Organizational and engineering models provide a formalized description of the construction process, including a list of operations, their sequence, description of the relationship between the operations, and the features of the work technology. Network models have the most complete mathematical description. However, a number of authors in their works point to serious shortcomings inherent in the network modeling of construction flow. The network model allows displaying accurately enough only the relationship of specialized traffic flows when the object is divided into sections equal in size to interchangeable grips. Such schedules are quite effective in planning and operational management of road works in a short planning period (decade or month). The adequacy of the real construction representation is violated when the network model is enlarged for long-term planning of the flow. The currently developed so-called generalized network models achieve process combination and continuity by introducing links between the operations, characterized by temporal parameters assuming any values, including negative values. However, the complexity of the mathematical description of these models still prevents their use in solving optimization problems. The research aims at developing a mathematical model and an algorithm for calculating the operational control of the groundwork volume during the construction of logging roads. A model of a complex object flow is proposed, where the flow operation time has a discrete nature. This condition is realized in the model by dividing the planned operation period of a complex flow into equal time intervals – scheduling intervals. The below described model of complex road construction flow can be presented on the basis of the scheduling task classification scheme and the analysis of existing economic and mathematical models and methods. The scheduling model developed for the purpose of determining the optimal groundwork for the road construction elements is a deterministic (at the 1st stage), discrete in time, engineering model with variable speeds of operations.

The implementation of tasks related to the development of the transportation network as a whole and logging roads as an integral part of it requires scientifically based theoretical studies of the patterns of formation of spatial curves when combining elements of the plan and the longitudinal profile, since the rational laying of the route for many years determines its most important transport and operational characteristics (speed, traffic safety, traffic capacity). Consideration of the visual perception of the road by the driver will improve the quality of design decisions, which will allow to avoid emergencies in the future after setting the route into service. On the other hand, a decrease in speed before seemingly sharp turns of the road affects the efficiency of logging road transport. Therefore, the view of the road ahead should strongly orient the driver, i.e. be visually clear and clearly changing, ensuring the constancy or smooth reduction of the traffic flow mode. At the same time, the need for a successful spatial solution of the road increases. In the designs of logging roads, straight lines, transition curves, described in recent years most often according to the clotoid, and circular curves are found as elements of the route plan. It is found that the road view in perspective correctly orients the driver of the car, i.e. it is visually clear, provided that the lines describing the edges of the roadway and the edges of the roadway in the perspective image are curved in the same direction as in the road plan. The purpose of the work is to determine a set of quantitative indicators (curvature, radius of the curve in the plan, maximum curvature, maximum rate of change of curvature) for optimization of the visual smoothness and clarity of the central projections of elementary spatial and plane curves. The performed studies allow us to fully characterize the visual smoothness and clarity of the central projections of elementary spatial and plane curves. The above algorithm makes it possible to compile a computer program to determine the mentioned indicators. The indicators determined by this algorithm allow us to evaluate both the visual smoothness and clarity of curves on logging roads.

Строительство сети лесовозных дорог обеспечивает доступ к лесным ресурсам и является одной из наиболее затратных статей расходов для лесозаготовительных предприятий. По мере увеличения интенсивности движения на лесовозных автомобильных дорогах возникает необходимость модернизации и оптимального проектирования её элементов для увеличения пропускной способности. Скорость движения автомобиля является одной из важных характеристик, посредством которой можно оценить степень влияния параметров автомобильной дороги на экономические показатели её эксплуатации, в том числе на пропускную способность и интенсивность движения. В работе рассмотрены условия движения лесовозов на подъемах, проведены специальные наблюдения с целью выявления скоростного режима грузового лесовозного транспорта. Сочетание отдельных участков проектной линии на подъемах, имеющих разную длину и разные уклоны, должно, по возможности, обеспечить преодоление лесовозом подъема на прямой передаче, причем скорость движения лесовоза в конце подъема не должна снижаться ниже критической для данной передачи. В результате анализа наблюдений построены графики, показывающие, при каких дорожных сопротивлениях и каких скоростях лесовозов возможна их равномерная скорость движения. Получены выводы о возможности графического способа определения среднего расхода топлива лесовозов, для расчета и сравнения различных вариантов проектной линии лесовозной дороги.Ключевые слова: лесовозные автомобильные дороги, проектирование дорог, интенсивность дорожного движения, скорость автомобиля по подъеме, проектная линия лесовозной дороги