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Purpose . The scientific paper has a purpose to choose rational technological parameters of the transportation organization process, which would enable the freight train movement with the most efficient train traffic arrangement, the decrease in idle time due to the increased speed of cargo delivery and the increase in the working capacity of the marshalling yard. Methodology . The work presents the technical and operational characteristics of marshalling yards in Europe and Ukraine. The research methods include the station operation analysis, the car traffic flow analysis, analysis of the train sheet, the DU-1 natural sheets upon arrival and departure of trains. Schemes were developed for calculating working capacity of necks, rehandling capacity of marshalling hump, acceptable levels of system loading. Findings . The research resulted in the calculated working (rehandling) capacity of the main elements of the station. Daily loads of marshalling hump and turnout tracks vary significantly by variations and gradations of movement volume. This affects the idle time of trains and, in general, the value of the criterion according to which the optimal technical equipment, optimum interaction of the subsystems and gridiron of the station will be chosen. This criterion must take into account the costs of technical equipment, construction of tracks, locomotives, as well as related operating costs in all cases. Thus, the selection of the optimal interaction should establish the economically viable level of operational reliability of the sub-systems, their technical and track capacity. Originality . By increasing the productivity of train departure channel, marshalling hump and turnout tracks it is possible the thetrain handling processes and reduce the car idle time. Intensification of production processes in marshalling yards provides a reduction in car turnover and in idle time and high economic efficiency of capital investments. The work covers the issues related to improving the efficiency of functioning of marshalling yards in the railway transport reforming conditions. Practical value . Using the methods of determining the rational working (rehandling) capacity of marshalling yards for distribution of train traffic flows between them makes it possible to improve the quality indicators of marshalling yard operation.

Purpose.The paper is aimed to analyse the existing car traffic organization at the marshalling yard aimed to reduce downtime of cars.Methodology.The methods of mathematical statistics allowed building the histogram of car traffic flow distribution at the marshalling yard and assessment of their parameters. The key quantitative and qualitative indicators of the station operation were analyzed. In order to analyze the effect of rehandling volume on the rehandled transit car downtime elements at the station we plotted the dependence graph of the car downtime elements on the rehandling volume. The curve variation on the graph clearly shows the effect of rehandling volume on two downtime elements: during formation and in expectation of operations.Findings.The question of reducing the average downtime of all car categories at the station should be solved by reducing unproductive downtime was proved. The correct determination of the average time spent by a rehandled transit car at the station is essential, especially in the conditions of new system of economic incentives. But still there is no separate methodology for determining the car downtime, which would allow to objectively consider the equipment and operation technology and exclude the possibility for subjective decisions.Originality.One of the main kinds of unproductive downtime during the carriage of goods by rail is a downtime on the marshalling yards in expectation of technological operations because of the system congestion. Reduction of this indicator is possible due to rational use of the marshalling yard capacity provided the rational distribution and car – and train flows between the major marshalling yards of Ukrzaliznytsia.Practical value.The analysis of changes in downtime elements, depending on the rehandling volume allows not only to identify the car downtime reduction methods, but also to make a correct assessment of station staff work, as well as to adjust the rate of idle wagons.

Purpose. In this paper it is necessary to analyze the types of competition in the transport market in order to find ways to improve the competitiveness of railway transport and to determine the ensuring equal conditions for all market participants by eliminating discrimination in competition. Methodology. Analysis of recent research and publications on the subject was held by the authors. The question of the development of competition, increased competitiveness in railway transport was investigated. Attention is drawn to the fact that due to the decline in traffic volumes on all modes of transport competition may significantly change the usual sphere the effective use of different modes of transport. Every mode of transport occupies a particular segment of the transport market, taking into account its technical and economic features, weakly competing, and in some cases do not compete with each other (except the road transport). However, it is entirely possible competition inside these segments. Findings. The problems of management of competitiveness, including the transport market, which required extensive analysis and serious scientific study, were identified. Originality. As a result of this work the features of transport and production of transport in modern conditions were structured. The dependences of passenger turnover and freight turnover by mode of transport over the past decade were shown. The question of additional profits by providing the cargo owners a range of service was examined. The optimal combination of cost and quality of such services at each transportation company promotes increasing its competitive status. Practical value. Competition between enterprises of the industry put the aim of improving the competitiveness of not only railway subsystems directly involved in technology movement of cargoes and the movement of passengers, but also the organization of infrastructure in the first place – subsystems to expand services and improve service for passengers and cargo owners. Ensuring of equal conditions for all market participants is achieved through a ban of three key anti-competitive actions: the adoption of agreements restricting competition; abuse of a dominant (monopolistic) position and mergers, which result in a dominant market position to restrict competition.

Purpose. Obtaining suitable indicators for profile track classification (combining a diversity of its individual elements) to enhance the bandwidth of plots. Methodology. Analysis was done with polygon profiles. Rectified profile of each plot was grouped by the steepness of the elements within the increment of 1-2 % . For each plot was determined magnitude of the estimated rise and medium-sized rise on the working part of the profile. Longitudinal profiles were classified into four types by the magnitude of the proportion of light elements profile and estimated rises. Classification criteria are given for these four types of profiles with additional breakdown of each type into subgroups depending on the magnitude of the estimated rise. Findings. Researches proved that the maximum speed increasing on falls reduces the magnitude of the average fall and increases the proportion of the working profile. To test the proposed classification of profiles juxtaposition of freight trains time motion, calculated for real plots and by the corresponding typical profiles was carried out. Originality. S implifying the calculations significantly, prevailing methods for assess profile track do not provide the full and accurate representation of the actual character impact of profile track at important tractional-operational and operational indicators. Conventional schemes do not accurately reflect the actual structure of track profiles, and therefore the use of them for concrete calculations can lead to wrong conclusions. Therefore, this classification of longitudinal profiles of the railway network becomes more important, which allow refer railway lines to a particular class upon longitudinal profile on the base of simple classifications marks and therefore use the tractional-operational calculations made for typical profiles in respect of certain lines. Practical value. Grouping of all explored plots by magnitude of average rise in the working part of the profile and analysis of the profile structure that is relevant to average rise, revealed that the proposed value of k is a simple, stable and specific indicator for the classification of the profile plot.

In the article the urgency of rational distribution at the terminal of sorting work with the local cars on selectingthem by the destinations of freight fronts of marine trade port is conditioned. The results of analysis of the basicoperation indices of the terminal freight station and marshalling yard are presented.