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One of the most important indicators of the quality of transport services to the population is the coefficient of the use of rolling stock capacity. This parameter directly affects economic efficiency of the transport organization: the carrier is concerned with the highest value of the capacity utilization coefficient. The passenger, on the contrary, prefers service without overcrowding of the rolling stock. In practice, the average coefficient of dynamic capacity utilization for the relevant period is calculated, which is used in determining passenger fares, the analysis of the performed traffic in terms of available reserves of carrying capacity, planning of the transportation process. The paper considers the methodology of calculating the maximum permissible value of the coefficient of capacity utilization, on the basis of ensuring the normal occupancy of the cabin throughout the routes during the entire period of transport movement. The solution to determine the maximum permissible occupancy of rolling stock at work on regular city routes is offered, the task on the basis of analysis of dependence of the factor of use of capacity from parameters of passenger flows, average time of work of rolling stock on the route and non-uniformity of speed of communication during the work of passenger transport is offered. It was proposed to estimate the fluctuations of the communication speed during the movement of urban passenger transport by means of the coefficient of non-uniformity of the communication speed. It is established that the coefficient of using the rolling stock capacity depends substantially on the parameters of passenger flows, the average operating time of the rolling stock on the route and the unevenness of the speed of communication during the period of transport operation.The obtained dependencies make it possible to calculate the maximum permissible value of the capacity factor, taking into account the parameters of the planned transport process. Depending on the operating conditions, the capacity utilization factor varies within a significant range from 0.2 to 0.4.

Changes in road legislation and trucking regulations have led to the need to take into account the maximum axle loads that arise during road transport. In particular, this task is relevant when transporting bulk cargo because when braking or accelerating trucks (road trains), when driving on a longitudinal gradient, or when driving on curves, there can be a displacement of part of the cargo relative to the axles of the vehicle. In article results of experimental research of displacements of loose cargo (gravel, crushed stone) at transportations and their influence on change of axle loadings of cargo vehicles are resulted. During the research the level of loose cargo in semitrailer truck-trailer before and after the experiment was measured, axle load weighing and full train weight weighing was made, in addition video recording of loose cargo displacement was made. Conducting the analysis of experimental data of axial weighing we found out that during transportation of loose cargo its redistribution inside semi-trailer takes place, and it in its turn leads to change of axle loads of road-train. The axle load variations were outside the measurement error range of 1.4 to 4.9%. A further proof of the shifting of the bulk load in the semi-trailer was the video recording of the load in transit. The analysis of the videos showed that both crushed stone and gravel shifted in the semitrailer when the vehicle was moving at high speed. As a result of this work, an experimental confirmation of the fact that the bulk cargo is shifted relative to the sides of the semi-trailer during braking and this shift leads to changes in the axle loads of trucks was obtained.