Komarovsky market is the largest covered market in Belarus and Europe. It started working in 1980. Until 2000, the operation of the market building was carried out without taking into account the uniqueness and increased requirements for objects of such type. The technical conditions and operating rules for the precast-monolithic reinforced concrete pavement shell with dimensions of 103´103 m have not been met. This led to the fact that individual elements were in a pre-emergency state. Scientists and specialists of the Belarussian State Polytechnical Academy carried out work on the examination of the technical condition and operational suitability of the Komarovsky market building. It is recommended to carry out geodetic control of coating shell deflections, deformations of side elements and supports at least once a quarter. To do this, a geodetic planned and high-altitude justification was created along the perimeter of the market building and on its mezzanines, from which deformations of the coating shell and side elements were measured. Therefore, the height position of the mezzanines was checked by the class-IV leveling. For mathematical processing of the results of high-precision geodetic observations in the Visual Basic language of the Excel editor, a complex “Geodetic Programs” was compiled, which is located on the Belarusian National Technical University website and in the local network of the University. For 21 years, the software package has been used by the authors not only to solver scientific and production  problems, but also in the educational process. It is advisable to introduce programs in other educational institutions and industrial enterprises of the Republic of Belarus to solve the problems of engineering geodesy. The settlement measurements of the pile foundations of the market building were carried out by the class-II geometric leveling using КоNi 007 instrument. The coating shell deflections were determined by trigonometric leveling with a 2Т2 theodolite and a Leica TCR 1201 electronic tacheometer according special technique.  An accuracy of the order of 1–2 mm was ensured by short sighting beams. The displacements of the onboard elements were measured with a theodolite and electronic tacheometer using the polar method and circular technique. During the geodetic control, the measured values of deflections of the coating shell, deformations of the side elements and pile supports did not exceed the established tolerances, which indicates the stability of all load-bearing structures of the Komarovsky market building.

Currently, electronic total stations based on the principles of laser long-range distance measurement are used for collecting geospatial information. As time goes, in the process of using the electronic total stations, their technical parameters vary, necessitating periodic calibration of the instruments. Calibration of the long-range distance measurement laser component of the electronic total stations is carried out at specialized baselines and consists in testing the constant component of an electronic total station, determining the scale error and determining the cyclic error. In the territory of the Czech Republic, two geodetic baselines are operated, the National Calibration Baseline Hvězda and Koštice. Koštice is the Czech State Long Distances Measuring Standard, where electronic total stations are calibrated. From 2017 to 2020, about 600 electronic total stations by different manufacturers Leica Geosystems, Trimble, Topcon, Sokkia, Nikon, Pentax, South and Geomax were calibrated. The total number of measurements performed under the program in all combinations has equaled about 40000. In this paper, results of analysis many years’ measurements performed at the geodetic baseline Koštice from 2017 to 2020 with electronic total stations manufactured by Leica Geosystems are presented. In total, 9186 measurements between the baseline sections 1–2, 1–3, 1–4, 1–5, 1–6, 1–7 and 1–8 have been analyzed. For each section, measurements have been detected which did not pass the Grubbs test criterion (the Smirnov – Grubbs test). Altogether, 261 outliers have been detected, totaling 3 % of the total number of measurements. After excluding the detected outliers with the algorithm of the parametric version of least squares optimization, the length of each section of the baseline was found, and the accuracy of the results obtained was evaluated. The calculated values of the length of the baseline sections are in generally good agreement with the results of the measurements performed at the geodetic baseline Koštice by the specialists from the laboratory of the Bundeswehr University in Munich (Germany) and the results of similar measurements conducted at the same baseline by the specialists from the Research Institute of Geodesy, Topography and Cartography (Czech Republic). For section 1–5, based on the results of both verifications, differences have been obtained exceeding the permissible values of the accuracy of determining baseline characteristics. This may be related to the fact that there are displacements of certain pillars, which mainly have a periodic character and depend on the season. To allow more specific assumptions regarding instability of certain pillars, it is recommended to verify the lengths of the baseline sections once in three months, according to the program in all combinations, which will allow comparison of the values of the confidence limits of the baseline section lengths and putting forward hypotheses regarding variations in the position of individual centers, so that the deviations revealed should be included into the residual uncertainty of length measurement.

An acoustic methodology  has been developed and expression have been obtained for determining the initial deformation rate v0 during high-speed forging of rod products. The most rational layout of the recording device relative tothe installation elements has been established while using the obtained expressions. The essence of the developed technique lies in recording, using a recording device, sound waves generated during the departure of the impactor from the shaft of the installation and its further collision with the shaping punch, followed by finding the time ∆t during which the impactor travels the distance L between two known points of its trajectory. In turn, the value ∆t is defined as the difference between the recording time of the sound wave generated by the departure of the impactor from the shaft of the installation, and the recording time of the sound wave generated by the collision of the impactor with the shaping punch. The initial deformation rate, registered using the developed technique during the implementation of the process of high-speed forging of rod products, was v₀ = 115.46 m/s.

The existing processes for obtaining black wear-resistant coatings include chemical methods, anodic oxidation followed by painting in aniline dyes, electrochemical deposition, vacuum plasma treatment, microarc oxidation (MAO). Of great interest for the formation of light-absorbing coatings is the MAO method, which is characterized as a reliable and environmentally friendly process, which provides the formation of a hard ceramic-like oxide layer with high corrosion resistance аnd good adhesion to the substrate. Therefore, the development of methods for obtaining high-quality black MAO coatings with both high optical and mechanical characteristics is currently an urgent task. The paper presents the results of a study of the structure and properties of black ceramic coatings on aluminum alloy AMg2 obtained by microarc oxidation using silicate-alkaline and silicate-phosphate electrolytes containing potassium ferrocyanide and sodium tungstate as coloring components. Sodium tungsten acid and potassium ferrocyanide with a concentration of  0.5 to 2.0 g/l were added to the electrolytes as additional components that ensured the coloring of the coatings. It has been established that the most saturated black coatings in a silicate-alkaline electrolyte are formed with the addition of 1.5–2.0 g/l of sodium tungstate, and in a silicate-phosphate electrolyte with the addition of 1.5 g/l of potassium ferrocyanide. The use of an electrolyte containing sodium tungstate makes it possible to form coatings with a lower microroughness height (Ra 0.97–1.11 µm) compared to coatings obtained in an electrolyte containing potassium ferrocyanide (Ra up to 4.20 µm). The maximum wear resistance of the resulting coatings (wear rate (0.38–0.59) × 10^–4 mm³/(m×N)) is achieved by treatment in the studied electrolytes with a duration of 10 min. In this case, the thickness of the coatings is 21–31 µm. A further increase in the duration of processing does not have a significant effect on the wear rate.

The relevance of solving the problem of energy saving, today, is enhanced by the requirements of an environmental nature, united by the term “green energy”. Solving the problems of climate conservation is inseparable from solving the problem of energy saving.  Green, hydrogen energy, about which there has been a powerful and aggressive debate over the past decade, turned out to be directions far from solving the problems of both energy saving and environmental protection. The solution of both problems of energy saving and environmental protection at the present time and in the foreseeable future is being solved on the basis of the use of traditional primary energy resources, primarily natural gas. In this regard, the need to solve the problem of quantifying the thermodynamic perfection of heat-technological process for producing an asphalt concrete mixture becomes extremely relevant.  This assessment is most simply carried out on the basis of the exergy method of thermodynamic analysis with the determination of the exergy structure of  the asphalt concrete mixture flow, including thermomechanical, concentration and reaction components. The value of the concentration component of the exergy of the asphalt concrete mixture allows us to assess the energy efficiency of its production at asphalt concrete plants based on the modern exergy method of thermodynamic analysis; gives a quantitative estimate of the energy consumption for the process of mixing the ingredients of the asphalt concrete mixture in the mixing unit of asphalt concrete plants.  The paper defines the structure of the exergy of the asphalt concrete mixture, in which the transit reaction component dominates, which determines the specificity of the exergy of the asphalt concrete mixture.  The value of the specific mass concentration component of the exergy of the asphalt concrete mixture in comparison with the thermal component is small and the error in determining the concentration component, which cannot be objectively eliminated, does not affect the results of thermodynamic analysis.

A comparative analysis of polymers reinforced with glass fiber and polymers reinforced with carbon fiber was carried out on a cube and a cylinder in the laboratories of Baghdad.  36 samples were taken with fiber percentages of 1.0, 2.5 and 5.0 % by weight of cement. The methodology of this study included the use of composite polymer fibers in the external reinforcement of concrete beams for the purpose of improving their performance when bending by gluing polymer fibers to the surface.  Group A tests of non-reinforced concrete beams with other reinforced polymer fibers were also implemented. Excellent results were obtained by adding two types of polymer fibers to a concrete sample. It was found that the polymer reinforced with glass fiber showed better results than the polymer reinforced with carbon fiber when testing samples for bending strength.  However,  in splitting strength, the carbon fiber reinforced polymer achieved higher performance than the glass fiber reinforced polymer. Whereas the results of a group of previous studies conducted to study the effect of fiber additives on the mechanical properties of concrete proved that their addition led to an increase in compression, tensile and bending resistance at rates that reached 25, 75 and 80 %, respectively.

The paper considers the issue of expanding the use of electric buses when transporting passengers on regular urban routes, which contribute to a significant reduction in the overall environmental pollution by road transport. Legislative acts

confirming the state support for the development of this industry are analyzed. The results of driving cycles of electric buses AKСM-E321 [AKSM-E321] and AKСM-E433 [AKSM-E433] in Minsk, electric buses ЛиАЗ-6274.00 [LiAZ-6274.00] and КАМАЗ-6282 [KAMAZ-6282] in Tyumen and Moscow are presented. The correlation of the specific average monthly electricity consumption and the average monthly ambient temperature is revealed. It has been established that for Moscow, the most significant factor influencing the electric bus power consumption are transport conditions. The ambient air temperature was identified as a key factor for the city of Tyumen. The research results make it possible to plan the use of electric buses on various urban routes based on runs without recharging. This may allow us to develop recommendations for the use of the studied brands of electric buses on routes of a certain length and complexity.

The main task of head lighting (headlights) of vehicles is to illuminate the road in front of it to ensure road safety. The design principles of vehicle headlights have remained unchanged for 50–60 years, but modern vehicles themselves differ

significantly from their counterparts half a century ago.  Modern cars are faster, have lower overall height and weight, which makes it difficult for drivers to ensure road safety at night: the driver needs to see farther in order to respond in time to changing traffic conditions, which is an indirect reason for the increase in headlight intensity. Due to the low landing, drivers are much more likely to be blinded by the headlights of passing and oncoming vehicles, which leads to traffic accidents. The distribution of the luminous intensity of headlights of vehicles (especially dipped beam headlights) has a sharp cut-off line, however, due to the high luminous intensity of the headlights and their low placement, even diffused light can cause blinding. Therefore, the requirements for the sharpness of the cut-off line of the standard headlight  distribution are becoming more stringent all the time. To meet these  requirements, modern headlight manufacturers use different approaches (the use of projection systems,LED matrices, etc.), but due to the lack of generally accepted efficiency criteria and the strong differences in vehicle design, the structures turn out to be too heavy, have low reliability and service life, and inefficient in using the energy of light source. This paper provides a brief overview of the most frequently used headlight designs and how to generate a standard European continental headlight distribution. Based on the review, the main problems of widely used head lighting designs are identified and the task is set to formulate requirements and recommendations for the design of promising types of head lighting for vehicles.

The paper presents the research results in the field of theoretical and methodological substantiation of the assessment and development of a logistics infrastructure that can operate at various levels, including regional and national. The analysis carried out has made it possible to divide all assessment methods into two groups: those based on expert assessments and those based on quantitative data. As expert methods for assessing the logistics infrastructure, such international approaches were studied as  LPI index (Logistics Performance Index); global competitiveness index; TTCI index (Travel & Tourism Competitiveness Index), where “Infrastructure” subindex includes indicators related to both the main component of the logistics infrastructure (related to the activities of air and rail transport, as well as the quality of air and ground infrastructure), and to the supporting one (number of hotel rooms, car rental companies, ATMs), as well as the annual rating of World competitiveness of the countries of the world (IMD World Competitiveness Ranking); index of involvement of countries in international trade (ETI); methodology for assessing the quality of transport infrastructure, developed by the Ministry of Transport of the Russian Federation within the framework of the program “Development of the transport system”. Studies have shown that there are few works using quantitative methods for assessing the logistics infrastructure, for example: a method for a comprehensive assessment of the transport infrastructure of a region by A. M. Kudryavtsev and L. N. Rudneva, Yu. V. Kataev’s method for a multi-level assessment of the development of transport infrastructure, methodology for assessing the attractiveness of the region’s logistics infrastructure for accommodating key objects of the warehouse and transport network developed by A. N. Rakhmangulov and O. A. Kopylova, researches of F. Carlucci. While preparing plans for the development of logistics infrastructure, it is proposed to use existing approaches, combining expert and quantitative assessment methods.

The purpose of the paper is to develop organizational and economic mechanisms for the modernization of the real sector on the example of light industry. The achievement of the set goal was facilitated by the solution of the following tasks: the study of the prerequisites for the modernization of domestic industry; identification of risks of digital development of the enterprise; development of specific mechanisms for the modernization of light industry enterprises of the Republic of Belarus in the context of digitalization. The material writing the paper was the scientific works of domestic and foreign scientists of recent years, the results of research work carried out by the authors. Systematic and institutional approaches, analysis and synthesis have been applied in the research. Organizational and economic mechanisms for the modernization of  light industry have been developed, the implementation of which will be facilitated by: application of an integrated approach to the transformation of a business model in the context of digitalization; development of an enterprise digital development strategy, taking into account the actual and potential degree of digitalization of all links in the value chain; formation of a “digital core” of a focal company, around which a network of flexible decentralized production and service units is being built; personification of the functions of digital development and information security of the enterprise; transition to an omnichannel marketing strategy; building sustainable integrated channels of communication with the consumer in the digital environment; content production as a tool for creating new sources of consumer value; transition to hybrid models that combine virtual and real value creation processes; elaboration of mechanisms for using the opportunities for accumulation and commercialization of information and digital capital; training of engineering and economic specialists in the field of digital technologies at an industrial enterprise.