The expediency and necessity of human factor influence revealing on the state of technical means, production processes technologies, quality estimation and restoration time of serviceability after failures, frequency and economic costs is substantiated in the article. In order to develop measures and improve their effectiveness, a methodical approach is proposed to assess the influence of the human factor, based on methods of probability theory. Assessment of technical equipment failures was carried out by regions and structural subdivisions of the "Russian Railways" of the West Siberian Railway, accumulated in the information system KASANT. The information on failures, which led to train delays and traffic safety violations, is systematized. The nature of failure causes was analyzed, the analysis of which showed a significant number in the freight traffic in the 1st region, characterized by high traffic, passenger and suburban - to the 2nd region and with the smallest number in the range of the 4th region. Denials caused by the human factor are identified, along with the guilty directorates of infrastructure and track machines. It was found that a number of measures to reduce the human factor proved to be effective and allowed in 2016 to reduce train delays by 30.8% and recovery time by 39.18%. It is established that the greatest number of the 1st category failures falls on freight car park and SSB devices. The current state of the railway technical park, the degree of mechanization and automation of technical processes poses new challenges in identifying the human factor patterns, the costs and labour productivity growth reserves, the problem of the human factor influence by digitizing technological processes, creating automated workplaces based on modern computer facilities.

In the course of operation in the rails there are processes of wear, head crushing, and fatigue. As a result, various damages and rail flaws are formed. The failure of the rail caused by a rail flaw, which eliminates the movement of trains, either limited to the speed of their movement. The article considers the current status of rail failure high intensity, the necessity of rail failures systematic study in difficult operating conditions, which include sections with high load capacity and heavy-load traffic. The conclusions are based on the results of a study conducted on the electrified section of the South Siberian railway. The study was carried out on the basis of full-scale inspection of the track using the results passage of the track measuring car, accounting forms of the rail flaws and data on the passed tonnage. In this section, a significant part of the line is located in the curves, and the gradient of the vertical alignment reaches 9 %o. In addition, more than 60% of the way passed tonnage exceeds the established standard. The high failure rate of the rails is the reason for the presence in the line of about 700 emergency fish-plating places of the continuous welded rail track. In the process of work, the analysis of rail failures by rail flaw codes for 110 km, depending on the freight traffic density of road section, the gradient of the vertical alignment, the passed tonnage. It is concluded that the ultra-high failure rate of the rails in the line is associated with a complex layout and profile of the track, the presence of heavy-load traffic with high axial loads and large length of sections with infringement run tonnage.

The article is devoted to the designing gridiron stations for ensure the uninterrupted movement of long and heavy trains. On the West-Siberian Railway, this issue is most relevant in connection with the annually significantly increasing volumes of loading. The growth of traffic is hampered by various objective factors. Among many, this is insufficient track development and critical filling of the train traffic graphs. This task should be solved simultaneously for stations and for distances. In order to increase the capacity of the Novosibirsk-Barnaul route, in particular the Cherepanovo-Srednesibirskaya site, the possibility of carrying out measures to increase to unified lengths of receiving and sending routes at stations. Operational and technical characteristics of the section are given. For design, station U, located on the Cherepanovo-Srednesibirskaya site, is considered. The analysis of the station's track development and the design of the receiving and sending tracks is performed. The rationale for the reconstruction of the even neck of the station has been fulfilled, and possible options for lengthening the receiving and sending routes have been proposed. The technology and organization of track works production for the reconstruction of the even neck for the proposed options for lengthening the receiving and sending routes have been developed. The rational composition of the path and machine monitors, the front of the work and the duration of the window time were determined. The technical and economic assessment of the proposed options for extending the receiving and sending routes to unified lengths is given. The constructions of the upper structure track elements for laying in straight lines and curves of various radii at stations and hauls from the condition for the movement of heavy trains are substantiated and proposed. In addition, an increase in axle loads of up to 25 tons per axle also requires the upgrading of existing track structures and turnouts to extend the service life in difficult conditions.

An important role in the organization of freight traffic is played by the timely redeployment of empty cars to loading sites to meet the requirement of timely delivery. Currently, freight carriages belong to different owners, and Russian Railways can only provide for railcar movement in the loaded and unloaded condition of the railways in accordance with the applications of the senders. When organizing freight transportation for the rational use of railway infrastructure, the issue of traffic flows order movement, especially in the empty state, is relevant. The technology of working with empty wagons has fundamentally changed, since the carrier is no longer the owner of the rolling stock and does not have the right to use them for loading at its discretion, and the cars are moved in accordance with the applications of their owners as cargo on their axles. Such an organization of work implies a significant increase in infrastructure load and a change in the order of interaction between participants in the transportation process. The aim of the study is to identify the criteria that determine the need for a reserve of park stations tracks, taking into account the minimization of operating costs. These criteria will make it possible to comprehensively assess the level of the carrying capacity utilization of sites based on the availability of infrastructure and traction resources and to determine priorities in the technology of freight traffic. The study used the methods of formalization and mathematical modeling. The application of the obtained criteria makes it possible to evaluate various technological measures in the organization of freight transportation, including with regard to the use of private rolling stock, as well as to optimize the decision-making area for operational transportation planning. The application of the obtained criteria will allow to evaluate various technological measures in the organization of freight transportation, including with regard to the use of private rolling stock, as well as to optimize the decisionmaking area for operational transportation planning.

In recent decades, urban transport systems in our country are changing rapidly. Currently, the passenger demand can be realized in various modes. Thus, the transport model of the city should take into account the passengers travel mode choice. This article discusses the management system of urban passenger transport. The participants of the system are passenger traffic, public transport operator and municipal authorities. For each of the participants the goal functions and a set of strategies are defined. The system of urban passenger transport management is considered. The participants of the system are passengers, public transport operator and municipal authorities. Participants' strategies include the choice of travel mode (passengers), frequency of public transport (public transport operator) and road capacity (municipal authorities). The goal functions are transport costs, costs of roads and travel time. The travel mode choice model is based on logit-distribution. The passengers use the squared deviation from the values of logit-models as the objective function. The relationship between travel time and road capacity is described by the BPR model. The goal of the municipal authorities is the travel time and the cost of roads which depend on the road capacity. The game-theoretic approach is used to describe the urban transportation system. In this article the conditions of the Nash theorem on the existence of equilibrium in non-coalition game of many participants are checked. The compactness and convexity of each participant strategy sets are proved. The quasi-concavity of the each player winning functions according to their own strategies is proved. Thus, the existence of Nash equilibrium for the noncoalition game of three participants (passenger traffic, municipal authorities, public transport) is justified.

At the enterprises of the car-repair complex during the last five years an intensive process of regulatory and technical documentation revision has been observed. In these circumstances, the problem of maintaining the necessary knowledge level of workers is relevant. To solve it, it is promising to use software and hardware tools that allow real-time planning and conducting technical studies to study new documentation, objectively determine the level of employees' knowledge and evaluate their readiness to change the technological process. The aim of the work is to create a network computer system for technical training, which will improve the efficiency of technical studies and the accuracy of company employees knowledge testing. Methods of verification and identification of training specialists’ results have been proposed and implemented. The identification algorithms are based on the analysis of user behavioral parameters: the time at which the keys are pressed and the speed at which the manipulator moves. In the course of the research, it was possible to develop a system for evaluating the authenticity of learning outcomes with a probability of more than 95 %.

The work is devoted to the problem of safety and reliability of liquefied hydrocarbon gases transportation in rail tank cars, as one of the most important elements of gaseous energy carriers transportation process and raw semi-finished products of organic synthesis. The main properties of liquefied hydrocarbon gases are systematized, the dangers arising during transport operations are identified and the risks caused by these dangers are estimated. It is shown that there are emergency situations in the transportation of liquefied hydrocarbons in all modes of transport, as well as in the domestic sphere. Due to the complexity, multistage process justified the development and implementation of a number of software products, including expert control system under the working title "Safe transportation of liquefied hydrocarbon gases." An attempt is made to take an integrated approach to improving the transportation of liquefied hydrocarbon gases, including the emphasis on the responsible stage. Within the framework of the toxicological approach to the decomposition of the transportation process, proposals were developed for safety regulations applied in the field of hazardous production facilities, including technical, organizational, technological and personnel regulations. On the basis of the analysis performed, improvements and innovations have been proposed that reduce the risk of the “relatively manageable” stages of the transport process. At the same time, the predicted integral risk decreases by an order of magnitude, reaching an acceptable risk of 10-6. A flow chart of gas filling station processes has been developed, on the basis of which a list of factors and forecasted causes contributing to the occurrence and development of an emergency at the facility has been formed. The procedure for personnel actions in the event of an incident, accident or emergency is defined. Developed proposals and recommendations for making changes and additions to the existing regulatory and technical documentation, as well as outlined the main directions for further research.

The article reports that there is no method for design of pavement on bridges in Russia and the exploitation experience of existing pavements is not used enough. Because of this, the actual service life of pavements is lower than the design life. Currently, the authors develop a method for calculating the pavement on the orthotropic steel deck of metal bridge superstructures. Some data of this method are given in the article. The need to accounting the temperature factor in the calculation of the asphalt mechanical characteristics is noted because asphalt is viscoelastic material. The scheme and value of the normative load are justified, the values of the reliability coefficient and the dynamic coefficient are established. Calculation of stress-strain state of the pavement with defects in the asphalt was made. As a result of calculation, confirmation of defects locations was obtained. The pavement construction is proposed, in which cracks will not occur. Cracks will not occur because the stress level in the pavement is less and the same pavement systems are well proven on other bridges. The article presents the unresolved problems in this time and several tasks which need to be done in the future. There is no method to determine the asphalt fatigue strength accounting the temperature factor. Calculation of temperature stresses is necessary also. The struggle with the rutting and calculation of shear impact on the contact of asphalt with waterproofing and waterproofing with orthotropic steel deck are need.

The resistance to horizontal wind forces or seismic induced forces is the main function of bracing system in steel braced frames. Stressed-state strength of bracing system determines the durability of the steel braced frame first and last. This paper considers numerical-analytical studies of stress state in supporting parts of steel bracing elements made of rectangular hollow sections. To determine the stress state in supporting parts of bracing system we used computer system for analyzing structure strength by the finite-element programme SCAD Office. The paper considers three types of supporting parts of bracing system which are most widely used in building. The size influence of bracing supporting parts (rib depth, gusset plate depth, profile gabarite, profile depth) on local state of stress has been determined. The results obtained by using normative methods for determining the stress state in support bracing parts have been compared to the results obtained by using software application. The formulae for determining stress which appear in the web of the main bracing element have been suggested. Recommendations for designing of supporting part in steel braced frames have been made.

Denisyuk holograms were widely used to study the deformed state of products made from various materials under static load application. A large number of structural elements are subjected to periodically varying effects. The aim of the work is to assess the applicability for the study of vibrations, the scheme for recording holograms in colliding beams together with the averaging method in time. Based on the vector description of light waves, resolving equations are obtained for the patterns of interference fringes recorded by a hologram recorded in colliding beams near the surface making steady-state oscillations. The hologram is recorded in one exposure; the object is illuminated by a flat coherent beam of light directed normal to the recording medium. The duration of exposure is much longer than the period of the investigated product surface oscillation. It is shown that the errors due to the use of only the first term of the decreasing, alternating series in the resolving equations, designed to calculate the Bessel function roots of the first kind zero order, do not exceed 2.2 %. The admissible magnitudes of the oscillation amplitudes are estimated using the time averaging method. When using helium - neon laser, high-quality interferograms are recorded at amplitudes of oscillations not exceeding 10 microns. As an example, the results of oscillations studies of a round metal plate and a cone of non-metallic material are given, which was the surface of revolution formed by the parabola rotation. Studies have shown that the use of an optical scheme for recording holograms in colliding beams in the time averaging method makes it possible to study the shape of small oscillations of bodies made from both metal and non-metallic materials.