Increasing the economic efficiency of rail transport in modern conditions requires the search for new technical and technological solutions. One of them is the improvement of the processing car traffic volume quality: the acceleration of sorting work, the reduction of operating costs and the cost of processing. For local railways, it is also important to increase the detail (depth) of the car collection, up to individual freight fronts and customers, through multi-group sorting, which improves the customer service quality. In the article, using the simulation model of the multi-group sorting process for different structure of the sorted car traffic volume, the required capacity of the tracks has been calculated, and a probabilistic estimate has been made of the reliability locating the required number of cars on grouping tracks for various schemes and methods for multi-group sorting. For several variants of the processed composition structure, given as a function of group distribution, a quantitative assessment of the necessary and sufficient capacity of grouping tracks to ensure a given level of reliability of its non-extensibility in the process of multi-group sorting is performed.

A thread of a schedule is a resource that should be used in the best, most rational way. Scheduling the train departure according to the existing schedule is the basis for the qualitative organization of cargo transportation. At the same time, the human factor in this work sometimes plays a negative role, reduces the efficiency and quality of using the available bandwidth of the sites, and has a negative effect on simple trains. The current level of information technology development allows you to abandon the "manual" planning of the transportation process partially, for which you need to create a system, a software package that would ensure maximum use of the thread of the schedule when sending trains. The task of such a program complex is to provide a thread of the schedule, to find for it all the components necessary for the train departure, namely: composition, locomotive, locomotive crew. Within the framework of this article, two versions of algorithms have been developed that provide automatic scheduling of the train departure at the locomotive and / or locomotive brigade change stations. When constructing the logical chain of train departure planning, such parameters as length, weight, priority are taken into account. The options, based on the real train situation, are compared. According to the results of the option comparison, the second option is given preference, since in the first case there were incidents of incorrect train gating in the planning process. In addition, in the article are described the actions of late train arrivals to the station, failures, other unforeseen situations. These actions are compulsory for inclusion in the structure of software scheduling for the train departure planning and are the missing link that the existing software complexes do not have.

The need to form new approaches to the choice of the carrier instead of the traditional ones not only increases the stability of transport companies, preserving competitiveness and efficiency of operation, but also allows the supplier to optimize the transport process due to the warranty cycle of delivery and, accordingly, reduction of transportation costs. One way to solve these problems is to implement the principles of logistics in the management of both individual companies and supply chains. For this, a logistic concept “just-in-time” is used, which allows to achieve the maximum coordination of delivery parameters. The reliability of the delivery depends both on the reliability of the supplier and on the reliability of the carrier under the condition of the operation of an uninterrupted logistics system: regular transportation at the right time, the required quality, the required quantity. The complexity of applying the logistics concept “just-in-time” in the transport process is, since its reliability depends on a number of random factors that manifest themselves with a certain regularity and probability for the initial process. For example, weather conditions, the human factor (in particular, the driver’s poor state of health), etc. The quantitative expression of reliability is the probability of trouble-free operation of the logistics system for a certain period of time under specific conditions. All failures in its work are investigated in the relevant period, the duration of which is associated with a phased technological process. The distribution of time is gradually subordinated to the theoretical distribution laws. Taking into account the probability of periodic supply problems, the question arises of the need to create methods for their regulation, smoothing out failures and not allowing production to stop.

Public-private partnership is a legally fixed form of interaction between the state and private business in relation to state and municipal property. The sphere of housing and communal services includes real estate objects of housing stock and engineering networks. The operation of residential facilities is carried out by management organizations or homeowners' associations. Engineering networks are serviced by municipal enterprises. The problem of housing provision and housing conditions improvement remains acute. Increasing the availability of housing is possible with mass construction and the availability of sufficient capital investment. In the context of a systemic economic crisis, large investment project financing from budgets of all levels is very difficult. High depreciation of housing and communal services, insufficient budget financing require the search and justification of the mechanisms for improving the functioning of this sphere in principle. One of the approaches to solving the problem of the restoration of fixed assets is public-private partnership (PPP), which links the interests of municipalities, private operators and consumers of public services. The forms and degree of cooperation between the state and business are determined by an assessment of its effectiveness, analyzing the advantages and disadvantages for each of the parties. For municipal government of the city, public-private partnership means the possibility of attracting private capital to the financing and management of real estate remaining in state ownership. To business, state-private partnership allows you to receive a reliable profit on the objects of state property or in the provision of services that are assigned to the state. The main advantages of PPP for a partner from the state are: the distribution of risks between partners, the reduction of the budget, the choice of a private investor, the planning and control of the results of its production and financial activities, the possibility of increasing the volume of the gross regional product. The main advantages of using PPP mechanisms for a private investor are: conclusion of long-term contracts with an invariable market and state obligations to ensure minimum profitability indicators, minimizing the risks of the state impact on the business of a private partner, strengthening the business reputation of the company. Negative aspects of PPPs for the partner of the state are: the asymmetry of information, the hidden intentions of the partner, the transfer of risks the danger to the public sector. Negative aspects of PPPs to partner with the private sector are: technical risks relating to the construction, political and legal risks, economic and financial risk, force majeure. The effectiveness of public-private partnership in the modernization of housing and communal infrastructure can be achieved by developing and implementing an integrated strategy for the development of public-private partnership in the sphere of housing and communal services.

Experience in the operation of railway bridges shows that in the zones of abutting the way to bridges before the foundations, so-called bridge pits are formed, i.e., there is a progressive accumulation of residual deformations in the ballast layer and earthen linen. An important role in the accumulation of residual deformations in the ballast layer and the earthen canvas is played by the fact that drains are not cleaned from the moment of structure construction, and the water behind the foundations lavishes the main site of the earthen cloth abundantly, which contributes to the precipitation itself behind the foundations. As a result of these deformations, there are "hanging" sleepers, under which backlashes (gaps) are formed up to 5-10 mm, which cause shock effects when passing trains, especially at high speeds. One of the main reasons for the appearance of damages in the span structures of bridges can be considered increased dynamics of the impact of rolling stock, which arises from the sharp impacts of the locomotive and cars at the entrance to the bridge. In the present work, the results of measurements of the parameters of the oscillations of the main site and the base of the approach fill of a railway ferro-concrete bridge located at 118 ^m of PC6 Astana-Pavlodar under the influence of a rolling stock are presented.

During the operation of buildings with multi-layered enclosing structures, including hinged ventilated facades (IAF), one of the indicators determining the longevity of the latter is the reliability of their elements, technologies and the quality of construction and installation works. The approach to the extension of the life cycle of buildings by increasing the service life of the hinged ventilated facades due to the creation of a technical state management system based on the multicriteria evaluation of technical and economic parameters, mathematical modeling of reliability and durability of the IAF elements, the development of innovative design solutions and technologies, State IAF. A probabilistic model of multilayer enclosing structures elements wear has been developed, which makes it possible to estimate their longevity. A new category for the construction industry was introduced and substantiated: the "construction and operation module" (SEM), understood as the aggregate of the load-bearing part of the building and the multi-layered enclosing structure whose geometric dimensions coincide with the surface of the inner vertical part of the wall. The definition of system complexity as a combination of the SEM number and types of constructive elements is substantiated. The quantitative and qualitative criteria of management efficiency of the technical condition of the hinged ventilated facades are substantiated. The nature of the change in the likelihood of the fact that the SEM estimates will not exceed allowable values is established. The measures of management of the technical condition of the hinged facades are proposed, which consist in the control and monitoring of EMS, which allow identifying failures and pre-failure states, which is the basis for planning their repairs or replacement with new elements.

A brief review of the mechanisms and materials on the heat transformation dissipated in the environment into electrical energy is given. The main methods and directions of research in this field are shown. To a greater extent, the article is devoted to the transformation of low-potential heat by using pyroelectric materials. Here are given materials that can be used to effectively convert heat into pyroelectricity. The physical principles of conversion of thermal energy into electrical energy by polarization of domains under the influence of temperature changes are considered. It is shown that the pyroelectric coefficient of heat conversion into electric charge plays the decisive role. The main formulas for the calculation of current, voltage and energy are given, from which it follows that the charge energy is determined by the pyroelectric coefficient, the amplitude of the temperature fluctuation, the surface area and the thickness of the element. Generators of electric energy with small consumption currents, where thermal (temperature fluctuations) are used as an energy source, can be used in mobile installations, which include rail transport.

In the horizontal layer of water with two rigid boundaries, the formation of ice on a monotonically cooled plate has been studied. The temperature distribution along the height of the layer was measured experimentally. The measurements are made by resistance thermometers, which give averaged values of the temperature in the horizontal plane at given levels. Subcooling of water was found almost to -4 ° C. It is established that the formation of a smooth transparent layer of ice is preceded by the formation of dendrites in a layer about 4-5 mm thick near the upper cold boundary. In a layer 33.7 mm thick, the intensity of the convective flow was attenuated when the water was cooled to a temperature below 4 °C. The rate of the ice layer thickness growth is measured. The water layer of a given thickness was located in a cavity with horizontal dimensions of 240 x 240 mm2. The horizontal boundaries of the layer consist of massive copper plates. The initial temperature of the system was 25.4 °C. At the initial time, cooling of the lower boundary to 6 °C was included. The upper limit was cooled by pumping the coolant from the cryotermostat with a lower limit of -15 °C. The cooling rate of the entire system at the initial stage was 0.2 °C / min. Due to weak heating from below, a convective flow was observed in the water layer during the first 150 min. In the Rayleigh-Benar cell-convection mode, a temperature profile is formed with a reverse gradient in the central part along the height of the layer. When the temperature reached the upper limit of +4 °C, the convective flow practically disappeared. Under the cold upper boundary, upon further cooling, an increasingly thick layer of a stably stratified liquid forms. The crystallization process at a given layer height begins with a practically absent convective flow.

In the development and modernization of hydraulic drive mechanisms translates links are proven energy-saving hydropneumatic cylinders successfully used in heavy building and truck machines. Hydropneumatic cylinder is an energy-saving cylinder - device for storage and subsequent use of energy. The rod of the cylinder can be hollow and be connected with a piston chamber. This makes it possible to increase the internal volume. These chambers are filled with an inert gas - nitrogen. Rod end is connected to the pressure line, i.e. in stroke; hydropneumatic cylinder can operate as a normal ram. Energy saving system operates as follows. With retraction of the rod by applying pressure to the rod end of the cylinder or under the influence of external forces, the gas in the piston chamber of hydropneumatic cylinder is compressed, whereby there is accumulation of energy. Later, when lowering pressure from the rod end or reduction of hydropneumatic cylinder’s external force rod under the action of gas expansion is pushed, releasing the stored energy. Application of hydropneumatic cylinders in cyclic and continuous-cyclic action railway machines leads to reduction of fuel consumption and provide more uniform load on the engine and the hydraulic drive machine, which has a positive impact on the resource elements of the hydraulic transmission and diesel. A slight increase in driving efficiency can be expected by minimizing the time of the pumps at a maximum pressure of hydraulic motors during acceleration, working bodies and (or) the running of the machine equipment. Quality control of the technical state of hydropneumatic cylinders is only possible if the methods and diagnostic system are developed. For the development of this technique and diagnostic system creation: existing standards for testing hydraulic cylinders and accumulators have been analyzed; hydropneumatic cylinder’s diagnosis parameters have been selected, formulas for diagnosis parameters definition have been obtained; diagnosis algorithm has been developed; metrology equipment has been selected.