The article examines the use of remote sensing for controlling, monitoring and managing transport infrastructure. The basic role of remote sensing for forming a technology for space monitoring of transport is highlighted together with the need to integrate remote sensing with transport geoinformatics. The difference between fact-fixing and information models in remote sensing technologies is noted. It is also shown that information models serve as the basis for managing transport infrastructure. The study is based on the interpretation of the remote sensing of transport infrastructure objects as of a comprehensive system. The content of this integrated system was subject to attributive analysis and a taxonomy of the characteristics of the technological complex of remote sensing was proposed. The features of transport infrastructure as of an object of remote sensing are described. It is suggested that remote sensing is a modern highly required tool for transport management. A taxonomy of attributes of transport infrastructure as of an object of monitoring and remote sensing is proposed.

This article is devoted to the problem of adequate mathematical description of the process of vehicle movement along a curved trajectory considering the impact of the correlation of the dynamic and kinematic parameters of this process. The importance of considering the impact of forces of resistance to vehicle movement in the direction of rolling, when moving along a curved trajectory, on the minimum permissible radius of curvature at a given speed or on the maximum possible speed of the vehicle for a given radius of curvature of its trajectory is emphasised.
At present, when a vehicle moves along a curved trajectory, the minimum radius of curvature at a given speed or the maximum permissible speed for a given radius of curvature of the trajectory are determined without taking into account the resistance forces to movement in the direction of rolling. This leads to an unjustified overestimation of the maximum permissible speed of the vehicle when moving along a curved trajectory with a given radius of curvature, which, in turn, when creating software for unmanned vehicles, can lead to an increase in accidents.
The article proposes an innovative solution to this problem by taking into account the influence of rolling friction and resistance moments in the elements of the vehicle transmission on the magnitude of the centripetal force acting on the vehicle when moving along a curved trajectory.
The objective of the study is to develop a mathematical model of vehicle movement along a curved trajectory taking into account the influence of rolling friction and resistance forces in the vehicle transmission on the maximum possible vehicle speed at a given radius of curvature of the trajectory and on the minimum possible radius of curvature of the trajectory at a given vehicle speed.
It has been established that the force of resistance to vehicle movement in the rolling direction reduces the magnitude of the centripetal force ensuring vehicle movement along a curved trajectory of a certain curvature by an amount equal to the force of resistance to movement in the rolling direction of the vehicle.

Throughout the entire period of modern civilisation development, transport has been one of the components of the socio-economic development of the state. In turn, one of the most important criteria for the development of transport systems is transport accessibility.
This article is devoted to the consideration of existing methods for assessing transport accessibility used in both engineering and urban planning and in geographical sciences.
As a basis for preparing the article, domestic and foreign sources were used that consider approaches to determining transport accessibility, and differ in the degree of complexity of calculations and the possibility of further use of the results obtained. Transport accessibility in the framework of the article is considered from the position of the provision of the territory with transport and the possibility of reaching a certain number of points within a certain time, and does not touch upon issues of affordability or accessibility for people with limited mobility.
The article presents the existing main methods for assessing transport accessibility, describes their advantages and disadvantages, and, based on such methods as classification and generalisation, proposes a grouping of assessment methods that allows you to choose a method based on both its advantages and disadvantages, and on the limitations existing within the problem.

Currently, parts made of rubber and polymers are widely used in vehicles. Analysis of domestic and foreign literature has shown that the interaction of steel parts, rubber and polymers at high contact pressures, at which seizure in friction pairs and the effects of free and fixed abrasive on polymer materials and rubber occur, have not been sufficiently studied. Besides, for serially produced polyamides and their composites, the issues of the influence of pressure and sliding speed on friction torque in friction pairs with steel surfaces remain poorly studied.
The paper presents the results of determining the tribological behaviours of PA6 polyamides, oil-filled polyamides with molybdenum disulfide (PA6+MoS₂ ), PA6 polyamides filled with graphite (PA6+Gr) during friction on 40X steel with different surface roughness, free and fixed abrasive grain in comparison with the reference material, rubber, nitrile butadiene rubber (NBR).
Tribological tests were performed according to the following schemes: «wide side of a flat sample (polyamide, composite, NBR) – end face of the annular surface of the counter-sample bushing (40X steel) and «annular surface of a rubber disk – wide side of a flat sample (polyamide, composite, NBR)» with quartz sand fed into the friction zone. The objective of the study was to determine the dependence of friction torque on the pressure and sliding speed, the seizure pressure on the sliding speed, the loss of mass of samples during friction on free and fixed abrasive grain of serially manufactured polyamide PA6, and oil-filled polyamides with molybdenum disulfide (PA6+MoS₂ ), PA6 polyamides filled with graphite (PA6+Gr) in comparison with the reference material, rubber, NBR. The experimental results can be useful in developing new products and for replacing rubber gaskets, bronze bushings, seals, corrugations and other parts in transport and rolling stock.

The article examines the application of geodesy to support transport infrastructure and control mobile objects. Based on generalisation of works in this field, the concept of “transport geodesy” is introduced and its content is disclosed. It is shown that two complex technologies are used in the transport sector: geodetic provision and geodetic support. To avoid terminological ambiguity, it is proposed to distinguish those terms. Geodetic support in relation to geodetic provision includes additional functions: formation of spatial models, the transfer of spatial information to the consumer and interaction with the customer, that is, geodetic support additionally forms spatial models and obtains knowledge. With development of digital transport and digital transformation of the transport sector, geodetic support focusing on supporting digital transport management becomes a necessity. Modern geodesy and geodetic support are closely integrated with geoinformatics and space technologies, and geodetic provision and geodetic support in the field of transport form a single complex and complement each other.
The article also reveals the relationship between geodetic support and modern transport-focused networks. In transport, geodetic networks are used either as an alternative to determining coordinates using GNSS, or as a supplement to this technology. In transport, special geodetic networks are created using geodetic support. The number of special geodetic networks used in transport include benchmark and reference geodetic networks.

Modern diagnostic information collection systems do not allow obtaining a complete set of diagnostic data on the floor-mounted technological equipment of railway automation and remote control. This is due to the technical features of the railway automation and remote control facilities themselves, the conditions of their operation and the technologies of safe data acquisition. The study focuses on improving the principles of obtaining primary diagnostic information on railway automation and remote control facilities using unmanned aerial vehicles. Using methods of discrete mathematics, graph theory, Boolean algebra and technical diagnostics, the study has developed and scientifically substantiated the principles of obtaining diagnostic information on the floor-mounted technological equipment of railway automation and remote control using unmanned aerial vehicles.
The unmanned aerial vehicle is equipped with a payload for obtaining diagnostic information on railway automation and remote control facilities located in close proximity to the railway track. The system solves several diagnostic problems at once in relation to the railway automation and remote control system: it collects objective data on the technical conditions of the floor-mounted process equipment (including defects), automates a certain share of routine maintenance operations, and verifies the facts of maintenance work performed by specialised personnel of signalling, interlocking, and blocking divisions.
The solution to these problems helps to increase the dependability and safety of railway automation and remote control devices thanks to the timely detection of incipient gradual failures and the prompt identification of already occurred failures that did not manifest themselves during the normal operation of the railway system. It is proposed to integrate data from all existing monitoring systems in a single corporate cloud storage for further processing using a secure intelligent data analytics platform, as well as automatically transfer the results of technical diagnostics to participants in the transportation process for their prompt consideration in train traffic control.

The study focuses on identifying and solving problems of functioning of the transport infrastructure and urban passenger transport in Yakutsk, problems associated with the emergence of various risks of financial, technological, technical, resource nature, which will affect the assessment of the possibilities of modernising the entire transport system of the region, urban transport, passenger and cargo transportation by building a line of elevated string transport of the “second level» designed by the Belarusian design engineer Anatoly E. Unitsky. Also, the advantages of the Unitsky string transport (hereinafter – STU) in comparison with other transport systems’ types were studied in detail. The main and practically significant results were obtained by means of theoretical and methodological research of scientific publications devoted to the problems and issues of studying and assessing the possibilities of introducing STU technologies for passenger transportation. The work uses methods and tools of comparative, system-structural, valuenormative, SWOT, content analysis of statistical data and official documents. The results of the research proposed in the article, are aimed at solving the accumulated problems in the sphere of urban public transport of Yakutsk. The proposed solutions seem to be promising, possess socio-economic feasibility, are capable of changing the technological positioning of the capital of the Republic of Sakha (Yakutia) and making the life of the population more comfortable and safer.

Transport infrastructure is an important element in the development of not only a locality, but also the country as a whole. To achieve maximum effect in this direction, it is necessary to analyse the criteria for the quality of the street and road network (SRN). The most important of them is the intensity of traffic flow. This indicator is dynamic and changes under the influence of a large number of characteristics of the Driver – Car – Road – Environment (DCRE) system.
A complex system of interaction between DCRE elements makes it difficult to accurately model the intensity of traffic flow, therefore, automation of data processing processes is required.
Deep learning is one of the most effective tools in the field of machine learning and artificial intelligence, allowing creating models of high forecasting accuracy. Using neural networks, a detailed system of relationships between individual components of the influence of independent variables on the dependent one is formed. Having generalised the experience of a large number of specialists in the subject area, not only the structure of the neural network was developed, but also a program for its implementation, providing for model training and forecasting. This approach to assessing the intensity of traffic flow was used for the first time and is a scientific novelty of the project.
The objective of the work was to study the training of high-quality models using the deep learning method to predict the dependence of traffic flow intensity on weather conditions and SRN characteristics.
The paper considers the process of training models on data from the traffic flow control lines of the Integra KDD system in Khabarovsk. The principles and rules of the deep learning method are analysed to predict the dependent variable. Amodel was trained for each control line, as a result of which it became possible to comprehensively assess the intensity of traffic flow. The dependent variable is characterised not only by weather and natural conditions, but also by the geometric elements of transport structures.
The quality of the models was tested on pre-processed data that was not involved in the training. The significance of the obtained results, which can be an important contribution to the development of traffic management systems and improving the efficiency of road infrastructure, was proven graphically

The objective of the article is to show the possibility of controlling empty wagon flows belonging to different operators using the example of structural and functional relationships. The interaction of the per-flow control of wagons with the systems of operated fleet size regulation can show a possibility of establishing the standards of separate rail wagon dispatch for individual operators in structural schemes. Then with a decrease in the disorganisation of the wagon flow, grows a possibility of redirecting the wagon flow to different loading stations, thus increasing the controllability of the fleet and reducing to zero additional runs from one loading stations to those actually specified in the transport shipping documents.
The study suggests applying scientific approaches when working with limiting points that arise due to the standardisation of the operating parameters of wagon fleets. The proposed approaches, under different operating modes, will lead to a decrease in restraints. The first operating mode: a shortage of wagons, in which the network operates as a channel: the network accepts and processes the entire incoming flow (brings it to loading stations), sometimes there is a shortage of wagons at loading stations. The second operating mode: the network operates as a sort of buffer storage, the network accepts all wagons for transportation, but is unable to transport them, cargo wagons are accumulated on the network temporarily delaying their transportation through routes. Comprehensive measures are required to stabilise the work with wagon fleets. The third operating mode essentially reflects the use of comprehensive measures. In this mode, the transport network operates in conditions of the influence of excess cargo wagon fleet, while accepting for transportation only the number of wagons that it can transport. Excess wagons, from the point of view of the impact on the public infrastructure, remain on non-public tracks. To operate under introduced limitations, it is proposed to work on reducing the disorganisation of the wagon flow, which, together with per-flow control, will reduce the number of limitations, reduce the load on the carrier’s infrastructure. An example shows implementation of the suggested approaches as for applicability of the idea of perflow wagon control through standardising the changing destination of empty wagons for places of mass loading considering the structural and functional interaction.

The article is devoted to the issue of finding the optimal assignment of electric buses to a given set of routes.
Based on the results of the analysis of scientific research, four key technical and operational parameters determining the efficiency of using electric buses were identified: route length (L_m), operating speed (V_e ), number of stopping points (Nstop) and daily traffic volume (Q).
The objects of the study were the routes serviced by State Unitary Enterprise «Mosgortrans», the operator managing the largest fleet of electric buses in Europe.
A statistical and cluster analysis of bus and electric bus routes of SUE «Mosgortrans» was conducted based on the selected parameters. The use of cluster analysis made it possible to classify the routes by the similarity of technical and operational parameters. The assessment of the conformity of bus routes with electric bus routes was made by comparing the average values of the standardised indicators in each of the clusters. A priority cluster of routes for operation of electric buses has been determined, and the main statistical parameters of the technical and operational indicators of the routes included in it have been determined.
To test the proposed methodology and solve the technological problems of organising the operation of rolling stock, taking into account the homogeneity of the route parameters in the cluster, a typical bus route has been selected and the main technological problems of the operation of an electric bus on the selected route have been solved.

In the last decade, consumer extremism as a type of abuse of rights under civil law has acquired in our country the form of a mass phenomenon. If in European countries and in the USA consumer extremism has a long history and has already become entrenched in society, then for objective reasons within our tradition its manifestations are not of mass nature, and the first ones were noticed only at the end of the 1990s. But at the moment it is developing, going through a stage of transformation from isolated cases to a finally formed phenomenon, and the definition of «consumer extremism» itself has not acquired a formal character, since it has not been included in the terminology of the current legislation of the Russian Federation. At the same time, the very possibility and necessity of including such a term in the law is the subject of serious scientific discussions.
In circumstances where the state pays significant attention to supporting the social interests and rights of citizens in general and the rights of consumers in particular, what we can actually witness, including in the legal field of Russia, some imbalance in the favour of consumers can be noted, when individual consumers use the powers granted to them, putting the seller of goods, works, services in a disadvantageous position. Thus, conditions are formed for the development of a culture of consumer extremism. The described problem is exacerbated by the increase in regulatory protection of the consumer, which in turn goes too far in economic relations and imposes the need to tighten the consumer’s liability for abuse of rights.
Analysis of practices, including judicial practices, shows that the sample is already so representative that it makes it possible to identify the most «attractive» areas of commercial activity from the point of view of violators, namely, the areas of shared participation in housing construction, provision of medical services, retail sale and purchase. The transport sector is also subject to this abuse of rights.
Of course, this phenomenon has a negative impact on the reputation and financial position of entrepreneurs, and this raise relevance of the task of finding ways to counteract the facts of unfair behaviour of consumers of both services and works, and goods. It is necessary to consider that consumer extremism is a complex, multifaceted phenomenon: it has not only legal, but also social, economic, psychological grounds, motives and consequences

This material is the first in a series of publications of a fairly detailed article by A. Pavlovsky, published in several issues of the journal «Zheleznodorozhnoe Delo» in 1892.
More than 130 years later, the topic of utilizing cargo cars belonging to various (in modern parlance) operators remains relevant.
The very fact that this issue was being addressed just a few years after Russian railways had surpassed their first half-century watershed is of interest.
Some proposals have undoubtedly outdated by this time and may seem overly simplistic, but some approaches still retain a grain of truth, at least in their formulation of the questions.
The original punctuation, vocabulary, and abbreviations used at the time are preserved untouched as much as possible.