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The article is devoted to the development of a mathematical model for predicting time losses in railway container transportation. Losses are classified within the context of the lean manufacturing concepts: muda (waiting), muri (overburden), and mura (unevenness). The relationship between the magnitude of time losses, flow unevenness, and resource utilization was investigated using the mathematical tools of graph theory and queuing theory. An adapted Pollaczek-Khintchine formula was applied to calculate the average queue length and the expected container delay time. The proposed formula allows predicting the average time losses arising during container delivery, caused by the overburden of transport hubs and/or individual terminals, as well as container flow variability. Model verification was conducted based on real data from the Zabaikalsk railway border crossing point, demonstrating the adequacy of the forecast. However, improving prediction accuracy requires model modification by incorporating additional factors influencing queue formation, such as: service priority for specific flows, the non-deterministic nature of service speed, and other variables not accounted for in the current model version. Using the model, dependencies were established between a container's queue dwell time, the hub's utilization level, and the flow variation coefficient. The study showed that the impact of flow variability on the queue is more significant at high hub utilization levels. Therefore, under conditions of infrastructure shortage, it is critically important to ensure a reduction in container flow unevenness and uncertainty. Recommendations for reducing time losses were substantiated, including increasing throughput capacity, synchronizing train schedules, and distributing cargo along routes with minimal load. The conclusions have practical significance for container market participants, enabling them to predict delivery times and choose routes with minimal logistical risks and losses. The results can contribute to enhancing the overall operational efficiency of Russian railways.

The globalization of world economic processes poses challenges for the international transport corridors (ITC) development and their sections as part of national transport systems. The tariff policy and regulatory environment of the transportation process form the institutional prerequisites and cargo base of the ITC, which can become a barrier or driver of its development. The purpose of the work is assess the transport corridor development potential and increase the attractiveness of the ITC by using multimodal transportation schemes to attract cargo flows (including export) from related directions. The paper provides an analysis and development of methods for assessing the prospective transport corridor cargo base in the conditions of competition between enterprises of transport modes, taking into account the national transport network configuration. The article presents a method for assessing the cargo base in the conditions of monomodal and multimodal transportation based on logistics principles-reducing the time and cost parameters of the transportation organization scheme. The possibilities of transport modes integrative development are show in the zone of gravity of the transport corridor due to the transport in multimodal transport organization. The geographical Russian Federation «transit» location on the Eurasian continent opens up wide opportunities for the convergence of the European and Asian countries economies through the development of the ITC that runs through our territory. The article considers the prospects for the ITC «North-South» development, which depend on geopolitical and infrastructural (technological) factors. The technological factor relate to such problems of the Russian transport system as the congestion of infrastructure at the approaches to the ports of the Azov-black sea basin, the Moscow-Likhaya-Rostov-on-don-Krasnodar railway, etc., which directly affect the potential of the transport corridor. A graphical diagram present main railway and automobile communications of the ITC «North - South» and road network with distances for tariff calculations.

The article deals measures to improve the efficiency of using empty cars on the example of the East Siberian railway. The problem of the mechanism for managing cargo and empty runs has been identified. It is necessary to create the system for managing empty rolling stock. The authors consider the technology of working with the company's empty car fleet and the logistics of rolling stock through the Taishet station of the East Siberian railway. The relevance of the goal is the insufficiently developed transport and logistics infrastructure of the region located at the intersection of large transport flows, high costs of logistics operators for the empty tariff. Taking into account the prospects for the development of the station's transport and logistics infrastructure in accordance with the long-term development program of Russian Railways, there are opportunities to increase the range of types of rolling stock and cargo, including container ones. This technology, with timely provision of empty rolling stock for stations, will significantly increase the level of loading and unloading and routing of incoming empty cars. The practical significance of the considered measures is the possibility of reducing the load of some stations, reducing empty flights of rolling stock, increasing the profitability of transportation and the efficiency of using rolling stock by reducing its turnover. In General, for the network, the results will increase the capacity and transit volumes of container traffic from China to the Russian Federation, and stimulate the development of the transport business.