The objective of the article is to substantiate and implement an approach to designing the principles of sustainability management of organisations and their associations, which ensures digitalisation of these principles and their structuring regarding levels of management, as well as between adjacent links in the logistics chain.

The research used methods of classification, analysis and synthesis, induction and deduction as research methods, and binary matrices formed based on classification features and their dichotomies, which make it possible to increase the objectivity of the results obtained, as a tool.

The article substantiates the possibility of designing organisation management principles based on their actual qualitative features of principles and dichotomies with further formation of binary matrices that allow for digitalisation of management principles and their structuring regarding levels of organisation management, as well as between adjacent links of the logistics chain; develops an ordered set of principles for organisational sustainability management with justification for their quantity and quality; proves the compliance of the developed management principles with the goals and objectives developed by the United Nations in 2015.

The implementation of the obtained results will reduce the lost profit of organisations and their associations, the time and costs for preparation and implementation of management decisions, will respond in a timely manner to the unique requirements of end consumers, and will also ensure that the parameters and characteristics of the internal environment of organisations and their associations correspond to the nature, duration, and volatility of environmental factors.

The suggested approaches and solutions, being sufficiently universal, can refer to full extent, to transport and logistics organisations and associations, as well as to all participants in supply chain, and are particularly relevant with the account for accelerated adoption of digital technology in transport and logistics activities.

The objective of the study described in the article is a long-term analysis of the quantitative and qualitative parameters of spatial mobility of the population and forecasting its future prospects based on the use of the dialectical method, methods of historical and statistical analysis, which is necessary to understand the required directions and rates of development of transport systems appealed to provide opportunities to meet the needs in spatial movements in the present and creating conditions for increased mobility in the future.

Based on statistical data, the study underlines the already high but still tending to grow level of spatial mobility of the population in modern society. It is concluded that mobility has turned to be an urgent need in modern society, and the need to move has become one of the most important human needs. The revealed changes in spatial mobility in the historical retrospective highlights the non-linear nature of mobility, which can be considered within the framework of the dialectical triad «thesis – antithesis – synthesis». The paper identifies the prospects for the growth of spatial mobility of the population in the context of digitalisation. Also, a new concept is introduced that of «spatial-digital mobility», defining must-to-have characteristics of transport systems to provide for the required level of spatial-digital mobility. In addition, the study argues for the significant role of construction of high-speed surface infrastructure for implementation of the growing potential of spatial mobility of the population and analyses the relevant parameters of the Transport Strategy of the Russian Federation until 2030 with a forecast for the period up to 2035. It is concluded that the deepening of socio-economic modernisation will be accompanied by a further increase in spatial mobility of the population, which requires the accelerated development of innovative transport.

The article considers the issue of estimating rigidity of the longitudinal fl joint of prefabricated tunnel linings with tensile bonding. Rigidity of fl joints affects correctness of estimation of predicted forces in tunnel linings. The tunnel design standards indicate the need to consider rigidity of joints of segments of prefabricated tunnel linings when calculating the forces in the load-carrying structures, however, the question of estimating the magnitude of the rigidity and methods for accounting for it remains open.

The objective of the research is to study design assumptions and to reveal some results of estimation of rigidity of ordinary bolted joints of segments of prefabricated tunnel linings, as well as the effect of the rigidity on the forces in tunnel linings. The issue is relevant when performing checking calculations of existing structures and when designing new linings with rigid bolted joints and other tensile bonding elements.

The article provides an analytical solution of the problem based on the compatibility of deformations of prefabricated elements, and shows the dependences obtained of the angle of mutual rotation of rigid segments of tunnel lining on bending moments, longitudinal forces, and geometric dimensions of lining elements. The correctness of the conclusions was verifi by a series of numerical experiments resulted in building of refi curves of the dependences of the same parameters, and in estimation of the spatial operation of cast-iron tubing in the contact area.

Solving the contact and physically nonlinear problem of operation of a fl       joint of cast-iron tubing with tensile bonding has allowed to identify at the beginning a set of linear deformations of functions of the dependence of the angle of rotation of the segments on the forces acting in them for a specific configuration of elements. A technique for applying the research results for modelling tunnel linings as a plane problem in the GTS NX environment is disclosed. Comparative modelling of the same type of test tasks for operation of annular tunnel linings showed that under various soil conditions, with introduction of joint rigidity parameters, an increase in bending moments up to 8 % is observed in the linings while longitudinal forces remain practically unchanged.

High-frequency vibrations resulting from many factors under loads existing in the wheel-rail system have a huge impact on the structure and properties of rail steel: there are signifi contact stresses in the surface layer that affect strength characteristics and overall fatigue of the railway track structure. Such an impact results, in particular, in the formation of the so-called White Layer (WL): a hardened layer on the surface of the base material, resistant to chemical etching, and having high hardness (above 1000 HV) and brittleness.

The objective of the research was to study the features of the formation mechanism, as well as the properties of the white layer formed on the metal surface using an integrated approach, namely, of destructive testing methods, electron microscopy, XRD, metallography, and microhardness measurements.

The reliability of experimental studies is due to the use of standardised test methods, developed methods of destructive and non-destructive testing in the main areas, the involvement of an accredited and certified laboratory, which makes it possible to fulfill in full the tasks set with appropriate quality.

The results of the research allowed to present an analysis of the white layer, the formation of which took place in high-carbon M76 rail steel after cyclic tests with a 20 kHz frequency. The morphology, phase composition, and microhardness of these inclusions have been studied in detail in comparison with the base metal. It is shown that the white layer is highly dispersed, pearlitelike, featureless inclusions of a ferrite-cementite structure, while their microhardness is 3–4 times higher than the original steel and is of 1000–1200 HV. A possible explication of a mechanism of the formation of a white layer is suggested: crushing of ferrite and cementite, which are part of pearlite, without intermediate phase transformations.

The article explores the problems of introducing autonomous cars (AC) into the transport infrastructure of St. Petersburg. The main problems among others comprise road technical condition and road equipment, security of data transmission, lack of technical capacity regarding data transfer rate, lack of regulation regarding technical issues. The study contains an assessment of the technical condition of roads as well as of presence of road markings necessary for positioning of AC on the road.

The suggested listing of the main parameters of road pavement condition substantiates the necessity to obtain relevant data and to equip the road system with appropriate sensors. The main areas important to ensure data transmission security during the design and construction of AC systems as described comprise security of collecting, transmitting, and processing data by AC systems, driver authentication, security of data transmission from road infrastructure. The study of the problem of data transfer rate incorporated a comparative analysis of the parameters of 4G technology, which is currently used by the infrastructure of telecom operators, and 5G technology, followed by the brief analysis of the barriers to adoption of 5G technology in Russia. The investigation of the existing regulatory and technical framework governing the operation of AC on public roads has identifi  a few key issues that are currently not governed by legislative acts or regulations.

The consideration of the problem of responsibility of road users has given ground to suggest that the responsibility must be extended not only to the owners of AC, but also to other participants in the process (manufacturers of AC, sensors, and software; organisations responsible for maintenance  of transport infrastructure, manufacturers of the elements and structures of transport infrastructure, etc.). The analysis of the issue of the security of data transfer also regarded data transfer to third parties.

The study also referred to the issues of adaptation of adjacent industries involved to the process of AC implementation, as well as to the ethical issues in the process of decision-making by AC software in a critical situation. The formulated recommendations on improving the transport infrastructure of the city of St. Petersburg are aimed at solving the problems identified in the article.

The active transformation of transport links and redistribution of cargo fl requires intensive development of new promising areas of cargo transportation. It is necessary to use existing transport and technological systems to develop measures to increase productivity and reduce non-production costs. This approach provides for increasing the effi      of the transport and logistics system.

The objective of the article is to study, develop and specify transport and technological facilities intended to handle grain cargo and their individual, most significant elements.

The organisation of transportation of various cargoes, taking into account the parameters of rolling stock, handling and storage equipment, is of decisive importance in determining the efficiency of transport and technological schemes.

The paper considers the technology developed to move the material flow from the consignor to the consignee, which

allows to supply cargo to the recipients at a fixed time while keeping its qualitative and quantitative characteristics. The study of the grain cargo transportation market made it possible to draw a conclusion about the importance of filling, discharge, and temporary storage operations for the entire operation chain.

A proposed innovative design of a class of bunker silos could significantly expand their functionality together with the developed technology of their operation to handle grain cargo.

Study on the analysis and modelling of the processes in proposed bunker silo considered physical and mechanical properties of the considered cargoes. The main parameters and factors, as well as the range of their influence on the efficiency of its operation were investigate for filling, storage and discharge stages.

The publication in this issue is the second, final part of the article that shares the vision of the approaches to creation of optimal conditions of train operation, control the load of marshalling stations, their interaction with freight stations, redistribution of cargo operations, and suggests final conclusions.  As it was noted in the abstract of the first part, changes in management of train formation, which are put forward based on generalisation of a number of results of earlier author’s studies and publications (the vast of majority of them have not been published in English) and newly formulated proposals for discussion, will make it possible to manage the transportation process in a fundamentally new way.

The objective of the article is to describe the method proposed by the authors and intended for validity check of initial data for managing reliability of locomotives and the entire locomotive facilities. It is shown that probabilistic-statistical methods which constitute the basis of Edward Deming’s theory of enterprise variability allowing to control the quality of enterprises’ products, including their reliability.

The averaged statistical data used in practices of railway transport and its locomotive economy are not homogeneous, representing what is called in popular publications «average temperature of hospital patients». The homogeneity of data is determined by their unimodality, i.e., the presence of a single process in the sample. Unsuccessful sampling leads to its bimodality and even multimodality.

The research method proposed in the article is check for unimodality of the initial data based on the consequence of the law of large numbers, according to which, with an increase in the number of data, homogeneous samples tend to one of the laws of distribution of random variable: to normal, exponential, lognormal or other known law. Therefore, and since any unimodal sample must meet a goodness-of-fit test, the article proposes to apply Pearson’s chisquare test (χ2). The unimodality of the data is suggested to be estimated through the probability of compliance with the chosen law of distribution of a random variable considering the probability of more than 0,3 (30 %) to be sufficient.

Using the example of locomotive operation data and on-board microprocessor systems data, data are shown that cannot really be unimodal, as well as the data that require changing the sampling rules to achieve unimodality. For example, when considering the average daily runs of locomotives by series at specific home depots with participation in one type of traffi (main traffi export, or shunting operations), their unimodality is achieved. An attempt to enlarge the data (to consider several series, several polygons, etc.) results in loss of unimodality.

The article considers the unimodality of data of MSU-TP on-board microprocessor control systems for diesel locomotives of 2TE116U series. The expected operating time for the positions of the driver’s controller turned out to be multimodal data. Surprisingly, the current of the traction motors turned out to be unimodal, regardless of the driving position of the driver’s controller.

Since the 1990s, the Government of the Republic of Korea has pursued a systematic policy of connecting the railways of the Korean Peninsula to organise a Trans-Korean railway with access to the mainland railway network but has not achieved the implementation of this project. Differences in economic systems and infrastructure of two countries are deterrents to organisation of the Trans-Korean railway.

The paper considers main historical periods, reflecting the stages of reunification of the Trans-Korean railway with the possibility of organising a transcontinental transportation. For the Republic of Korea, the emergence of a Trans-Korean and continental railway transportation will allow reorienting container flow from sea and road transport to the railway in the Asia-Europe direction, which will significantly speed up and make the delivery of goods more stable. The predicted volume of container flow between Korea and Eurasia can reach 300,000 containers per year by 2040. The objective of this study is to analyse the state, problems and trends in organisation of the Trans-Korean railway with an access in future to the transport network of the Asia-Pacific region. In this study, methods of analysis, synthesis and comparison are used.

Possible solutions for integration of Trans-Korean and continental railways are presented in five aspects. Long-term policies and plans drawn up based on consultations between the leadership of two Korean countries need support through revealing interests of international organisations and neighbouring countries. The strengthening and development of the railway infrastructure of the DPRK is possible with the help of joint projects with the Republic of Korea and neighbouring countries. The creation of a transcontinental railway and the development of technology for accelerated customs clearance of containers will allow the countries of the Korean Peninsula to reach a new level of political and economic cooperation.

The article deals with the problems of creating and using of locomotives run on stored thermal resources (steam) and intended for industrial enteerprises. The objectives of their development and introduction are still relevant and consist in implementation of economical and environmentally friendly locomotives for nonpublic access roads.

Shunting operations are considered as an independent type of enterprises’ activity that is not related to their main activity. The locomotives of transport workshops used today for this purpose consume diesel fuel, which significantly increases the logistics cost of goods and reduces the final profit.

The article considers one of the possible ways to make the thermal energy (steam) traditionally utilised for technological purposes, to perform other work, which from an energy-economic point of view will be done free of charge, since the cost of energy generation is already covered by the cost of products.

For internal and access roads of enterprises, a version of a fireless locomotive with a traction force of 90 kN (9 t) has been developed. This machine does not need fuel but uses process  am obtained from stationary boilers of enterprises and accumulated in a high-pressure tank with thermal insulation.

The locomotive was created based on the 9P type 0-3-0 tank locomotive, which was common before. The boiler with a furnace was replaced by a steam storage boiler, which is a closed cylindrical tank with a high degree of thermal insulation.

The estimated time of operation of the machine on a single charge is 6–8 hours. The maximum estimated mass of the train on a straight section of the track at a speed of 30 km/h and a traction force of 83 kN•t is 3000 tons.

The use of this type of locomotive makes it possible to save diesel fuel in the amount of 0,75–1,0 t/day, reduce repair costs by 90 % compared to a diesel locomotive, reduce the cost of maintenance personnel, get the opportunity to use it in enterprises requiring increased explosive and fire safety.

An example of calculating the use of six locomotives at an oil refinery is given, which will give an annual saving of 1444 tons of diesel fuel, with a payback period of the locomotive itself of 3,2 years.

The article, based on the archives and other never published materials, discusses the history of design and construction of Krivandino–Ryazanovka and Sazonovo–Pilevo railway lines, which belonged to Moscow–Ryazan branch of Moscow railway. The objective of writing the article is to clarify the circumstances of design, construction and operation of these lines, as well as to identify the reasons that led to their decline and closure in the mid-2000s. To achieve this objective, well-known publications in the press and the Internet were analyzed. In addition to using data from these sources, work was carried out to search for written sources on the issue under study in archival institutions in Moscow. Some documents are published for the first time. he result of all the work carried out was establishment of the  following  previously  unknown  or  questioned  facts: Krivandino–Ryazanovka railway line was built in 1943–1944, Sazonovo–Ryazanovka section was built later than the rest of the line. The purpose of Krivandino–Ryazanovka line according to the project and in the first years of its existence was transportation of firewood for heating of Moscow. The date of acceptance of Sazonovo–Pilevo line in full for servicing Kurovskaya distance of the track is January 1, 1978. From the northern neck of Pilevo station, the access road went to the construction yard of Meshcherskoye peat enterprise. According to Kurovskaya distance of the track, the broad gauge transshipment station of Meshcherskoye peat enterprise was called Torfyanaya.

The first part of the paper. The second part is scheduled for the next issue.

News from the archives

The final part of the article published in two previous issues.

Let us remind that in 1910 the experienced railway manager Nikolai Petrovich Verkhovsky presented in the 8th  Department of the Imperial Russian Technical Society the book «Railway Confusion» written by him, dedicated to the comprehensive solution of a wide range of pressing issues of organising the work of railways.

In the third part published in this issue, the emphasis is on the functions of the so-called local government councils within the railways and under the auspices of administrators of railways, role of the divisions of the traffic control within the railway companies and on countering the thefts and misappropriations. The speaker also commented on the organisation of the railway companies regarding the staff, and summed up his report with his main thoughts about the importance of railways.

Punctuation and vocabulary of the author are preserved in the text as much as possible.

Troitskaya, N. A. An innovative approach to design of a system for transporting oversized heavy cargo: Textbook [Innovatsionniy podkhod k proektirovaniyu sistemy transportirovki krupnogabaritnykh tyazhelovesnykh gruzov: Uchebnik]. Moscow, KnoRus publ., 2022, 234 p. ISBN 978-5-406-09189-0.

The problems of transportation of oversized heavy cargo are among the most difficult in the transport sector. This is due to a wide range of weight and size parameters of the transported goods. In this regard, the publication of the textbook «An innovative approach to design of a system for transporting oversized heave cargo», developed by Professor of the Department of Automobile Transportation of MADI, D.Sc. (Eng) Natalia Troitskaya with the participation of Associate Professor of MADI, Ph.D. (Eng) M. V. Shilimova is relevant.

Fedotenkov, G. V. Unsteady contact interaction of elastic shells and solid bodies. Abstract of D.Sc. (Physics and Mathematics) thesis [ Nestatsionarnoe kontaktnoe vzaimodeistvie uprugikh obolochek i sploshnykh tel. Avtoref. dis... doc. fiz-mat. nauk]. Moscow, MAI publ., 2021, 38 p.

Maung Maung Win Aung. Rational design and technological solutions for cable-stayed bridges with a reinforced concrete stiffening beam for the conditions of Myanmar. Abstract of Ph.D. (Eng) thesis [ Ratsionalnie konstruktivno-tekhnologicheskie resheniya vantovykh mostov s zhelezobetonnoi balkoi zhestkosti dlya uslovii Myanmy. Avtoref. dis... kand. tekh. nauk]. Moscow, MADI publ., 2021, 25 p.

Parakhnenko, I. L. Research of the interaction forces in the «wheel−rail» contact following changes in the tribological condition of the rail surface. Abstract of Ph.D. (Eng) thesis [Issledovanie sil vzaimodeistviya v kontakte « koleso – rels » pri izmenenii tribologicheskogo sostoyaniya poverkhnosti relsov. Avtoref. dis... kand. tekh. nauk]. St. Petersburg, PSTU publ., 2021, 25 p.

.Compiled by N. Oleynik