A mathematical model of the information system (IS) for monitoring the state of objects that may be exposed to extreme influences has been built. The system consists of n devices that work independently of each other. To construct the specified information system, which has the minimum permissible reliability of event recognition, a class of structures of the type «k with n» is considered. Formulas for determining the probabilistic characteristics of n parallel reserved sensors for structures of the «k with n» type were derived; the probability of these events was calculated; and plots of their distribution were constructed. The peculiarity of the derived formulas is that they can be implemented on logical elements with which one can build a physical decision support device. The number of sensors and their corresponding probabilities of correct detection of fire at the given majority values of fire probability were also determined; the cost indicators of the information system were defined. A method for improving the reliability of IS has been developed, based on the use of the optimal number of information sensor. The ratio of finding probabilistic states of IS for structures of the «k with n» type was obtained. Algorithms for calculating the probabilities of IS states, as well as an algorithm for determining the number of information sensors and the corresponding probabilities of fire detection, have been developed. The feature of these algorithms is that they make it possible to determine the optimal number of information sensors. An estimate of the effectiveness of IS indicators of the considered types of structures was found: the probability of correct detection, the probability of non-detection, and false alarm. The reported results can be used to select the optimal structure for recognizing dangerous flight situations: choosing the number of sensors corresponding to the high probability of correct detection and the minimum probabilities of non-detection and false alarms, taking into consideration the cost of sensors.

Aim. The study intends to optimize customs clearance formalities for goods of various nomenclature in the territory of customs checkpoints of freight customs complexes. The proposed development will allow customs authorities to plan the staffing level of inspectors capable of ensuring the uninterrupted operation of the infrastructure facility, taking into account the utilized capacity and the cargo flow structure. Methods. The quality assessment of the customs and logistics service of goods of various nomenclature in the organization of international transportation is carried out on the basis of a simulation model developed in the GPSS software environment. Results. The practical experience of customs authorities shows that the customs regime in which the goods are moved and their nomenclature bring about changes in how long customs formalities take. Accordingly, the procedures related to customs clearance and customs control by the types of goods will differ in their complexity, and therefore will affect the customs inspector`s workload. In turn, customs authorities` working efficiency will shape the capacity of the freight customs complex and its structural subdivisions. The main segment of customs and logistics service customers chooses infrastructure facilities, where there are small waiting lines and minimal procedure time without the loss of service quality. Scientific novelty. The developed simulation model of customs inspectors` work in the territory of the freight customs complex makes it possible to evaluate the effectiveness of the customs checkpoint as well as to determine the optimal staffing level to ensure the operation of the infrastructure facility. Practical implications. The practical implications of the work lie in the fact that the proposed model makes it possible to assess customs inspectors` workload taking into account the structure of the cargo flow, which may include goods of different nomenclature that are moved in different customs regimes by large-, medium-, small- and micro-sized enterprises. Based on the results of the simulation, the owner of a freight customs complex will have the opportunity to plan its material, technical and staffing support in order to provide high-quality customs and logistics services, and accordingly, the State Customs Service will organize the work of the customs checkpoint taking into account the demand of entities engaged in foreign economic activities for completing customs formalities.

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Вступ. З початку війни в Україні у суб’єктів ринку транспортних послуг виникла гостра потреба у пошуку альтернативних рішень щодо доставки товару у міжнародному сполученні. Особливої уваги потребує розробка маршрутів перевезення вантажів, що до війни транспортувалися до портів та аеропортів України. Мета. Основна задача, що сьогодні стоїть перед логістичними посередниками, це формування проєктів логістичних ланцюгів з урахуванням можливих зовнішньоторговельних ризиків та забезпеченням мінімізації вартості та тривалості доставки. При цьому, фахівцями підприємств повинні бути враховані технічні, технологічні та організаційні обмеження, що можуть виникати на об’єктах інфраструктури, а також як це впливатиме на їх пропускну спроможність. Результати. Розроблено проєкти постачання товарів з Китаю до України з залученням послуг морських портів, що знаходяться у Польщі, Латвії та Румунії. За кожним з маршрутів визначено вартість та тривалість доставки, розглянуто процес перевезення вантажу від вказаних портів до замовника автомобільним транспортом. Сформульовано рекомендації щодо застосування стратегій прийняття управлінських рішень в залежності від потреб замовника. Висновки. Розробка альтернативних проєктів постачання товарів у міжнародному сполученні наразі досить актуальна для ринку України та іноземних контрагентів. Першочерговою є задача планування логістичного ланцюга та всіх етапів організації транспортного процесу. З метою досягнення скорочення транспортної складової витрат у вартості реалізації товару кінцевому споживачу здійснюється низка заходів, що забезпечить оптимізацію всіх технічних та економічних показників доставки.

Introduction. Critical infrastructure, including transport and civilian infrastructure, is one of the determining factors for the stable and efficient functioning of the economy and development of the state. In this regard, in order to organize the restoration and modernization of Ukrainian infrastructure damaged as a result of Russian aggression, it is extremely important to determine the necessary amount of funding for these works, which will provide more favorable conditions for determining the sources of funding, timing and appropriate resources for their implementation. Problem Statement. A wide range of damage and destruction has been sustained by a fairly large number of transport and civilian infrastructure facilities, making it impossible to determine their exact extent. At present, generalized statistics on the scale of such losses are mostly known. Therefore, the development of methodological approaches to building approximation estimates of the required amount of funding for the restoration and modernization of Ukrainian transport and civil infrastructure is quite relevant from both a scientific and practical point of view. Purpose. To develop a mathematical model and an appropriate algorithm for calculating an approximation of the required amount of funding for the restoration and modernization of transport and civil infrastructure. To analyze the data on the extent of their destruction and damage caused by the Russian aggression. Materials and Methods. Statistical data and generalized estimates of the extent of damage and destruction of Ukraine's transport and civilian infrastructure. Expert estimates of the costs of restoring infrastructure. Methods of mathematical modeling, systematic and statistical analysis of losses to the country's economy. Results. The data on the volume of destruction and damage to the main objects of transport and civil infrastructure of Ukraine were analyzed. On the basis of the proposed approach, approximations of the amount of funding required for their restoration are calculated. Conclusion. The results of the study show that direct costs for the restoration of transport and civil infrastructure will amount to more than $ 252.2 billion, and, accordingly, indirect costs, taking into account the coefficient of 1.2 – $ 302.6 billion. Thus, in the coming years, it is necessary to ensure the implementation of modernization and restoration of Ukrainian infrastructure totaling more than $ 554.8 billion.