Approaches are presented for calculating carbon dioxide (CO ₂ ) emissions generated by the use of exhaust gas purification technology based on urea catalysts. To reduce harmful substances in the exhaust gases for diesel-fueled automobile engines, the need for SCR technology is justified. It is shown that the main source of emissions is diesel freight transport, while it is advisable to carry out calculations from 2010, and not from 2005, as a number of foreign experts insist. The working scheme of the integrated cleaning system of diesel engines of passenger cars has been developed. An integrated cleaning system for automotive engines has been developed. Additional emissions are very small and account for less than one percent of the CO ₂ emissions generated from the operation of all road transport. According to the results of the calculations, it was obtained that the share of emissions from the use of urea additives is very small to the emissions of СО ₂ formed during direct combustion of fuel.

In this article, the definition of the current density field at current collection was reduced only to the calculation of the thermal (resistive) action of the electric current. These procedures must include consideration of the bending stiffness of the contact wires to calculate the distribution of the pressing force on the contact wire between the current collecting plates. Therefore, it is necessary to improve the existing methods for calculating the dynamics of mechanical interaction of the current collector with the chain suspension. As a result of computer modeling in the Comsol Multiphysics software package, the volumetric power density of resistive heating from the intrinsic resistance of the contact wire was determined.

When actual intensity of transport traffic considerably exceeds the planned values, it leads to accelerated wear of road surface and formation of rutting. This problem is actual on high-speed main streets of Almaty city. Rutting in asphalt concrete pavement, especially in the areas of expansion joints, causes impacts of motor vehicles' wheels on the ends of joints (metal trims). Such loads lead to rapid failure of all expansion joints that are fixed in the roadway. It is obvious that the increase in traffic volume contributes to the increase in damage, but it is worth noting that uniform loading with a certain frequency leads to the same result, whereas impact loads occurring after the appearance and progression of damage have a much more damaging effect. To date, most efforts to reduce potholes and rutting at joints with expansion joints have focused on reducing rutting, especially in the areas adjacent to expansion joints.

Background: The decarbonization of non-electrified rail transport requires alternative fuel solutions capable of reducing diesel-fuel consumption while maintaining the operational capabilities of existing propulsion systems. Dual-fuel operation on liquefied natural gas (LNG) offers a potential upgrade path for existing diesel locomotives, especially where full electrification is not currently possible. Objective: This study evaluates the technical, operational, and economic feasibility of converting a TEM2 shunting locomotive equipped with a PD1M diesel engine to LNG-based dual-fuel operation while retaining diesel fuel as a pilot fuel. Methods: A computational and analytical approach was used to evaluate the fuel and energy balance, LNG and pilot-diesel consumption, fuel-substitution scenarios, economic performance, and the influence of additional LNG equipment on locomotive mass distribution. The main and alternative LNG consumption scenarios were considered to assess the sensitivity of economic outcomes to fuel consumption assumptions. Results: The baseline diesel consumption of the TEM2 locomotive was approximately 428 kg/day, compared with a calculated pilot-diesel consumption of 42.8 kg/day under dual-fuel operation. The primary technical calculation resulted in an LNG consumption of approximately 350 kg/day. Under the base economic scenario, the estimated annual fuel-cost saving was approximately 2.95 million KZT per locomotive, based on a reference conversion investment of approximately 9.91 million KZT and a simple payback period of approximately 3.36 years. However, an alternative LNG-consumption scenario of 385.2 kg/day resulted in a negative annual fuel-cost effect of approximately 2.43 million KZT, demonstrating the sensitivity of the economic outcome to LNG consumption and relative fuel prices. The mass-distribution analysis showed agreement with reference locomotive data within approximately ±3%, while the calculated installation of additional gas-fuel equipment shifted the center of gravity by approximately 480 mm. Conclusions: The results demonstrate the potential technical feasibility of the proposed LNG diesel-fuel upgrade and identify fuel consumption conditions under which economic benefits can be achieved. The economic outcome is highly dependent on actual LNG consumption, relative fuel prices, and operating conditions. The analysis also highlights the importance of fuel system integration, mass distribution, low-load operation, and combustion stability in adapting existing diesel propulsion systems to dual-fuel LNG operation. Full-scale pilot studies are needed to confirm fuel consumption and combustion performance, quantify emissions including methane breakthrough, and assess long-term operational reliability under representative railway operating conditions.

The study provides an institutional strategic assessment of the development of electric mobility in the Republic of Kazakhstan, taking into account international trends and national characteristics. Market diagnostics are based on statistics, regulatory and legal analysis, surveys of electric vehicle owners, and interviews with stakeholders. This study represents one of the first integrated institutional and strategic assessments of the development of electric mobility in Kazakhstan, combining regulatory analysis, consumer survey data, stakeholder interviews and semi-quantitative structures of PESTEL and SWOT in the context of the emerging electric vehicle market in Central Asia. The market’s high sensitivity to institutional policy is demonstrated: with state support, the strategic position becomes stable (SWOT index +1.65), and without it, critically vulnerable (−4.05). The conclusions of the study form a scientifically sound basis for the development of a comprehensive state program for the development of electric mobility, focused on regulatory unification, infrastructure modernization, and institutional coordination.