In this article the question of the expediency of introduction of three-phase traffic light control at the intersection of University Avenue with the streets of Panfilov and Krasnopresnenskaya in the Soviet district of the city of Volgograd is examined. As a result of surveys of the selected area, shortcomings in the existing scheme of traffic management were found and the prerequisites for the organization of three-phase traffic light regulation were identified. To assess the feasibility of the proposed organizational and technical measures, a comparative analysis of the existing and projected schemes of traffic light regulation was conducted.

The following parameters were chosen as the evaluation criteria for the analysis: road capacity and load traffic factor in the section of the stop line on the approaches to intersection, complexity and danger of crossing at each of the phases of traffic regulation, safety index of the road traffic for the existing and projected schemes of road traffic organization; delay of vehicles and pedestrian traffic. Each of these indicators characterizes a certain aspect of traffic, so when designing a new traffic light control scheme, it is necessary to take them into account in an integrated manner.

This integrated approach allows identifying all the advantages and disadvantages of different traffic management schemes at the intersection. The results of the study prove that the use of three-phase traffic light regulation at the intersection is not expedient, because this three-light regulation results in significant increase in delays in traffic and pedestrian flows, as well as in traffic load factor, which indicates a decrease in the capacity of the cross-section in the section of the stop line on the approaches to intersection.

Keywords: traffic light control, control phase, load traffic factor, road capacity, traffic delay, road safety index, complexity and danger of crossing.

Maria А. Bugaeva (Volgograd, Russian Federation) – Student, Volgograd State Technical University (1, Academic st., Volgograd, 400074, Russian Federation, e-mail: mariabugayova@yandex.ru).

Marina I. Alshanova (Volgograd, Russian Federation) – Student, Volgograd State Technical University (1, Academic st., Volgograd, 400074, Russian Federation, e-mail: alshanova2014@yandex.ru).

Ksenia V. Somova (Volgograd, Russian Federation) – Senior Lecturer, Department of Construction and Operation of Transport Facilities, Volgograd State Technical University (1, Academic st., Volgograd, 400074, Russian Federation,
e-mail: skv_83@inbox.ru).

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Specific pollutants of soils and surface water bodies are anti-icing reagents, the dominant components of which are salts and suspended solids — sand. The chemical composition of the deposited anti-icing agents has been examined, and the results of studies to determine the content of suspended solids and salts in the snow at different intervals from the edge of the roadway on Izhevsk main streets — 50 years of VLKSM Str., Kirova Str., Lenina Str. are presented.

Dependence was revealed — a decrease in the concentration of salts and suspended solids in snow samples at a distance from the edge of the roadway. The concentration of salts in samples at different distances from the edge of the roads reached up to 5822 mg/l (for comparison: the MPC standard for chlorides of treated wastewater entering the fishery water body is 300 mg/l). The concentration of suspended solids in snow samples reached 13470 mg/l (MPC standard for suspended solids of treated wastewater entering the fishery water body is 10 mg/l). It was found that when taking snow samples at a distance of 25 m from the edge of the roadway, the concentrations of salts and suspended substances in the snow exceed MPC values for discharge to fishery water bodies. This indicates the need to clean snow and melt runoff from the roadside from salt and sand at a distance of at least 15 – 25 m from the edge of the roadway in each hand of drive.

As one of the possible solutions for the treatment of melt effluents, an installation of averagers (facilities designed to equalize the amount of melt water and the concentration of pollutants) was proposed. Inside the average melt runoff is purified, and then it enters the city sewer network, where the melt runoff together with municipal wastewater is transmitted to complete purification in sewage treatment plants.

Keywords: snow, melt water, salinity, suspended solids, sand and salt mix, anti-ice reagents, snow bunding, roadway, municipal sewer, storm sewer.

Mikhail Y. Diagelev (Izhevsk, Russian Federation) – Ph.D. in Technical Sciences, Associate Professor, Department of Water Supply and Water Treatment, Kalashnikov Izhevsk State Technical University (7, Studencheskaya st., Izhevsk, 426069, Russian Federation, e-mail: mdyagelev@yandex.ru).

Georgy K. Bazhenov (Izhevsk, Russian Federation) – Student, Kalashnikov Izhevsk State Technical University (7, Studencheskaya st., Izhevsk, 426069, Russian Federation, e-mail: george.bazhen@gmail.com).

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The purpose of the work was to estimate equivalent and maximum noise level and their impact on the health of the employees of. Equivalent and maximum noise levels were investigated at twenty enterprises of the Northern Railway polygon using EKOFIZIKA-110A acoustic multifunction meter (150 measurements have been made in total). The functional state (blood pressure (BP), body mass index (BMI), adaptive potential of blood circulation) of 150 specialists of twenty enterprises of the Northern Railway polygon was determined by conventional methods. At the majority of enterprises there was not detected any excess of the equivalent and maximum noise level recommended by sanitary standards. However, the equivalent and maximum noise level varied significantly (ANOVA, p=0.01): the minimum values were found at the stations of the cities of Inta and Vorkuta; the increased ones were detected at the stations of the cities of Sosnogorsk and Knyazhpogost. The employees of the  enterprises of the Northern Railway have increased levels of systolic blood pressure (≥ 140 mm Hg) in 34% cases, and diastolic blood pressure (≥ 90 mm Hg.St) 31% cases. In addition, 64% of the surveyed individuals have BMI values higher than normal (>  25 kg/m2). Estimated blood pressure and adaptive capacity correlate with equivalent and maximum noise levels and are associated with age (p < 0.001) and body mass index (p < 0.05). The equivalent and maximum noise levels in most of the Northern Railway enterprises are within the limits of sanitary standards. The revealed deviations in the functional indicators of the Northern Railway workers’ blood circulation (blood pressure) and BMI are indirectly related to the equivalent and maximum noise levels in these enterprises. The data obtained denote the need to continue studying the relationship of environmental factors with human health.

Keywords: equivalent noise level, maximum noise level, blood circulation, ecology.

Aleksandr S. Gerasimov (Yaroslavl, Russian Federation) – Postgraduate Student, Department of Physical Education, Yaroslavl State Pedagogical University named after K.D. Ushinsky (108/1, Republikanskayа st., Yaroslavl, 150000, Russian Federation, e-mail: Alex_Prorok.92@mail.ru).

Andrey A. Melnikov (Yaroslavl, Russian Federation) – Doctor of Biological Sciences, Professor, Head of the Department of Physical Education, Yaroslavl State Pedagogical University named after K.D. Ushinsky (108/1, Republikanskayа st., Yaroslavl, 150000, Russian Federation, e-mail: meln1974@yandex.ru).

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In the article the need to determine economically feasible method of forming a reserve of spare parts for cars of oil and gas production department technological transport enterprises (TTE) is substantiated. The factors influencing the formation of reserve of spare parts for cars are defined. Methodological approaches to the formation of the reserve of spare parts for cars are analyzed and systematized. The most rational method of forming a reserve of spare parts for cars of oil and gas TTE is determined. The dependence of the cost of spare parts for cars on the mileage and time since the beginning of operation is established.

 Keywords: optimization, spare parts costs, operating time, spare parts reserve, warehouse logistics, need.

Nikolai S. Zaharov (Tumen, Russian Federation) – Doctor of Technical Sciences, Professor, Head of the Department of Service of Cars and Technological Machines, Industrial University of Tyumen (38, Volodarskiy st., Tyumen, 625000, Russian Federation, e-mail: zakharov_ns@mail.ru).

Svetlana A. Tenkovskaya (Tumen, Russian Federation) – Postgraduate Student, Department of Service of Cars and Technological Machines, Industrial University of Tyumen (38, Volodarskiy st., Tyumen, 625000, Russian Federation, e-mail: ten_sa@tsogu.ru)

Artem V. Vlasov (Tumen, Russian Federation) – Student, Department of Management in the Fuel and Energy Sector, Industrial University of Tyumen (38, Volodarskiy st., Tyumen, 625000, Russian Federation, e-mail: arte_13@mail.ru).

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Within multi-lane highways, lane change maneuvers are the main source of increased danger; that is why addressing the issues of ensuring the capacity of the sections of influence of turn-offs should be carried out taking into account the laws of interaction of traffic flows. The analysis of this activity shows insufficient attention to the issues of road capacity estimate in the turn-offs neighboring sections of the highways. In the article the results of experimental studies of the laws of MLC maneuvers within highways in turn-offs bordering areas, which allows a reasonable approach to the development of methods for assessing the impact of traffic intensities at the turn-offs on the capacity of adjacent sections of highways, are presented. The research results are recommended for use when designing highways and intersections.

Keywords: turn-off, highway, highway designing, traffic flow, flyover, driver’s behavior, traffic capacity.

Alexey V. Kostsov (Moscow, Russian Federation) – Ph.D. in Engineering Sciences, Associate Professor, Department of Road Survey and Design, Moscow State Automobile and Road Technical University (MADI) (64, Leningradskii av., Moscow, 125319, Russian Federation, e-mail: kostsov_msfs@bk.ru).

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15. Stupin S.I., Telitsyn A.P. Zapis' i obrabotka GLONASS/GPS informatsii pri obsledovanii dorog [Recording and processing of GLONASS / GPS information when examining roads]// Nauka i tekhnika v dorozhnoi otrasli. 2014. № 4. pp. 10-11.

Every year the number of cars on city roads is growing rapidly. The relevance of the study and improving the safety of vehicles is also due to the fact that the number of accidents in road transport has not yet decreased. At the same time, there are many complaints to the roads themselves: poor quality of the road surface, inconvenient road interchanges, the lack of elevated and underground passages for pedestrians, many traffic lights that absolutely do not take into account the traffic situation at different times of day, the lack of bypass roads for freight trucks, and the combined traffic of public passenger transport, passenger and freight traffic, as well as pedestrians. Over the past year, 1,463 traffic accidents were committed at the crossroads of the city of Perm.

One of the main interchanges in the city of Perm is the intersection of Gagarin Boulevard with Makarenko Street and Revolution Street. An examination was made of the existing road traffic management scheme, at the completion of which all the shortcomings of the scheme were identified. In order to understand the need for the reconstruction of this transport hub, it is necessary to calculate its traffic capacity at all the currents of traffic, the load factor of the road at all the currents of traffic, and also to make an assessment of the risk level of this intersection. A description of the project proposal for the reconstruction of the transport hub is presented.

In the article the results of studies of road safety at a single-level road interchange of the city of Perm, as well as a project proposal for the reconstruction of the road interchange into a two-level and road safety assessment on it are presented.

Keywords: road interchange, traffic intensity, traffic capacity, conflict points, load level.

Yulia V. Lekomtseva (Perm, Russian Federation) – Master Student, Department of Roads and Bridges, Perm National Research Polytechnic University (29, Komsomolsky av., Perm, 614990, Russian Federation, e-mail: lekom646@mail.ru).

Anastasiya A. Kolobova (Perm, Russian Federation) – Assistant, Department of Roads and Bridges, Perm National Research Polytechnic University (19a, Ak. Koroleva st., Perm, 614013, Russian Federation, e-mail: minzurenko.a@yandex.ru).

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One of the topical problems that arise when calculating reinforced ground structures is the measurement of stresses in the reinforcing geosynthetic layers. To study the stresses arising inside the reinforced ground structures, it is necessary to measure the stresses directly in geosynthetic materials. Field and laboratory tests of geosynthetic materials are based on the evaluation of the deformations occurring in the material. Measurement of deformations, as a rule, is carried out by connecting electronic sensors directly to a geosynthetic sample. Particular attention should be paid to matching the values of the measured and true deformation experienced by the geosynthetic sample. The accuracy of the measured strain value depends on the geosynthetics design, sensor size, method of attachment and type of load. In this paper, various types of strain gauges are examined, such as a string strain gauge, a string strain meter, an inductive displacement gauge, and a foil resistance strain gauge. The methods of the attachment of gauges to geosynthetic materials are also analyzed.

Geosynthetic materials have relatively low values of elasticity modulus and under the load are extended by 10–20 %. Foil resistance strain gauges retain their performance at a maximum specific elongation of 1.5% and cannot be installed directly on the geosynthetic material. In view of the foregoing, and in order to make measurements of the deformations in a geotextile sample, a U-shaped strain gauge was used. On the crossbar of the sensor there are two foil resistance strain gauges – the Wheatstone half-bridge connection circuit of resistors. In the article the results of tests using various sensors, with measurements made on a tensile machine with a load applied in the longitudinal direction are presented. Based on the tests conducted, conclusions were made regarding the characteristics of the sensors and the values and formula of the multiplication factor were derived to obtain the true strain value.

Keywords: deformation of geosynthetic material, strain gauge sensor, strain gauge, resistance strain gauge, geosynthetic materials, reinforced soil, stress measurement.

Ekaterina N. Nazukina (Perm, Russian Federation) – Master, Department of Construction Industry and Geotechnics, Perm National Research Polytechnic University (29, Komsomolsky av., Perm, 614990, Russian Federation, e-mail: ennazukina@mail.ru); Chief Specialist of the Department of Housing and Public Utilities and Public Relations of the Administration of the Leninsky District of the City of Perm (57, Permskaya st., Perm, 614000, Russian Federation).

Vladimir I. Kleveko (Perm, Russian Federation) – Ph.D. in Technical Sciences, Associate Professor, Department of Construction Industry and Geotechnics, Perm National Research Polytechnic University, (29, Komsomolsky av., Perm, 614990, Russian Federation, e-mail: vlivkl@ mail.ru).

1. Ponomarev A.B., Ofrikhter V.G. Analiz i problemy issledovanii geosinteticheskikh materialov v Rossii [Analysis and problems of research of geosynthetic materials in Russia]. Vestnik Permskogo natsional'nogo issledovatel'skogo politekhnicheskogo universiteta. Stroitel'stvo i arkhitektura, 2013, no. 2, pp. 68-73.
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Ice crossing is a motorway arranged on an ice-covered river, organized in the absence of a bridge, and also due to the impossibility of arranging a ferry crossing in winter because of the formation of ice on water bodies. For most of the regions of Russia the establishment of negative temperatures is inherent in the cold season; that is why ice crossing is a common transport structure. More than 500 ice crossings are opened annually in the country, of which about 20 are located in the Perm region. Their opening is usually held in December — early January, and their closing — in late March — early April. The easiest way to arrange crossings is over natural ice, with the result that their load capacity increases as the ice thickness rises naturally. Because of this, permission for heavy vehicles’ traffic is only possible in January – February, which is a significant drawback. Today, there are several ways to artificially increase the load capacity, which include the reinforcement of the ice sheet with geosynthetic material. This method is a new and quite promising line of development in road technologies due to the multiple use of geogrids. In the article the dependencies of changes in the characteristics of the ice cover on geosynthetic material used, as well as the technological and economic comparison of the reinforcement options are examined. For this, data were collected on the arranged ice crossings of the Perm region, possible types of geogrids were examined, and calculations were made to determine the carrying capacity of the crossing. This method of amplification contributes to an earlier pass of heavy vehicles at the crossing, and also allows improving traffic safety on it and extending its service life.

Keywords: ice crossing, reinforcement, geogrid, load capacity, ice thickness, reinforcement, ice cover.

Aleksey A. Trapeznikov (Perm, Russian Federation) – Master, Department of Road and Bridges, Perm National Research Polytechnic University (29, Komsomolsky av., Perm, 614990, Russian Federation, e-mail: ntyjkjubz0914@yandex.ru).

Igor’ L. Bartolomei (Perm, Russian Federation) – Ph.D. in Technical Sciences, Associate Professor, Department of Road and Bridges, Perm National Research Polytechnic University (29, Komsomolsky av., Perm, 614990, Russian Federation, e-mail: barmadesu@yandex.ru).

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4. Iakimenko O.V. Armirovanie ledovykh pereprav [Reinforcement of ice crossings]. Tekhnika i tekhnologii stroitel'stva. 2015. № 2 (2). pp. 68–73.

5. Iakimenko O.V., Sirotiuk V.V. Laboratornye ispytaniia ledianykh balok, armirovannykh geosinteticheskimi materialami [Laboratory testing of ice beams reinforced with geosynthetic materials]. Vestnik Sibirskoi Gosudarstvennoi Avtomobil'no-Dorozhnoi akademii. 2008. № 3 (9). pp. 45–48.

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The article is devoted to the analysis of the causes of low operating time for failure of turbochargers MAZ 6501 vehicles operating in quarries. Production of bulk cargo in a quarry is carried out in an open way, so the specificities of vehicles’ operation include: increased dust, large longitudinal and transverse slopes, serpentines, insufficient width of the roadway, deformation of the road surface associated with the use of temporary routes, cross-country traffic, as well as a small distance of transportation. MAZ 6501 cars are equipped with YaMZ-536 engines with TKR 80.05.12 turbochargers. The results of the study of the mean time between failures of turbochargers and the most common causes of their failure are presented; they include: ingress of mechanical particles, wear by abrasive particles, cracks in the body, layering of coked oil and oil starvation. The analysis of modern ways to improve the reliability of turbochargers is conducted: it includes replacement of a regular turbocharger with an analogue, installation of a turbo timer, use of more efficient cooling, improvement of maintenance. The most effitient proposal is to improve the maintenance system, in particular to carry out maintenance regardless of the mileage on the actual operating time of the engine in Moto-h; the first maintenance after 500 hours of engine operation, the second maintenance after 1000 hours of engine operation. During the second maintenance it is necessary to introduce control and diagnostic work to check the backlash of the turbocharger rotor. The latter operation includes checking the axial and radial backlash of the rotor with the help of a time-type indicator. The backlash is defined as the difference between the indicator readings when the shaft is deflected in two mutually opposite directions.

Keywords: reliability, turbocharger, internal combustion engine, quarry transport, operation of vehicles in quarries.

Rinat F. Shaihov (Perm, Russian Federation) – Ph.D. in Technical Sciences, Associate Professor, Department of Technical Service and Repair of Cars, Perm State Agro-Technological University (23, Petropavlovskaia st., Perm, 614990, Russian Federation, e-mail: shr84@list.ru).

1.  Vueikova O.N., Larin O.N. Voprosy povysheniia effektivnosti raboty kar'ernogo avtotransporta [Issues of improving the efficiency of career vehicles]. Vestnik Orenburgskogo gosudarstvennogo universiteta. 2011. № 10. pp. 20-25
2.  Kvaginidze V.S., Kozlovoi G.I., Chakvitadze F.A., Koretskii V.B. et al. Avtomobil'nyi transport na kar'erakh: konstruktsii, ekspluatatsiia, raschet: uchebnoe posobie dlia vuzov [Road transport in quarries: construction, operation, calculation: a textbook for universities]. Moscow, Gornaia kniga, 2012. 408 p.
3.  Shabanov P.E. Rukovodstvo po ekspluatatsii avtomobili - samosvaly MAZ-6501V5,6501V8,6501V9 [The operation manual on cars - dump trucks MAZ-6501V5,6501V8,6501V9]. Minsk, MAZ, 2013. 431 p.
4.  Ostreikovskii V.A. Teoriia nadezhnosti: uchebnik dlia vuzov [Reliability Theory: A Textbook for High Schools]. Moscow, Vyssh. shk., 2003. 463 p.
5.  Roach P. The Role of CFD in Turbocharger Performance Improvement. CIMAC Vienna. 2007. № 51. рp. 52-56
6.  Gaffarov A.G., Makushin A.A., Gaffarov A.G. Sovershenstvovanie podshipnikovogo uzla turbokompressora avtotraktornogo DVS [Improvement of the bearing assembly of the turbo-compressor of the autotractor internal combustion engine]. Traktory i sel'khozmashiny. 2010. № 2. pp. 39–42.
7.  Plaksin A.M. Uvelichenie nadezhnosti turbokompressorov avtotraktornoi tekhniki primeneniem gidroakkumuliatora [Increase of reliability of turbo-compressors of autotractor equipment using hydroaccumulator]. Vestnik KrasGAU. 2014. № 8. pp. 176–180.
8.  Reviakin M.M. Povyshenie nadezhnosti gruzovykh avtomobilei putem primeneniia sistemy ekspluatatsionnoi samodiagnostiki [Improving the reliability of trucks through the use of operational self-diagnostic system]. Ph. D. thesis. Orel, 2012. 196 p.
9.  Shamal' N.L. Rukovodstvo po ekspluatatsii dvigateli IaMZ-536, IaMZ-5361,ikh modifikatsii i komplektatsii [Operation manual for engines YMZ-536, YaMZ-5361, their modifications and configuration]. Iaroslavl', OAO «Avtodizel'», 2013. 240 p.
10. Shamal' N.L. Rukovodstvo po ekspluatatsii silovye agregaty IaMZ-238BE2 i modifikatsii i komplektatsii [Operation manual for YMZ-238BE2 power units and modifications and configurations]. Iaroslavl', OAO «Avtodizel'», 2011. 354 p.
11. Mal'tsev D.V., Pestrikov S.A. Opredelenie optimal'noi periodichnosti tekhnicheskogo obsluzhivaniia avtobusov [Determination of the optimal frequency of bus maintenance]. Mir transporta, 2018. № 2 (75). pp. 96-105
12. Algazin D.N., Zabudskaia E.A. Bezrazbornaia diagnostika turbokompressorov dizel'nykh dvigatelei [In-place diagnostics of diesel engine turbochargers]. Vestnik Omskogo gosudarstvennogo agrarnogo universiteta. 2015. № 2 (18). pp. 71-75.
13. Liandenburskii V.V., Rodionov Iu.V., Rybakova L.A. Sovershenstvovanie vstroennoi sistemy diagnostirovaniia avtomobilei KamAZ s ispol'zovaniem monitoringa tekhnicheskogo sostoianiia transportnykh sredstv [Improving the built-in diagnostic system for KamAZ vehicles using vehicle technical condition monitoring]. Avtotransportnoe predpriiatie. 2014. № 1. pp. 51-55.
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In the article the state of the park, as well as the existing system to ensure its efficiency has been analyzed by the example of the Lysva Road Construction Administration LLC motor transport enterprise. In particular, regulatory and actual technical readiness of trucks is shown, taking into account timing of their operation, average daily mileage, total number of days spent on maintenance and repairs during the year. The competitiveness of any motor transport enterprise depends on the cost of transportation, which is also affected by the factor of the park technical readiness and the costs of maintenance and repairs. The downsizing of enterprises has led to deterioration in the quality of maintenance and repair, many enterprises do not have their own production base, or it is in an unsatisfactory condition. The information on total and specific costs (per kilometer) for maintenance and repair is presented. A method of adjusting standards was chosen – an economic-probabilistic method for determining the optimal frequency, which makes it possible to determine not only the specific costs, but also the probability of failure-free operation. Not always the minimum cost is the best option, because the method does not take into account the financial losses of the enterprise from the downtime of the equipment under repair, as well as the costs associated with towing cars to the place of repair. Optimal frequency of park maintenance for each year class of vehicles has been determined. The estimation of failure rate and costs of the enterprise for scheduled preventive and repair work is conducted; the use of recommendations will improve the coefficient of technical readiness at the enterprise and reduce the total annual costs of the enterprise for maintenance and repairs.

Keywords: maintenance, frequency of maintenance, standards of car maintenance, motor transport enterprise.

Rinat F. Shaihov (Perm, Russian Federation) – Ph.D. in Technical Sciences, Associate Professor, Department of Technical Service and Repair of Cars, Perm State Agro-Technological University (23, Petropavlovskaia st., Perm, 614990, Russian Federation, e-mail: shr84@list.ru).

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