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In January 2022, a line of 2,000 cars formed at the Russian-Chinese border, waiting to be allowed to cross the state border [1]. The main reasons for the accumulation of a large number of vehicles at border checkpoints are restrictions on the movement of vehicles and cargo due to the difficult epidemiological situation, the lack of operational information interaction between transport organizations and regulatory authorities, insufficient capacity of the transport and terminal and logistics infrastructure. Consignors are switching to sending containers by rail, including the issue of piggyback transportation. In recent years, Russian Railways Holding has been actively developing a logistics service for the transportation of semi-trailers by rail, including in international traffic. Transportation of goods in piggybackers from the border provinces of the People's Republic of China towards the northeastern regions of Russia, where the transport infrastructure is poorly developed, difficult climatic conditions and irregular transport links, is an effective way to deliver goods to ensure an uninterrupted supply of the population of the region. As part of the strategy of the new Silk Road «One Belt - One Road» one can organize piggyback routes in the direction of Suifenhe - Grodekovo - Nizhny Bestyakh with the formation of the necessary cross-border terminal, logistics and transport infrastructure. The subject of this study is the analysis of the infrastructure of the Pogranichny railway checkpoint and the technological processes for organizing international piggyback transportation. The aim of the work is to develop a project for the infrastructure equipment of the terminal and logistics complex of the Pogranichny railway checkpoint for the organization of piggyback transportation. This paper uses theoretical research methods, including system analysis and information synthesis. By analyzing quantitative and qualitative indicators, operating technology and technical equipment of the Grodekovo station, the objects of the terminal and logistics infrastructure and issues that need to be addressed in the implementation of piggyback transportation were identified. The article presents the transport and technological schemes for the delivery of piggybackers, which are based on the functioning of terminal and logistics complexes, united by a single information space, and also considers the elements that affect the efficiency of organizing piggyback transportation. Transport industry experts predict a further increase in the volume of passage and transshipment of goods through the Far Eastern transport corridors, so the use of non-reloading transportation technologies and the implementation of the principles of «seamless» logistics will require reformatting the border terminal and logistics infrastructure with the introduction of digital services for the interaction of participants in international transportation.

The article assesses the state of the market of transport and cargo services in Uzbekistan, considers the problem of scientific justification of the rational placement of cargo facilities in the country. Analysis of the problems of transport services has shown that freight traffic flows have spread out, negative trends have manifested themselves in the form of regular growth in the cost of fuel and energy resources, tightening of regulatory requirements, growth of customs duties, sanctions in the form of cancellation of previously introduced benefits, and more. However, such indicators of rail freight transportation as the range of container transportation and average travel time are stable in rail traffic, i. e. the diversification of the cargo base and the tendency to full capacity utilization take place. Separately, it should be noted that rail transportation interacts with other transport industries - automobile, air, sea, river and other modes of transport - as partners, not as competitors - multimodal freight transportation is widely developed, special logistics agencies operate to ensure the organization of uninterrupted work during freight transportation. Uzbekistan's railways need to be reformed, and possibly restructured. At least, private capital funds are already being attracted to the system of private carriage operation. The article describes the scientific methods of analysis and synthesis, classification, mathematical statistics used in the study. A roadmap of qualitative transformations for the reorganization of the transport and cargo industry has been proposed, which will bring positive results for the transport infrastructure as a whole.The results of the study will further reveal the capabilities of terminal networks capable of providing in a short time the delivery of large volumes of necessary cargo to domestic and foreign markets, the uninterrupted functioning of the necessary infrastructure for the placement of cargo facilities on the railway network. The object of the study is the state of transport infrastructure with a decisive role in trade.

Low-density railway lines (LDRL) make up almost 1/5 (15,353 km) (18.2 %) of the total length of Railways of JSC "Russian Railways". Currently, the operation of LDRLs in countries of Europe and in Russia is very expensive. This is due to the large number of manual management operations and the excessive need for staff. The solution to the problem of efficiency of use of LDRL in the conditions of market economy is one of the priority tasks facing the transport industry. Despite the fact that LDRL are poorly loaded (on average 3.5 pairs of trains per day) and, therefore, unprofitable, their content is subject to almost the same requirements as for the mainlines, including reporting requirements. The stationmaster and staff of LDRL are overloaded the reporting documentation. This requires the performance of work on the revision of the technology, standards of service and operating procedures LDRL. The purpose of the study is to reduce costs for the main types of activities by changing the technology of maintenance and operation of LDRL. The subject of this study is the operation and maintenance of the LDRL network of JSC "Russian Railways". The methodology of the conducted research is based on the system analysis and scientific generalization of domestic and foreign experience in operation and maintenance of LDRL. The article highlights the technological features of operation of the LDRL. The classification of lines with low-intensity traffic has been developed and the criteria for their assignment to the proposed types have been determined. The peculiarities of the organization of movement of trains, passenger and freight work for the LDRL of various types are presented.

In connection with the traceable global trend of increasing average speeds in railway transport, more and more often they are trying to exclude the intersection of railways and roads. However, in the Russian Federation, only 40 % of railway crossings are located near settlements or on busy roads, the construction of two-level interchanges at the remaining crossings is not economically profitable, and sometimes difficult due to climatic conditions. Therefore, a different approach is needed to prevent incidents and accidents at crossings. At the same time, the need for an individual construction of a security strategy for each object of the transport infrastructure should be taken into account. At present, in the existing information systems of the Ministry of Transport, the Ministry of Internal Affairs, as well as the owners of the railway infrastructure, a fairly large amount of statistical information has been accumulated on incidents and traffic accidents at railway crossings. But most often these data are used for certificates containing absolute values in each of the departments. At the same time, the relationships between these disparate sources of information are not comprehensively analyzed. Modern technologies for creating intelligent information systems based on existing large databases and tools such as machine learning, intelligent search, neural networks make it possible to build an expert system based on a specific set of rules that can analyze the situation at a particular crossing, assess the likelihood of emergency situations and suggest ways to prevent them. In addition, it is important to analyze not only the infrastructure, but also specific units of vehicles and the accident-free performance of the drivers driving them. This article discusses the prerequisites and technology for building a knowledge base of an intelligent system used to analyze the level of safety at railway crossings, which will allow us to combine currently information about the factors accumulated in various systems that affect traffic safety at crossings and based on the accumulation of knowledge give a forecast of the development of the situation at each specific object.

The article deals with the organizational features of the Federal law of the Russian Federation on "transportation security compliance requirements to ensure transport security objects (buildings, structures), not related to transport infrastructure objects and located on land adjacent to transport infrastructure objects in the security zones of land transport. Systematized the activities required for the implementation of such transport facilities. In the work used techniques of systems analysis, comparative method, methods of theoretical knowledge (formalisation), obshhelogicheskie methods and techniques of research (analysis, synthesis, classification, the analogy).

In the Russian Federation, most railway accidents take place at passive level crossings. The majority of scientific papers on the topic of crossings deal with the improvement of active level crossings operation. At present, there is no effective way to improve safety at passive level crossings. The subject of the study is passive level crossings. The aim of the paper is to develop a set of preventive measures to avoid accidents at passive level crossings. The article describes the cases of traffic accidents at level crossings of the West Siberian railway, studies the scheme of passive level crossings and offers a schematic diagram of the accident prevention system at passive level crossings. The work algorithm of the accident prevention system at passive level crossings and the algorithm of giving the locomotive a notification of an emergency situation at passive level crossings are presented. Using the existing coding scheme of the train protection system as a transmission line for information about an emergency situation at a level crossing allows simplifying significantly the scheme of the developed system. The paper also calculates the maximum permissible time of occupation of the crossing by motor vehicles and the time of coding change in the automatic locomotive signaling system of continuous type. The proposed accident prevention system at passive level crossings does not require additional equipment to organize the communication channel and is cost-neutral. Equipping passive level crossings with this system will improve train safety, reduce the number of accidents and increase the efficiency of the railway transport complex in general.

The article deals with the possibility of applying diagnostic algorithms, taking into account the complexity of the examination, applied to a specific problem of searching for damage in receiver end of station's tonal track circuit. The article presents calculated conditional probabilities, diagnostic weights, particular and general diagnostic values of examinations, taking into account the time of movement and work by an electrician. Based on the calculations performed, a conditional diagnostic algorithm has been compiled, taking into account the complexity of the following for the equipment of the relay end of the tonal rail circuit. The effect of using this algorithm is shown. The results of the work given in the article can be used in the maintenance of automation systems of existing railways.

The globalization of world economic processes poses challenges for the international transport corridors (ITC) development and their sections as part of national transport systems. The tariff policy and regulatory environment of the transportation process form the institutional prerequisites and cargo base of the ITC, which can become a barrier or driver of its development. The purpose of the work is assess the transport corridor development potential and increase the attractiveness of the ITC by using multimodal transportation schemes to attract cargo flows (including export) from related directions. The paper provides an analysis and development of methods for assessing the prospective transport corridor cargo base in the conditions of competition between enterprises of transport modes, taking into account the national transport network configuration. The article presents a method for assessing the cargo base in the conditions of monomodal and multimodal transportation based on logistics principles-reducing the time and cost parameters of the transportation organization scheme. The possibilities of transport modes integrative development are show in the zone of gravity of the transport corridor due to the transport in multimodal transport organization. The geographical Russian Federation «transit» location on the Eurasian continent opens up wide opportunities for the convergence of the European and Asian countries economies through the development of the ITC that runs through our territory. The article considers the prospects for the ITC «North-South» development, which depend on geopolitical and infrastructural (technological) factors. The technological factor relate to such problems of the Russian transport system as the congestion of infrastructure at the approaches to the ports of the Azov-black sea basin, the Moscow-Likhaya-Rostov-on-don-Krasnodar railway, etc., which directly affect the potential of the transport corridor. A graphical diagram present main railway and automobile communications of the ITC «North - South» and road network with distances for tariff calculations.

The main engineering problem associated with the degradation of permafrost and cyclic freezing-thawing of seasonal permafrost soils is a decrease in the bearing capacity of engineering structures due to the degradation of the main physical-mechanical properties of the embankment soils. The cyclical change in temperature leads to regular freezing-thawing of the soil, as a result of which such types of deformations occur as heaving during freezing and settlement during thawing. The purpose of this work is to highlight new information about complex measures to stabilize the subgrade of railways and highways in the cold regions of China. The paper considers such measures as thermosiphon stabilization, rock fill, installation of ventilation pipes and laying of thermal insulation boards. This paper also describes the disadvantages of existing measures for stabilizing the temperature regime of the embankment and its base. Considered the main transport network of the Qinghai-Tibet plateau, including the Qinghai-Tibet railway and four highways. The experimental section of the Wushu-Xining expressway on the Qinghai-Tibet plateau was chosen as the object of the study of numerical modeling; a numerical calculation of the temperature and moisture content fields of the typical embankment was carried out, as well as numerical calculation of the embankment with rock fill for the 10th year of operation. The calculations were carried out on the basis of the «Freeze-Cold» software package specially developed for engineering calculations of the freezing and thawing process in soils. The calculation showed that rock fill allows to reduce the area of the soil thawing, raising the front of frozen soil, helps to reduce the degradation of frozen soil, which ultimately has a positive effect on the bearing capacity of the entire engineering structure. Analysis of the collected data and calculated values allows to conclude that the use of rock fill of 0,8 meters depth as an insulating material to maintain the stability of the thermal regime of the embankment on frozen ground in the considered region of the Qinghai-Tibet Plateau.

New activities have appeared in Russia as a result of the structural reform of the railway industry. Operation of rolling stock is one of them. Operator companies have assumed this function, but now there is a surplus of rolling stock in the transport market. There is a need to develop methods and algorithms to improve the efficiency of this activity. The aim of this work is to analyze the activities of the owners of rolling stock, their organizational structure, the situation on the transport services market and identify directions for business diversification. Theoretical studies in the field of car fleet management are considered in the work. As a result, the main functions of the operator companies were identified. An assessment of the state of the market indicates that operators are pursuing a client-oriented policy and are gradually expanding the range of services provided. Technological outsourcing as a way of diversification was presented in the final part of the work. It enhances the quality of the operators' services.

The purpose of the work is to analyze and assess the structure of economic development and the impact of the «economic space» on railway transport in Uzbekistan, to consider the use of container block train technology. Scientific methods of analysis and synthesis, classification, mathematical statistics, economic analysis, mathematical technical modeling are used. The following results were obtained. The dynamics of the development of cargo transportation in Uzbekistan is assessed on the basis of GDP data. The volume of provided transportation and the use of modes of transport by the volume of shipped products is considered. Of these, the number of goods shipped in Uzbekistan from railway transport, the dynamics of the volume of transportation of certain types of cargo in containers. According to the dynamics of the growth of cargo transportation, a decrease in growth was revealed in 2020 and associated with the pandemic, but in general there are steady growth rates. It is concluded that along with the ongoing work on the renovation and reconstruction of railway tracks, it is necessary to take measures to optimize the entire chain of cargo transportation by containerization, so the use of block train technology. The practical significance of the results of the study follows from the fact that the analysis of the development of transport infrastructure revealed a sharp decline in the results of transport at the end of 2019 - 2020 due to the pandemic, but at the same time, there is a reduction in the «economic space» by improving transport infrastructure, simplifying transit and customs clearance procedures, increasing transit volumes and regional trade, therefore, the logistics transportation market in the republic will grow at an accelerated pace in the coming years. Mass use of containers with the use of block train technology, so. the collection of containers from the port rear terminals, where the formation of batches of containers takes place, and their accumulation in the volumes required by the buyer for transportation by rail can also be a solution to the identified problems.

The national program of socio-economic development of the Far East in the period to 2024 and a term until 2035 [1], approved September 24, 2020, provides for the modernization of the transport infrastructure of the Eastern site of "Russian Railways", in 2021 carrying capacity which should reach 144 million tons and by 2025, capacity will be increased to 182 million tons. In addition, the program provides for the implementation of measures to increase production capacity of the far Eastern seaports and development activities in the Arctic region and the Northern sea route as competitive Intercontinental transport corridor for cargo between the ports of the Asia-Pacific region and the European Union. to ensure the passage of promising volumes of cargo traffic, it is necessary to resolve issues that hinder the effective functioning of the far eastern transport hubs. Currently, the railway infrastructure of transport hubs has a maximum load. In 2018, the unloading of cars that arrived as part of block trains at the port stations of the Far Eastern Railway amounted to 994.46 thousand cars, while loading amounted to 426.88 thousand cars. Such a disparity in the volume of loading and unloading of goods leads to the accumulation of a large number of empty rolling stock at the port stations of the Eastern Polygon of railways, which must be sent for loading at the stations of the western direction. the released rolling stock occupies the tracks of the station and the port, thereby making it difficult to perform shunting work and limiting the station's ability to receive loaded cars. The purpose of this study is to develop proposals for the organization of work with empty car traffic at the eastern railway landfill. This requires to solve the following tasks: to analyze the workloads of the stations and the far Eastern sea ports interaction technology to all the traders in the transportation process, to develop actions on the organization of work of the regional logistics center with the empty wagons, to determine the economic efficiency of the activities. An important areas of work of the regional logistics center of the Far Eastern Railway is to improve the technology of working with the released rolling stock and the organization of a transport and logistics system for the accelerated return of empty gondola cars to the loading station. This paper presents an organizational scheme of interaction between rolling stock operators and management units of Russian Railways to regulate the movement of empty rolling stock. To improve the efficiency of operating the car fleet, it is necessary to organize an operational exchange of information between various owners of rolling stock, the regional logistics center of the Eastern polygon and the unloading station, which should consolidate the car traffic to form a special empty route. the conclusion of the study is to determine the potential economic efficiency of reducing the turnover of block train cars in the direction of «nakhodka-vostochnaya station-loading stations of the east siberian, west siberian and krasnoyarsk railways».

This article discusses the directions of digitalization of the transport industry, both in the Russian Federation and in foreign countries. The characteristic of the directions of digitalization of the transport industry as elements of the technological revolution (industry 4.0) is presented. The review of approaches and various digital platforms used for digitalization of the transport industry to identify and analyze the main vectors of development in the field of digitalization of the transport industry. Comparative data on the costs of the digital economy and R&D in Europe, the USA and Russia are presented. The large-scale penetration of digital technologies is shown, both at the managerial level and at the technological level, which in turn allows enterprises to make timely operational decisions during operational activities in order to increase the asset utilization rate, and also allows for the integration of all business processes of the enterprise through the use of IT technologies in the process approach of determining the relationship of business processes, four main directions of digitalization processes in the transport industry are identified The main directions of digitalization processes in the transport industry are highlighted. Examples of the introduction of digital technologies in road and rail transport in Russia and the world are given. The work of local digital information platforms in a single digital platform of the transport complex is reviewed. The advantages of using digital information platforms are shown. A model of a unified digital transport business-logistics ecosystem is proposed.

The article deals with the issues of improving the model of interaction with customers through the introduction of digitalization projects in the sphere of freight rail transport, describes the changes in the main functions of the company's divisions and technological aspects. The technological and economic effects of the development and implementation of freight transport digitalization projects on the example of improving the digital platform of interaction with customers are determined. The model of CRM-system implementation of transport services digitalization is worked out, investments on its development and implementation are defined. The main categories of risks with the greatest direct impact on the effectiveness of the new model implementation of interaction with customers are considered. The digital platform of interaction with the client allows to carry out the order of freight transportation service by rail without any additional financial and technological expenses connected with obtaining the qualified electronic signature, to simplify the organization of contractual work to obtain services and payments for them.

Purpose. Constructing a model for predicting a quantitative indicator of the pre-discharge state of the upper structure of the track based on a statistical analysis of the seasonal dynamics of this indicator. Forecasting involves identifying bottlenecks for timely corrective action. This approach allows you to refine the construction of algorithms of the functional risk assessment system on the infrastructure of Russian Railways for managing the technical condition of the railway track and safety and is considered as an element of digitalization of the risk assessment of traffic safety in the Railway Infrastructure Directorate. The development is carried out on the basis of accepted existing regulatory documents and classifiers of risk factors operating for the infrastructure management at Russian Railways. Methods. regression analysis, data validation, modeling based on regression analysis. Results. Dependence was identified and a forecast model of the dynamics of the number of deviations of the 2nd degree rail gauge geometry (GRK) was built based on the use of actual data from the automated system Path (APCS P) of Russian Railways. Testing of the approach was carried out on the basis of the Directorate of Infrastructure of the North Caucasus Railway. The identified dependence allows you to give a fairly accurate forecast of the state of traffic safety and the development of GRK deviations on the 2nd degree for use in practice, effective planning of material costs for planned preventive work and overhaul at linear enterprises, on a specific railway adopted for calculation and on the network of Russian Railways. Practical significance. The constructed model allows predicting the intensity of the risk factor on an objective basis of seasonal patterns, as well as the volume of control impacts on the current content of the upper track structure. The presence of such a forecast will make it possible to establish a relationship between the indicator of the dynamics of the number of deviations of the 2nd degree rail gauge geometry, including seasonal dynamics, and the risk factor, that is, the number of GRK deviations of the 3rd degree used in the risk assessment on the infrastructure. The result of this approach is the solution of a system of tasks that affect the values that reflect the level of risks, and as a result, effective management of financial flows for the maintenance of infrastructure, reduction and prevention of traffic safety incidents.

The article deals measures to improve the efficiency of using empty cars on the example of the East Siberian railway. The problem of the mechanism for managing cargo and empty runs has been identified. It is necessary to create the system for managing empty rolling stock. The authors consider the technology of working with the company's empty car fleet and the logistics of rolling stock through the Taishet station of the East Siberian railway. The relevance of the goal is the insufficiently developed transport and logistics infrastructure of the region located at the intersection of large transport flows, high costs of logistics operators for the empty tariff. Taking into account the prospects for the development of the station's transport and logistics infrastructure in accordance with the long-term development program of Russian Railways, there are opportunities to increase the range of types of rolling stock and cargo, including container ones. This technology, with timely provision of empty rolling stock for stations, will significantly increase the level of loading and unloading and routing of incoming empty cars. The practical significance of the considered measures is the possibility of reducing the load of some stations, reducing empty flights of rolling stock, increasing the profitability of transportation and the efficiency of using rolling stock by reducing its turnover. In General, for the network, the results will increase the capacity and transit volumes of container traffic from China to the Russian Federation, and stimulate the development of the transport business.

The article discusses issues of simulation modeling of technological processes of repair of rolling stock components. A model of the technological process of repairing a trolley (mod. 18-100) of a gondola car in an ARENA environment is given.

The article describes the possibility of applying diagnostic algorithms, taking into account the complexity of the examination, applied to a specific problem of searching for damage in receiver of station's tonal track circuit. The aim of the work is to justify the need to take into account the complexity of the survey when compiling these algorithms. The order of compiling the diagnostic algorithm is shown, conditional probabilities, diagnostic weights, private and general diagnostic values are calculated. On the basis of the calculations performed, algorithms for diagnosing taking into account the complexity of the examination in receiver of the tonal track circuit was compiled. The work results presented in the article can be used for technical maintenance of automation systems of operating railways.

Non-public railway tracks and junction stations of mainline railway transport are the most important links of the «railway - clients» system. At these points, car traffic is generated and extinguished, as well as information and documents are exchanged. When organizing interaction, it is necessary to take into account the interests of not only the carrier and the owner (user) of the non-public track, but also the owners of rolling stock. The most effective solution is to develop an automated interaction management system. The purpose of the work is to determine the factors that lead to idle of cars while waiting for technological operations to be performed with them. This will allow you to find control solutions aimed at eliminating (reducing) the negative impact on the operation of the “railway - clients” system. To achieve this, an algorithm has been developed for the presence of a car on non-public railway tracks, and factors that have a negative impact on the idle of cars on non-public tracks have been identified. The proposed algorithm is the basis for developing a mathematical model for calculating the time spent by a car on non-public tracks. The presence of cars on non-public tracks is presented as a control object for the subsequent development of an automated control system for the interaction of junction stations and non-public tracks. It will have a comprehensive approach to calculating the costs and risks of all participants in the «railway - clients» system.

The integration of the railways of South and North Korea will make it possible to form an international Eurasian transport corridor and ensure the transportation of goods produced in the Republic of Korea by rail. Today, South Korean cargo owners, due to the island situation, use mainly sea transport. The organization of transportation on the Trans-Korean Railway with access to the Trans-Siberian Railway and the railways of China and Mongolia will give advantages to shippers in terms of cost and time of cargo delivery. The implementation of the project on the reunification of the Trans-Korean Railway will lead to an increase in the volume of cargo and container transportation, including in rail-sea communication. In the Republic of Korea, the main transport hub is the port of Busan, which is served by rail and road transport. The Busan transport hub includes two seaports - the new and old Busan ports, railway stations serving the container terminals of the port, as well as rear terminals to which container delivery is carried out by road. Every year, the share of rail transport for the import and export of containers to the terminals of the port of Busan is less than 7 % and continues to decrease. This dynamic is associated with the presence of infrastructure, economic and technological problems of interaction between rail and sea transport in the port of Busan. The subject of this study is the analysis of the processes of interaction between different modes of transport in the new port of Busan. The purpose of the work is to develop measures to increase the capacity of the railway component of the Busan transport hub for the organization of trans-Korean transport within the framework of the Eurasian transport system. In this paper we used theoretical methods of research, including a systematic analysis and synthesis of information. As a result of the analysis of the technical equipment, operating technology and the existing railway infrastructure of the New Port of Busan, the presence of «bottlenecks» in the functioning of the «railway - seaport» system was revealed, which hinder the effective process of container transportation. The paper considers infrastructure, technological and organizational measures to increase the processing capacity of Busan transport hub facilities. The implementation of the measures under consideration will require time to change and restructure the system of interaction of transport in the process of container transshipment. It is necessary to determine the stages of infrastructure changes based on the forecast of future traffic volumes, including using simulation modeling.

The method of determining the costs of technological time of processing trains en route has been improved, taking into account the duration of all operations performed by wagons at stations for the effective organization of freight transportation technology on railway transport. A model for calculating the delivery time of goods has been developed to correctly determine the time spent by loaded wagons en route. A method has been developed for determining the time spent on technological operations at stations and the delivery time of goods. The developed method allows you to determine and plan in advance the amount of work that will be performed at the stations. The indicators affecting the duration of the time of delivery of the cargo are given. An improved formula for determining the delivery time of goods by rail is recommended. The article proposes a technology for calculating the daily mileage rate of wagon shipments, depending on the technological operations performed with wagons at stations and the distance of transportation. The reliability of the research results is confirmed by the use of modern calculation methods. Theoretical studies were conducted on the basis of the laws of mathematical statistics. The scientific significance of the results obtained is characterized by the improvement of methods for determining the costs of the technological time of processing trains and the timing of cargo delivery based on the systematization of conditionally constant and random factors affecting the transportation process on railway transport.

A level crossing is a system of interaction between rail and road transport. Traffic safety at level crossings is a priority in Russia. Despite the annual reduction in the number of level crossings and the modernization of existing level crossings, the number of accidents at level crossings, including fatalities, remains at the significant level. The subject of research is the factors affecting the safety of level crossings. The aim of the work is to identify the factors with the greatest affecting the operation of a level crossings in the Russian Federation. The research used: a generalized block diagram of a level crossing, a block diagram of factors affecting the operation of a level crossing, a prior analysis by the evaluation, calculation of the Kendall coefficient for individual groups of factors, sorting of factors according to the average assessment of experts. The article provides data on the number of road traffic accidents at level crossings in the Russian Federation for the period from 2005 to 2020, and the number of level crossings of different categories for 2020. It has been hypothesized that the main cause of accidents at level crossings is violation of the rules by vehicle drivers. The block diagram of factors affecting the operation of a level crossing based on the generalized block diagram of a level crossing. Factors affecting the operation of a level crossing are divided into four groups. The Kendall coefficient was calculated for individual groups of factors. Evaluation of the factors affecting the operation of a level crossing was implemented, according to the average assessment of the experts. This hypothesis was confirmed. Using of the results of this analysis will reduce the number of accidents at level crossings. The results can be used both in the modernization of existing level crossings and in the design of new level crossings.

Intermodal transportation management is a complex and responsible process. When carrying out international and intercontinental contrailer transportation, rail transport is traditionally used. The task of railway transport is to ensure transportation along the so-called «land bridges» - land sections where the route begins or ends, or through which it passes in transit. Despite a significant level of computerization and informatization, the level of delays in the delivery of goods in the field of contrailer intermodal transportation does not decrease. The unsatisfactory progress of the contrailer trains is a significant factor in the occurrence of these delays. This problem is common, and not only appears before intermodal operators operating the Siberian and Eurasian continental land bridges, which pass through the territory of Russia and Kazakhstan, respectively, and for the delivery of goods from Japan, South Korea and Taiwan to the countries of Eastern Europe. Named problem applies to the American and Canadian land bridges, through which Japanese goods reach consumers in the United States and Canada and through the ports of Germany and the Netherlands to consumers in Western Europe. This situation is due to the lack of effective approaches to the construction of control systems that would demonstrate a high level of efficiency in conditions of uncertainty, which is a natural component of the transportation process.

The main purpose of this article is to analyze the tools of blockchain technologies used in the field of supply chains. To achieve this goal, a detailed analysis of individual technologies is carried out, practical examples of their use are given, proving the useful effectiveness of its integration. The spread and formation of information technologies are an existing fact in the modern world. Over the past decades, this direction has determined the main trajectories of the development of the economy, industry and society as a whole, which in turn leads to enormous changes in the aspect of technological progress. The formation and development of the digital environment is one of the top priorities of most developed countries, including the Russian Federation, the USA, Germany and others. Modern technological progress is characterized by the development and formation of various information technologies that contribute to improving the rational use of resources and improving the efficiency of modern enterprises. Currently, there is a huge variety of applied and professional tasks, the most effective solution of which involves the use of various kinds of information technologies. In this article, the question is raised about the relevance of using Blockchain technology, about possible problems of its implementation, about what blockchain can give to various sectors of the economy and logistics. To understand the question of how the blockchain works, the second-generation Ethereum blockchain is taken as a basis, which includes an updated system of smart contracts and much more. Topical issues that blockchain is able to solve in logistics, such as inventory and cargo tracking, authentication, transparency in supply chains, increasing the speed of cargo delivery, and the creation of a freight market, are considered. The possibility is also considered and a description of the application of this technology on the railway network of Uzbekistan is given. This technology is applicable in many sectors of the modern rapidly developing world and is able to accelerate the development of the digital economy.

In the context of the sanctions policy of Western countries the main economic partners of Russia and consumers of commodity flows are the countries of the Asia-Pacific region (APR). According to the results of 8 months of 2022, the trade turnover between the Russian Federation and the People's Republic of China (PRC), according to the General Customs Administration of the People's Republic of China, increased by 31,4 % and amounted to $ 117,2 billion [1]. The People's Republic of China borders on the southern regions of the Russian Far East - the Amur Region, the EAO, the Primorsky, Zabaikalsky and Khabarovsk Territories. There are 9 border checkpoints located in the Khabarovsk Territory: air, river, mixed, automobile, sea, which makes it possible to form new multimodal transport routes for the delivery of foreign trade goods. The purpose of the work is to consider alternative options for multimodal transportation of foreign trade cargo flows through the transport network of the Khabarovsk Territory and transshipment points of the Amur Basin. The objectives of this study are: analysis of the volume of foreign trade turnover between Russia and China, development of technological schemes for the transportation of containers in the direction of «river ports of China - Khabarovsk River Port (RF) - land transport - western regions», consideration of promising routes for the transportation of foreign trade goods through cargo and passenger checkpoints «Pokrovka - Zhaohe» and Bolshoy Ussuriysky Island of the Amur swimming pool. The subject of this study is the transport and logistics infrastructure of international multimodal routes of the Amur Basin. In this work, theoretical research methods are used, including system analysis and synthesis of information. The article examines the characteristics of the terminal and logistics infrastructure of the Amur Basin river ports, the dynamics of container transportation by river transport from the ports of China to the terminals of the Khabarovsk River Port, gives a feasibility study for the organization of a permanent customs control zone at the Khabarovsk II station, and also describes the advantages of using the Pokrovka - Zhaohe border checkpoint as an element of an alternative multimodal container transportation routes. In the final part of the work, a description of the simulation model of the operation of a mixed (automobile-river) checkpoint in the presence of customs and transit terminals for assessing the capacity of border checkpoints of the Far Eastern District is presented.