To ensure the safety of passenger carriages by rail ferries, mathematical modeling of dynamic loading is performed. The accelerations are determined as components of the dynamic load acting on the body of a passenger car. This takes into account the actual hydrometeorological characteristics of the water area of the railway ferry. The calculations are made in relation to the railway ferry "Mukran", which moves the Baltic Sea. The model takes into account that the car body is rigidly fixed relative to the deck and during the oscillations of the railway ferry follows the trajectory of its movement. The solution of the mathematical model is implemented in the Mathcad software environment using the Runge-Kutta method. It is established that the maximum value of the acceleration acting on the car body is 1.8 m/s 2. Determination of the dynamic loading of the passenger car body during transportation by sea is also carried out by computer simulation. The calculations were carried out in the CosmosWorks software package using the finite element method. Numerical values and acceleration distribution fields are obtained relative to the carriage body structure of a passenger car. A modal analysis of the car body during transportation by rail ferry is carried out. The numerical values of the critical frequencies and waveforms are obtained.

The size and content of consumer value (CV) of the service for the transportation of passengers by the railways of Ukraine in long-distance communication by nighttime and daytime trains is determined. A comparison is made of the results of two approaches to researching the attitude of customers to the service-traditional (point-based) and new, taking into account the specific requirements of the total management of the customer value of the service. The directions of the managerial impact of CV on the passenger transportation in long-distance communication by the railways of Ukraine based on the attitude of customers to the disadvantages and advantages of this service are determined. In three focus groups, discussions were held about travel by Ukrainian railways by daytime and nighttime trains. Based on the results, a list of the disadvantages and advantages that form the consumer value of such a transport service is formed. The list of 19 positive and negative statements reflected all stages of the trip by rail. Behind it, the Likert scale and the corresponding form for conducting an interview were developed. The number of respondents is 823. The sample is random. The results of the polls confidently prove that the prejudiced attitude of passengers towards daytime transportation has been overcome. The ratio of passengers of the railways of Ukraine in daytime transportation in long-distance traffic is better than in nighttime. Only one fifth of those traveling daytime and nighttime are fully satisfied with the level of advantages and disadvantages, which is not enough for most customers to make repeat purchases. However, such a hypothesis needs to be verified in future studies. The feeling of satisfaction among passengers of daytime trains with a positive value of consumer value does not arise in 29 %, which is a threat to the railway operator company. Women are generally worse off on transportation services than men. Reports on research projects

The object of research is the supporting structure of the pellet wagon with the actual dimensions of the supporting elements. One of the most problematic areas is the determination of the indicators of dynamics and strength of the supporting structure of the hopper wagon with the actual dimensions of the structural elements. A study of the dynamic loading of the supporting structure of the hopper wagon was carried out. At the same time, the actual dimensions of the structural elements were determined by means of field studies. Mathematical modeling of the dynamic loading of the load-carrying structure of a hopper wagon with the actual dimensions of structural elements was carried out by means of mathematical modeling. The studies were carried out in a flat coordinate system. The presence of three degrees of freedom of the supporting structure of the hopper wagon was taken into account: vibrations of twitching, bouncing and galloping. Differential equations were solved in the MathCad software package. In doing so, they were reduced to the Cauchy normal form, and then integrated using the Runge-Kutta method. It was found that the maximum value of the acceleration acting on the supporting structure of the hopper wagon is 38.5 m/s2, which is 2.7% higher than the acceleration of the supporting structure with nominal dimensions. Computer simulation of the dynamic loading of the supporting structure of the hopper wagon was carried out. The calculation was carried out using the finite element method in the SolidWorks Simulation (CosmosWorks) software package. It was found that the maximum accelerations are concentrated in the middle part of the supporting structure of the hopper wagon and amount to 36.2 m/s2. The F-criterion was used to verify the developed model. The calculations showed that the calculated value of the criterion is Fc = 1.09 and is less than the table value Ft = 3.29. The adequacy hypothesis is not rejected. The natural frequencies and vibration modes of the hopper wagon supporting structure were determined. It has been established that the values of natural vibration frequencies of the hopper wagon bearing structure with the actual dimensions of the structural elements are within the permissible limits. The research will contribute to the creation of relevant developments to extend the service life of wagons that have exhausted their standard resource, as well as to increase the efficiency of railway transport operation.