In this paper, we address issues related to the activity of a relatively new concept for Russia "conurbation". Unlike agglomeration as a monocentric-type formation, conurbation is an urban agglomeration of a polycentric type and has several roughly equal in size and in importance cities. According to experts, the formation of such entities, directly based on multiple cities-cores will enable the state to establish special programs for the redistribution of resources and power in different areas particularly in the areas of finance, health, education and transport. In December 2016, a new spatial development strategy of Russia was represented for the consideration of the Federal Government. One of the scenarios was laid by the idea of creating in the country eight conurbations-agglomerations, uniting several large and roughly equivalent to towns within a radius of 300 kilometers from each other. The developers of the strategy have positioned it as "the general plan of Russia", whose task is to answer the question: "How to equip the country?". Within the framework of the strategy, it is proposed to replace the existing 12 centers and generate 8 conurbations, as estimated in the twenty-first century economic growth driver will be the only territory with a population of 5 million people. This is especially true for cities in Siberia and the Far East. The work analyzes the influence of the Northern Railway (Severosib) and describes the role that it can play in the operation of the Siberian conurbation. The term Siberian conurbation, which includes almost all the cities of Siberia, can optimize regional transport system.

The article defines the economic potential development concept of the railway public transport service system. The system of indicators is proposed which is based on the principle of the system approach and allows calculating the economic potential development level of the railway public transport service system, on the basis of which, in strategic management, it is possible to develop a solution allowing achieving the reference state of the potential in minimum time. The calculation of the economic potential development level of the railway public transport services is carried out according to a certain algorithm, and the results of the calculation allow to reveal the dynamics of the potential level during the whole period of the study, determine the activity effectiveness degree in general and economic results, in particular. The standard values of the indicators, reflecting the economic development level of the railway public transport service, are taken reasonably, not overestimated, so it is possible to achieve their significance in the near future. The variation in the obtained values of economic development level is small. Graphically, the change in the economic development level of the railway public transport services is presented in the form of a phase portrait that graphically reflects the dynamics of the economic development of the railway public transport service and the trends observed at the end of the period under study. The rate of economic potential growth in the level of public transport services is still insufficient to achieve its benchmark value, but overall they have a positive dynamic. Consequently, the strategy for the economic development of the railway public transport service should be such that it achieves a reference state in a minimum period of time. Given the fact that the volume of the economic development potential indicators of public transport services during the study period is changing, their structure is being improved. As a consequence, the level of the public transport service efficiency is increasing, which is demonstrated by the level of economic potential dynamics.

This research paper is dedicated to the study of the risk model factors, with both economic and technical conditions, emerging in the process of organizing the production of licensed activities. The subject of the research is the mutual dependence between the level of the business entity regulation in the process of licensing its activities and the set of technical and economic risks arising in the process of licensed activities in the transport services market. Relevance of research is dictated by need in development of methods and means of the production organization of the licensed activity, optimization of institutional factors of transport services market, need of the feasibility statement of expenses taking into account probabilistic character of technical and economic risks. The aim of the work is to identify a set of factors of technical and economic risks of the Institute licensing in transport, as well as their economic justification, which determines the level of emerging transaction costs of market participants engaged in licensed activities. The methodology of the study is based on the basic provisions of the new institutional economic theory, which allows to consider the set of administrative licensing procedures as an "institution", the process of obtaining a license and subsequent entry into the market of licensed transport services as a "transaction", to classify the costs of transport enterprises as "transaction costs". The result of the work performed was the confluence of factors determining the level of risk the enterprises of railway transport, as well as the cost structure of the transportation services market participants involved in the functioning of the Institute licensing. The area of the research results is the development of measures to improve the efficiency of licensed activities production organization in railway transport, as well as the preparation of proposals to reduce the level of risks of entrepreneurial activity in transport. The main conclusions of the study include provisions that justify the relationship between the level of state interference in business activities, technical and economic risk factors and the ability to organize the effective production of licensed activities in transport.

In order to improve the efficiency of training specialists for the industry in accordance with the requirements of employers, as well as for exclusion the cost of additional training for students in the worker’s profession at the College after the distribution to work in the Directorate of JSC "RZD" at the "Transport and technological complexes management" faculty, a number of activities aimed at improving the training of students for independent practical engineering activities. This end-to-end course and diploma design on the topics agreed with the core Directorate, including the direction with the corresponding task for practice, training by specialists of enterprises at the base Department "Arrangement and operation of track machines" (PMS-20, Krakhal railway station) on important topics for further work, training in several working professions (including "Machinist ZHDSM") within the bounds of basic education and the most exclusive and expensive training - training of a limited contingent on the program of author's class. The paper describes in detail the main activities. The results of increasing the efficiency of personnel training for Russian Railways in 2014-2018 are presented. The analysis of the final test results to the graduates of the faculty position (profession) "Engineer, land transport and technological means", hold in the distance learning system "KASKOR", JSC "Russian Railways".

Purpose. The modern control systems of dynamic interaction between railway vehicles and efficiently rails are based on indirect measurements of deformations, forces and vibration accelerations. Systems allow to find efficiently the faulty rolling stock making excess impact on a path. However, for their mass application on Russian Federation railroads it is necessary to resolve metrological issues. The work purpose is calibration technique creation of the strain-measuring way site and error estimation of dynamic forces measurement in system wheels - rails under train loading. Methods. Researches were conducted by a calculation finite elements method and experimentally in operation. The measuring site equipped with strain gages is created and the specialized loading device reproducing vertical force to 218 kN and side force up to 110 kN is developed. The rapid microprocessor strain-measuring «Dinamika-3» system was applied to field tests. The terminating and element model with a variable average size of elements, equal 1 mm in the mid-range and 5 mm at model end faces is developed. The average size of elements, boundary conditions at end faces of model and a way of vertical force application on results of calculation evaluation is executed. Indeterminacies of results do not exceed 0.5%. Results and conclusions. Error sources of force measurement for a way of Russian Railway-2016 and a way of vertical force measurement by one pair of strain gages are investigated. Asymmetry installation influence of strain gages and a rigidity of the sub rail basis on accuracy of force measurements are established. The vertical eccentricity in pair of strain gages of 5 mm defines 5% an error that cannot be eliminated at a calibration stage. The calibration variations of the sub rail basis rigidity arising later lead to measurements errors by «RGD -2016» method at the level of 20-30%. For providing an error no more than 1% the necessary installation accuracy of deformation converters is 1 mm. Calibration of the measuring site of a way is carried out. The linear relation of the symmetric deformations in pair of strain gages at most with a coefficient of correlation more than 0,99 is experimentally proved. It is shown, that influence of side impact on a bias of vertical force it is comparable to a drift of zero strain measurement system and does not exceed 1%.

Further development of the railway transport is conditioned by increasing its traffic intensity, tonnage and number of trains, speed of their movement. Increasing amount of defects and deformations of the railroad subgrades is inevitable; thus, the issues related to the subgrades soils reinforcement are urgent. Among promising ways of reinforcing the operated railway subgrades, a pressure injection that allows executing them without or with a minimum restriction of movement must be emphasized. The improvement in reinforcement quality depends on proper consideration of the defect specifics and deformations development, as well as the probabilistic forecasting of the soils fracture direction under the spreading of a pressurized grout. To solve these problems, the numerical modeling with the use of the discrete elements method based on the equations for the motion of particles, which the geologic environment is composed of, determined by the balance of momentum and the interaction force between the elements was carried out. The article suggests the modification of the discrete elements method, created models, as well as the results of the operated subgrades modeling. The paper also considers specific features of the defects and deformations development as a result of a decrease in the physico-mechanical characteristics of the filled-up soil masses. The obtained results’ validity was tested by the comparison with the results of a centrifugal modeling of the sub grades slopes stability, performed under the supervision of the MIIT Professor T. G. Yakovleva. The peculiarities of the processes taking place in the railroad bed under the pressure injection of the solidifying grouts are revealed. On the basis of probabilistic approach and using a modified model of a soil subgrade, it was found, that it was possible to determine the directions of the soil fracture, as well as the critical pressures when injecting the solidifying grout.

It is not rare that several competitive options for further development appear in the development of projects to gradually increase the infrastructure capacity of railway stations and junctions. Taking these options into account when determining the most rational stage of a railway station or junction development is a very difficult task, the solution of which is devoted to this article. The first part provides a general description of a well-proven integrated method of railway stations and junctions rational development based on the use of dynamic programming. Special attention is paid to the peculiarities of the application of this method in the presence of alternative design solutions. The second part of the article provides an example of determining the most rational stage of the station development in the presence of alternative options. In the example, the node station of the semi-longitudinal type is considered. Each of the possible variants of the technical condition of this station is considered in combination with one of the three variants of route isolation in its even neck: with the crossing of train routes in one level without the construction of a gateway, the same with the construction of a gateway, with the construction of an overpass. On the basis of the obtained results, conclusions are drawn about the need for a more in-depth analysis of possible design solutions, the use of a special order of numbering options for the technical condition of the station and the preliminary elimination of illogical or obviously irrational transitions in the presence of alternative options. It was also concluded that the task of optimizing the stages of railway stations and nodes development can be solved only by creating a full-fledged automated system of their design.

The service life of cement-concrete elements, such as, coating the roadway, fences, parapet type, gutters, on roads can last at least 50 years. However, there are problems connected with the maintenance and repair of such roads, especially in severe climatic conditions of Siberia, when during the wintertime maintenance of highways the deicing materials that accelerate the defect formation on a covering of the carriageway and other cement-concrete structures, including on road parapet protections are used. In this regard, the question of maintenance methods in a normative technical condition of cement-concrete structures throughout all period of highway operation is topical now. This article presents the results of a comprehensive study on the restoration of the technical condition and external protection of cement-concrete structures on roads in the Novosibirsk region. In laboratory conditions, tests for frost resistance of cement-concrete samples treated with hydrophobic impregnation were carried out. The rating of impregnations on the efficiency of water absorption and durability on compression of cement-concrete samples is made. The identified properties of hydrophobic impregnation to improve the frost resistance of cement-concrete and the possibility of production processing coatings concrete structures with deicing materials on the basis of chlorides without breaking contact cement-concrete structures have been revealed. The practical significance of the study results is to determine the degree of hydrophobic impregnation influence on the frost-resistance of road cement-concrete is a significant saving on expensive repair of structures with cement-concrete coating. On the basis of the carried out laboratory tests work on restoration and external protection of cement-concrete structures on a number of Novosibirsk regional highways sites was done.

The article deals with the issues related to the consolidation of water-saturated clay soils. It is known that during compaction of water-saturated soils filtration consolidation (primary) and creep of soil skeleton (secondary consolidation) occurs. It is important to separate these processes in time and to determine the coefficients of consolidation cv and ca in determining the sediment due to the consolidation of the filtration and creep of the soil skeleton. In the current normative literature on soil tests (GOST 12248-2010 "Soils. Methods for laboratory determination of strength characteristics and deformability") represent two independent from each other method of determining the parameters cv and ca. These methods provide for the separation of the primary and secondary compaction only by measuring the deformations of the studied soil samples in time, without measuring the pore pressure. The division of the boundaries of the primary and secondary consolidation in them is made in the process of graphical analysis of the results: the separation occurs due to the direct lines (tangents) to the relative deformation graph, built in the coordinates "root square in time" and "logarithm in time". In the article the separation method of consolidation processes with measurement of pore pressure in soil sample is offered. After a complete reduction of pore pressure, the deformation of the specimen is due to creep. The test results were processed by three methods for determining the end of the filtration seal and the beginning of the soil compaction by creep only, for each of which consolidation coefficients were found. According to the obtained results, the sample precipitation values in time. Comparison of precipitation in time, calculated for each method, showed a slight difference between them. According to the results of the research, it is concluded that regardless of the method of finding the consolidation coefficient cv, it is possible to determine with sufficient accuracy the filtering sediment of the foundation for any period of time.

The questions of rationing the reliability of building structures excited many researchers. They have complex solutions that are related to the economic and non-economic (social) consequences of failures. Tf the former can be taken into account in the calculation, the second accounts are not always amenable. The task of normalizing the reliability of building structures by deformations is related to the consideration of both failure consequences types. Knowing the value of normative reliability by deformations is just as important as knowing the value of normative reliability in terms of carrying capacity, because it solves a number of social and technical problems. The difficulty of finding the value of normative reliability by deformation for the majority of designs is that non-economic (social) consequences are likely to prevail over economic ones. The article proposes methods for determining the standard reliability for deformations of reinforced concrete bent structures. The method of determination is considered taking into account the economic consequences of the refusal, but a more detailed procedure is presented that presumes taking into account the noneconomic (social) consequences of the refusal. The calculation is based on the sensitivity of a person to vibrations that occur when deformation of structures. The proposed methodology for calculating the normative reliability, taking into account non-economic (social) consequences, takes into account only the physiological requirements imposed on the deformations of the structures.

Intermediate rail fastenings, being the main binding knot connecting rails and the sub rail basis have to have high non-failure operation for ensuring due durability and stability of a railway track. Among the modern intermediate fastenings used on JSC "Russian Railways" network and having such properties have proved fastenings of the ZhBR and ARS family. The researches given in this article have allowed making block diagrams for reliability calculation of these fastenings, to define dependence between the acquired tonnage and no-failure operation, to calculate charges of a way with different types of fastenings and to make recommendations about rational application in various service conditions. For fastening reliability calculation statistical data of observations are used. The reliability probability operation of rail fastening knots is defined according to block diagrams. The analysis of the obtained data confirms that the greatest probability of no-failure operation fastenings like ZhBR-PShM, and the smallest - fastening ARS have. Low reliability of fastening ARS is explained by low reliability of the isolating corners on both sides of a rail sole. Considerable influence on the laying volume and scope of rail fastenings renders the cost of fastenings in the mounted state. The application of ZhBR-65Sh fastening, and the greatest - ZhBR-65PShM has the smallest cost of one reinforced concrete cross tie completed with two knots of fastenings. On the basis of the calculated reliability of fastening knots, the durability of their elements and cost of the contents have been given recommendations about application the studied types fastening application on sites of a way with various operational conditions (depending on freight density and radiuses of curves). It is defined that fastenings of the ZhBR-65PShM type have the greatest scope.