acceleration, displacement and dynamic coefficients in both horizontal and vertical directions were determined from the simulation results. It was established that the magnitude of the dynamic reaction of the structure is determined not only by its own characteristics, but also by the parameters of the high-speed train (length and configuration). It was also revealed the inadequacy of the existing regulatory framework for the normalization of maximum accelerations at the level of the passage of pedestrian bridges and overpasses, with proposals to update the existing regulatory framework with the implementation of appropriate scientific research work by relevant institutes.

The use of computational software packages is a promising area in the design of foundations for buildings and structures. Finite element modeling of foundation deformations under the design load allows for consideration of soil mass heterogeneity, specific soil properties, and various loading conditions. Designers also have access to approximate analytical calculation methods, such as the layer-by-layer summation method, included in regulatory documents. The integrated use of numerical and analytical calculation results enables informed decision-making. A completely different situation exists in predicting the bearing capacity of soil foundations. Using modern elastic-plastic soil models within the finite element method, the development of plastic deformation zones in the foundation is determined with increasing load. However, the results of modeling the critical failure zone of the foundation are unstable. Most importantly, there is no criterion for foundation failure based on either the development of the plastic deformation zone or the nature of the load-settlement curve. The limit analysis method yields more reliable results. However, having only recently emerged, it requires extensive verification. Therefore, improving analytical methods for calculating the bearing capacity of foundations remains a pressing issue today. The theoretical basis for determining the failure load is the static method of the theory of limit equilibrium of soils. Currently, proven methods for determining the bearing capacity of homogeneous foundations in a stabilized state and recommendations for accounting for the unstabilized state have found widespread application. The next step is to account for the heterogeneity of the foundation. For the initial case of a two-layer foundation in a stabilized state, a special method for calculating the bearing capacity was recently proposed, based on the integrated use of bulk media statics solutions and the logarithmic spiral method. Further improvement involves accounting for the unstabilized state, i.e., obtaining a solution for a two-layer foundation composed of consolidating soils. Such a solution, which is the subject of this article, can be obtained using the theory of instantaneous strength and a static solution for the bearing capacity of a homogeneous consolidating foundation.