Pub Date : 2020-02-13DOI: 10.18664/1994-7852.189.2020.213662
O. Ohar, M. Kutsenko, Mykola Verkhovod, Yuliia Staryntseva, Anna Topchiy
. By today, the prerequisites for the design of marshalling devices have hardly changed in comparison with the standards applied in the last century. These standards were determined by comparing the reduced costs of design solutions with the prices that existed at that time. Current pricing policies and operating conditions are dramatically different. This is especially the case with the structure of the car fleet, the technical means used for car handling, and, most importantly, the cost of idle time of cars at stations, as well as the cost of fuel and energy resources. Thus, determining the amount of handling when it is advisable to use flat marshalling yards is an urgent scientific and applied problem, which cannot be solved without developing a procedure for calculating the duration of shunting half-runs and the diesel fuel consumption for shunting movements. In order to determine the amount of handling for which it is economically feasible to use flat marshalling facilities together with backward movement, diesel fuel consumption and the duration of shunting half-runs should be primarily calculated. These indicators are decisive in the feasibility study of the use of a sorting facility. To a procedure for calculating diesel fuel costs and duration of shunting half-runs, the type of shunting half-run is selected, which contains the following elements: acceleration, steady predetermined speed, inertia motion, and braking (if necessary). diesel fuel consumption of a half-run, an estimated train was made up. Rational positions of the driver’s controller and the rational length of the path the train passes by inertia and with braking are determined for the movement of this train. The developed procedure for calculation of diesel fuel consumption and timing of a shunting half-run can be used to determine the range of handling volumes, for which the use of flat sorting facilities and uncoupling of trains only by backward movement is economically justified. It should also be noted that in order to minimize operating costs for the execution of technological operations, the rational position of the driver’s controller for each shunting half-run and the path to be travelled by the shunting train by inertia and with braking should be determined. The substantiated design conditions for flat marshalling devices can be applied in the new edition of the Ukrainian industry building codes.
{"title":"DEVELOPING THE PROCEDURE OF DIESEL FUEL CONSUMPTION AND TIMING CALCULATION FOR A SHUNTING HALF-RUN IN FLAT MARSHALLING YARDS","authors":"O. Ohar, M. Kutsenko, Mykola Verkhovod, Yuliia Staryntseva, Anna Topchiy","doi":"10.18664/1994-7852.189.2020.213662","DOIUrl":"https://doi.org/10.18664/1994-7852.189.2020.213662","url":null,"abstract":". By today, the prerequisites for the design of marshalling devices have hardly changed in comparison with the standards applied in the last century. These standards were determined by comparing the reduced costs of design solutions with the prices that existed at that time. Current pricing policies and operating conditions are dramatically different. This is especially the case with the structure of the car fleet, the technical means used for car handling, and, most importantly, the cost of idle time of cars at stations, as well as the cost of fuel and energy resources. Thus, determining the amount of handling when it is advisable to use flat marshalling yards is an urgent scientific and applied problem, which cannot be solved without developing a procedure for calculating the duration of shunting half-runs and the diesel fuel consumption for shunting movements. In order to determine the amount of handling for which it is economically feasible to use flat marshalling facilities together with backward movement, diesel fuel consumption and the duration of shunting half-runs should be primarily calculated. These indicators are decisive in the feasibility study of the use of a sorting facility. To a procedure for calculating diesel fuel costs and duration of shunting half-runs, the type of shunting half-run is selected, which contains the following elements: acceleration, steady predetermined speed, inertia motion, and braking (if necessary). diesel fuel consumption of a half-run, an estimated train was made up. Rational positions of the driver’s controller and the rational length of the path the train passes by inertia and with braking are determined for the movement of this train. The developed procedure for calculation of diesel fuel consumption and timing of a shunting half-run can be used to determine the range of handling volumes, for which the use of flat sorting facilities and uncoupling of trains only by backward movement is economically justified. It should also be noted that in order to minimize operating costs for the execution of technological operations, the rational position of the driver’s controller for each shunting half-run and the path to be travelled by the shunting train by inertia and with braking should be determined. The substantiated design conditions for flat marshalling devices can be applied in the new edition of the Ukrainian industry building codes.","PeriodicalId":183715,"journal":{"name":"Collection of scientific works of the Ukrainian State University of Railway Transport","volume":"275 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-02-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121317232","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2020-02-13DOI: 10.18664/1994-7852.189.2020.213163
P. Kryvenko, O. Petropavlovskyi, I. Rudenko, O. Konstantynovskyi
{"title":"CONTROL OF ALKALI-ACTIVATED SLAG CEMENT FINE CONCRETES PROPER DEFORMATIONS BY COMPLEX MULTIFUNCTIONAL ADDITIVES BASED ON SALTS-ELECTOLYTES FOR PREVENTION OF STEEL REINFORCEMENT CORROSION","authors":"P. Kryvenko, O. Petropavlovskyi, I. Rudenko, O. Konstantynovskyi","doi":"10.18664/1994-7852.189.2020.213163","DOIUrl":"https://doi.org/10.18664/1994-7852.189.2020.213163","url":null,"abstract":"","PeriodicalId":183715,"journal":{"name":"Collection of scientific works of the Ukrainian State University of Railway Transport","volume":"270 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-02-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132098164","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2020-02-13DOI: 10.18664/1994-7852.189.2020.213647
V. Shmukler, O. Lugchenko, A. Nazhem
. The paper provides the procedure of forward-engineering (intelligent) beam design. This technology is an exclusive modification of topological (bionic) optimization. It is based on the new energy principles and the algorithms for successive construction of geometric and/or physical-mechanical “pattern” of a structure. The sequence of computational operations of the method in question is illustrated on example of forming beams of energetically uniform strength. The solution is built analytically to show the nuances of the operations required. Simultaneously, the proceeding examples show that the introduced optimization criteria in the form of e n → const and U → inf U (here, e n is the value of the normalized potential deformation energy density, and U is the potential deformation energy) cause, including, the minimum volume of constructs, and their minimum deflections. A fundamental element of the given approach is the use of a new criterion for the limit state, which provides an estimate of the element’s stress. In this case, the properties of the material and the type of the stress and strain state are taken into account. The analytical solution obtained was used as a checkup test for the general computational procedure of the method in question. In this connection, the paper features the results of analytical and numerical solutions. The efficiency of the computational procedure is confirmed by the rate of its convergence and the minimal variation of geometrical construction parameters (topology) with test cases. It is shown that the resultant stepwise complex beam structure can be simplified through unification, which is carried out by the method of dynamic programming. The technological flow of computational operations of the method in question is completed by the construction of elements (beams) with basic external and complex internal geometry. The feasibility of the theoretical results obtained is confirmed by their implementation in the construction of various projects.
{"title":"NUMERICAL VERIFICATION OF ONE APPROACH OF BIONIC RATIONALIZATION OF STRUCTURES","authors":"V. Shmukler, O. Lugchenko, A. Nazhem","doi":"10.18664/1994-7852.189.2020.213647","DOIUrl":"https://doi.org/10.18664/1994-7852.189.2020.213647","url":null,"abstract":". The paper provides the procedure of forward-engineering (intelligent) beam design. This technology is an exclusive modification of topological (bionic) optimization. It is based on the new energy principles and the algorithms for successive construction of geometric and/or physical-mechanical “pattern” of a structure. The sequence of computational operations of the method in question is illustrated on example of forming beams of energetically uniform strength. The solution is built analytically to show the nuances of the operations required. Simultaneously, the proceeding examples show that the introduced optimization criteria in the form of e n → const and U → inf U (here, e n is the value of the normalized potential deformation energy density, and U is the potential deformation energy) cause, including, the minimum volume of constructs, and their minimum deflections. A fundamental element of the given approach is the use of a new criterion for the limit state, which provides an estimate of the element’s stress. In this case, the properties of the material and the type of the stress and strain state are taken into account. The analytical solution obtained was used as a checkup test for the general computational procedure of the method in question. In this connection, the paper features the results of analytical and numerical solutions. The efficiency of the computational procedure is confirmed by the rate of its convergence and the minimal variation of geometrical construction parameters (topology) with test cases. It is shown that the resultant stepwise complex beam structure can be simplified through unification, which is carried out by the method of dynamic programming. The technological flow of computational operations of the method in question is completed by the construction of elements (beams) with basic external and complex internal geometry. The feasibility of the theoretical results obtained is confirmed by their implementation in the construction of various projects.","PeriodicalId":183715,"journal":{"name":"Collection of scientific works of the Ukrainian State University of Railway Transport","volume":"22 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-02-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133159763","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2020-02-13DOI: 10.18664/1994-7852.189.2020.213642
O. Voskobiinyk, Andriy Mozgovuy
. The introduction of probabilistic methods for assessing the reliability of building structures is governed by modern design standards. When constructing engineering facilities, the task is to construct the structural elements using passive anchors. This work is aimed at creating and testing an algorithm of probabilistic assessment of passive anchors, which determines its relevance. The work’s objective is to develop an algorithm of probabilistic assessment of the reliability of passive anchors by the criteria of loss of reliability, which are possible during the operation of the anchor– concrete system, taking into account the random nature of the material properties and load. The input deterministic parameters of the algorithm were: basic anchorage length; a cross-sectional area of the anchor; Poisson’s ratio of concrete; concrete modulus of elasticity. Random inputs were: axial tensile strength and compression strength; tensile resistance of rebar; axial and shear forces. The calculation is performed by the method of statistical tests N times. The number of tests, in which the rod is considered unreliable, refers to the total number of tests and determines the risk for the steel anchor of reaching its boundary conditions for its entire service life, followed by calculation of the annual risk for the anchor of reaching its boundary conditions. According to the results of probabilistic calculations, the risk for the anchor of reaching its boundary conditions for the assigned service life is Р = 1.87 10 -2 year -1 , the annual risk for the anchor of reaching its boundary conditions is Р r = 3.77 10 -4 year -1 , which does not exceed its permissible value of Р і ех = 5 10 -4 year -1 , provided for by the design standards for structures of CC2 consequences (responsibility) class for the estimated lifetime of T ef = 50 years.
{"title":"PROBABILISTIC ASSESSMENT OF THE RELIABILITY OF PASSIVE","authors":"O. Voskobiinyk, Andriy Mozgovuy","doi":"10.18664/1994-7852.189.2020.213642","DOIUrl":"https://doi.org/10.18664/1994-7852.189.2020.213642","url":null,"abstract":". The introduction of probabilistic methods for assessing the reliability of building structures is governed by modern design standards. When constructing engineering facilities, the task is to construct the structural elements using passive anchors. This work is aimed at creating and testing an algorithm of probabilistic assessment of passive anchors, which determines its relevance. The work’s objective is to develop an algorithm of probabilistic assessment of the reliability of passive anchors by the criteria of loss of reliability, which are possible during the operation of the anchor– concrete system, taking into account the random nature of the material properties and load. The input deterministic parameters of the algorithm were: basic anchorage length; a cross-sectional area of the anchor; Poisson’s ratio of concrete; concrete modulus of elasticity. Random inputs were: axial tensile strength and compression strength; tensile resistance of rebar; axial and shear forces. The calculation is performed by the method of statistical tests N times. The number of tests, in which the rod is considered unreliable, refers to the total number of tests and determines the risk for the steel anchor of reaching its boundary conditions for its entire service life, followed by calculation of the annual risk for the anchor of reaching its boundary conditions. According to the results of probabilistic calculations, the risk for the anchor of reaching its boundary conditions for the assigned service life is Р = 1.87 10 -2 year -1 , the annual risk for the anchor of reaching its boundary conditions is Р r = 3.77 10 -4 year -1 , which does not exceed its permissible value of Р і ех = 5 10 -4 year -1 , provided for by the design standards for structures of CC2 consequences (responsibility) class for the estimated lifetime of T ef = 50 years.","PeriodicalId":183715,"journal":{"name":"Collection of scientific works of the Ukrainian State University of Railway Transport","volume":"7 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-02-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124678246","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2020-02-13DOI: 10.18664/1994-7852.189.2020.213656
Natalia Bantyukova, A. Prokhorchenko, V. Belokudria, O. Zhurba, V. V. Didusenko
. This article explores the problem of increasing the efficiency of freight transportation by single wagon load and group shipments on Ukrainian railways. It is proposed to improve the process of scheduling transportation based on booking seats in freight trains. Quantitative and qualitative indicators of the operational performance of the railway systems of Ukraine (Ukrainian railway) and Switzerland (SBB-CFF-FFS) have been studied, with the aim of formulating effective proposals for improving the efficiency of operating work with rail and group shipments of Ukrainian railway holding. The model of the phase movement of freight trains for carriage of freight carriages in the SBB-CFF-FFS network is investigated. The functions of the "CIS-Online" system for booking of seats in a freight train for the planning of transportation by wagon and group shipments are analyzed. In order to increase the efficiency of the technology of carriage of single wagon load and group shipments on the railway network of Ukraine, it is proposed to formalize the technology of carriage of wagon shipments between stations with the possibility of booking seats in trains. An advanced mathematical model that minimizes the cost of train traffic and shunting work on the railway network, capacity of stations, the processing capacity of stations and the maximum number of wagons in the train. Experimental researches have been carried out and a rational variant of the plan of formation of single wagon load and group shipments has been found, and the timetable and routes of the train carriage on an arbitrary graph are attached to the threads. The application of the proposed approach will allow for the transparency and accessibility of freight carriage services and, as a consequence, will adapt the technology to the growing demands of logistics.
{"title":"IMPROVEMENT OF TECHNOLOGY FOR CARRIAGE OF SINGLE WAGON LOAD AND GROUP SHIPMENTS ON THE BASIS OF RESERVATION OF POSITIONS IN FREIGHT TRAINS","authors":"Natalia Bantyukova, A. Prokhorchenko, V. Belokudria, O. Zhurba, V. V. Didusenko","doi":"10.18664/1994-7852.189.2020.213656","DOIUrl":"https://doi.org/10.18664/1994-7852.189.2020.213656","url":null,"abstract":". This article explores the problem of increasing the efficiency of freight transportation by single wagon load and group shipments on Ukrainian railways. It is proposed to improve the process of scheduling transportation based on booking seats in freight trains. Quantitative and qualitative indicators of the operational performance of the railway systems of Ukraine (Ukrainian railway) and Switzerland (SBB-CFF-FFS) have been studied, with the aim of formulating effective proposals for improving the efficiency of operating work with rail and group shipments of Ukrainian railway holding. The model of the phase movement of freight trains for carriage of freight carriages in the SBB-CFF-FFS network is investigated. The functions of the \"CIS-Online\" system for booking of seats in a freight train for the planning of transportation by wagon and group shipments are analyzed. In order to increase the efficiency of the technology of carriage of single wagon load and group shipments on the railway network of Ukraine, it is proposed to formalize the technology of carriage of wagon shipments between stations with the possibility of booking seats in trains. An advanced mathematical model that minimizes the cost of train traffic and shunting work on the railway network, capacity of stations, the processing capacity of stations and the maximum number of wagons in the train. Experimental researches have been carried out and a rational variant of the plan of formation of single wagon load and group shipments has been found, and the timetable and routes of the train carriage on an arbitrary graph are attached to the threads. The application of the proposed approach will allow for the transparency and accessibility of freight carriage services and, as a consequence, will adapt the technology to the growing demands of logistics.","PeriodicalId":183715,"journal":{"name":"Collection of scientific works of the Ukrainian State University of Railway Transport","volume":"21 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-02-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132578074","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2020-02-13DOI: 10.18664/1994-7852.189.2020.213653
O. Saiapin, Y. Orel, S. Kamchatna, Elena Uzhvieva
. Rail curves are the most vulnerable places on the rail in terms of design parameters violations. Existing approaches to the geodetic maintenance of the planned position of railway curves do not ensure the preservation of their design indicators. The way that can solve this problem is to create special benchmark systems on the sections of the curves. The main points of this system should be the vertices of the track or the points that allow you to determine the position of the vertex angle. More rational to date and far less costly is to set up local benchmark systems that are created for a single curve or group near the curves located. Created benchmark system in the future allows you to virtually exclude geodetic works from the current retention of the rail curve, reducing the control of its planned position to the measurements of distances from the benchmarks. These measures should be included in railway track reconstruction and repair projects. The definition of indentation in the plan can be made with respect to the chord that connects the intermediate points of the curve with the accepted interval of the breakdown. Calculations are made to determine the magnitudes of measurements within the transition and circular curves and the sequence of fixation of the value of displacements at the points of the curve to move these points to the design position. The peculiarities of the use of electronic tacheometers in bringing the railway curves to the design position are highlighted. Taking a curve with an electronic tachometer can be done in detail at all points of the breakdown or in a combined way, when the tachometer determines the coordinates of a limited number of points between which the displacements are determined.
{"title":"GEODESIC CONTROL OF THE PLANNED POSITION OF THE OUTSIDE CURVES","authors":"O. Saiapin, Y. Orel, S. Kamchatna, Elena Uzhvieva","doi":"10.18664/1994-7852.189.2020.213653","DOIUrl":"https://doi.org/10.18664/1994-7852.189.2020.213653","url":null,"abstract":". Rail curves are the most vulnerable places on the rail in terms of design parameters violations. Existing approaches to the geodetic maintenance of the planned position of railway curves do not ensure the preservation of their design indicators. The way that can solve this problem is to create special benchmark systems on the sections of the curves. The main points of this system should be the vertices of the track or the points that allow you to determine the position of the vertex angle. More rational to date and far less costly is to set up local benchmark systems that are created for a single curve or group near the curves located. Created benchmark system in the future allows you to virtually exclude geodetic works from the current retention of the rail curve, reducing the control of its planned position to the measurements of distances from the benchmarks. These measures should be included in railway track reconstruction and repair projects. The definition of indentation in the plan can be made with respect to the chord that connects the intermediate points of the curve with the accepted interval of the breakdown. Calculations are made to determine the magnitudes of measurements within the transition and circular curves and the sequence of fixation of the value of displacements at the points of the curve to move these points to the design position. The peculiarities of the use of electronic tacheometers in bringing the railway curves to the design position are highlighted. Taking a curve with an electronic tachometer can be done in detail at all points of the breakdown or in a combined way, when the tachometer determines the coordinates of a limited number of points between which the displacements are determined.","PeriodicalId":183715,"journal":{"name":"Collection of scientific works of the Ukrainian State University of Railway Transport","volume":"30 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-02-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132112420","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-12-03DOI: 10.18664/1994-7852.188.2019.206191
P. V. Kovtun, T. Dubrovskaya
The time spent by passengers on the movement can be estimated in value terms. For this purpose such criterion as the time saved for a trip reflected in cost of one passenger-hour is used. The determination of the cost of passenger-hour is conditional, as it includes a number of factors, the actual value of which is either not known or difficult to determine (the assessment of the significance of time losses of each member of the society is individual). Thanks to the introduction of this indicator, it is possible to economically justify the use of expensive rolling stock, the speed of movement on which is higher, due to which the time spent by passengers on trips is reduced. It is difficult to imagine that each person makes calculations of all options of movement between points: compares waiting time, moving time, comfort, financial costs, etc. basically, each movement is a compromise between lost time and financial costs (the higher the speed of movement, the greater its cost). However, the passenger uses the accumulated experience, prioritizes when making a decision and it will usually be close to optimal. The reduction of travel time entails an increase in the cost of travel, and, consequently, the cost of passenger-hour. The article proposes to apply a new approach to determining the cost of passenger-hour, which will take into account the monetary costs necessary for the implementation of high-speed train traffic. The ways of determining the cost of passenger-hour by different methods are considered. A new approach is proposed to estimate the cost of passenger-hour with the introduction of high-speed traffic. In this study, it is proposed to use in determining the cost of passenger-hour construction and operating costs necessary for the implementation of high-speed passenger trains.
{"title":"EVALUATION OF THE COST OF A PASSENGER-HOUR AT INTRODUCTION SPEED MOVEMENT","authors":"P. V. Kovtun, T. Dubrovskaya","doi":"10.18664/1994-7852.188.2019.206191","DOIUrl":"https://doi.org/10.18664/1994-7852.188.2019.206191","url":null,"abstract":"The time spent by passengers on the movement can be estimated in value terms. For this purpose such criterion as the time saved for a trip reflected in cost of one passenger-hour is used. The determination of the cost of passenger-hour is conditional, as it includes a number of factors, the actual value of which is either not known or difficult to determine (the assessment of the significance of time losses of each member of the society is individual). Thanks to the introduction of this indicator, it is possible to economically justify the use of expensive rolling stock, the speed of movement on which is higher, due to which the time spent by passengers on trips is reduced. It is difficult to imagine that each person makes calculations of all options of movement between points: compares waiting time, moving time, comfort, financial costs, etc. basically, each movement is a compromise between lost time and financial costs (the higher the speed of movement, the greater its cost). However, the passenger uses the accumulated experience, prioritizes when making a decision and it will usually be close to optimal. The reduction of travel time entails an increase in the cost of travel, and, consequently, the cost of passenger-hour. The article proposes to apply a new approach to determining the cost of passenger-hour, which will take into account the monetary costs necessary for the implementation of high-speed train traffic. The ways of determining the cost of passenger-hour by different methods are considered. A new approach is proposed to estimate the cost of passenger-hour with the introduction of high-speed traffic. In this study, it is proposed to use in determining the cost of passenger-hour construction and operating costs necessary for the implementation of high-speed passenger trains.","PeriodicalId":183715,"journal":{"name":"Collection of scientific works of the Ukrainian State University of Railway Transport","volume":"246 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-12-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132406421","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-10-29DOI: 10.18664/1994-7852.187.2019.196321
D. Skurikhin, Mykhailo Dymianchuk
{"title":"APPLICATION FEATURES OF ARTIFICIAL NEURAL NETWORK FOR THE RAILWAY CAR NUMBER PLATE RECOGNITION","authors":"D. Skurikhin, Mykhailo Dymianchuk","doi":"10.18664/1994-7852.187.2019.196321","DOIUrl":"https://doi.org/10.18664/1994-7852.187.2019.196321","url":null,"abstract":"","PeriodicalId":183715,"journal":{"name":"Collection of scientific works of the Ukrainian State University of Railway Transport","volume":"50 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-10-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115891041","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-10-29DOI: 10.18664/1994-7852.187.2019.196327
P. V. Kovtun, T. Dubrovskaya
{"title":"ANALYSIS OF THE INFLUENCE OF AN ABSOLUTE ACCELERATION ON THE SPEED OF MOVEMENT OF PASSENGER TRAINS","authors":"P. V. Kovtun, T. Dubrovskaya","doi":"10.18664/1994-7852.187.2019.196327","DOIUrl":"https://doi.org/10.18664/1994-7852.187.2019.196327","url":null,"abstract":"","PeriodicalId":183715,"journal":{"name":"Collection of scientific works of the Ukrainian State University of Railway Transport","volume":"42 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-10-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125138614","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-10-29DOI: 10.18664/1994-7852.187.2019.196309
D. Lomotko, S. Korneychuk, D. Kravchenko
Актуальність даної теми полягає у зростаючих вимогах i потребах клієнтів. Процеси глобалізації i все більш сильний тиск з боку ринкових конкурентів схиляють сучасні підприємства до інтеграції в рамках ланцюгів постачання. Таке рішення призводить до більшої спеціалізації в результаті поділу завдань мiж окремими ланками ланцюга, зменшення операційних витрат, розподілу ризику, користі та iнформацiї, пов’язаної зi здійснюваними діями, а також інтеграції дій i результативної кооперації з метою більш досконалого обслуговування кінцевого клієнта i здобуття конкурентної переваги. По мiрi зміни моделі конкурування – з суперництва між поодинокими фірмами до суперництва між цілими ланцюгами поставок – традицiйнi стосунки між постачальниками i споживачами замінює укладання i утримання довгострокових партнерських зв’язків [9]. Саме тому пропонується взяти за основу міжнародний стандартUN / EDIFACT. Запропонований стандарт переважає за межами Північної Америки, ЄС та країнами СНД. Ключові слова: UN/EDIFACT, обмін, АРМ, стандарт, послуги, документообіг, транспорт.
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