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Introduction. Railway enterprises are characterized by an increased labor risk, the professional activity of personnel is associated with the risk of injury. Occupational safety measures are regularly carried out in the industry. At the same time, accidents are known to occur in Russian Railways JSC (Russian Railways). Risk reduction requires a theoretical study of the problem, as well as the study of applied solutions, which determines the relevance and significance of the proposed study. The purpose of the work is to determine the resulting indicators on which the dynamics of industrial injuries in Russian Railways depends.Materials and Methods. To identify the causes of injury to railway transport workers of the Russian Railways holding, the authors analyzed statistics for 2007–2021. We systematized and ranked 17 types of accidents, which are associated with accidents resulting in injuries. Using the Pareto chart, they were differentiated as resultant and non-resultant. We identified 7 resultants. We performed a stochastic analysis and established the relationship of each factor with the total number of accidents. The correlation coefficients were calculated.Results. Preliminary calculations were presented in the form of a table to obtain the coefficient of stochastic dependence of industrial injuries on the number of injured employees of Russian Railways in road accidents. The value of the stochastic relations coefficient was calculated and adjusted. The average error was determined — the difference between the general injury rate and the injuries in road accidents. The results of these calculations were compared with the data of the Student's t-distribution quantile table for confidence probability. Similarly, the degree of stochastic relationships for the other resulting types of incidents was calculated and summarized in a table. The result was visualized in a diagram.Discussion and Conclusion. The results of the conducted surveys allow us to assert that the dynamics of industrial injuries in Russian Railways JSC is determined mainly by incidents in road accidents. It is necessary to investigate their causes and develop measures aimed at improving occupational safety.

Relevance. A viral pandemic caused by the SARS-CoV-2 coronavirus has led to the development of a new coronavirus disease-2019 (COVID-19). The COVID-19 pandemic has forced the mobilization of all available health system resources. There are separate publications on reducing the risk of developing coronavirus infection in people vaccinated against influenza. Objective: to study the cost-effectiveness of influenza vaccination in the conditions of the» first « wave of COVID-19. Materials and methods. The archival data of 2,452 people from among the sick employees of JSC «Russian Railways» were analyzed. The control group consisted of 2,911 employees who were not infected with COVID-19, comparable by gender, age and territory of residence. Scores on the Charlson comorbidity scale were calculated for all individuals. The pharmacoeconomical cost of the patient’s treatment was predicted using the Markov model. Results. Having a flu shot reduced the likelihood of getting COVID-19 by 1.3 times. In the presence of a diagnosis of coronavirus infection, inpatient treatment for influenza vaccinated patients was required 2 times less often than for unvaccinated patients. Compared to the situation of the absence of vaccinated persons, in the «first wave», the estimated cost savings for the treatment of patients with coronavirus infection amounted to 124 million rubles. When the number of points on the comorbidity scale increased from 1 to 8, the average cost of treatment of patients without previous influenza vaccination increased by 2 times, and in the presence of vaccination, the average cost of treatment increased by 1.7 times. Conclusion. Thus, this study shows that influenza vaccination is cost-effective against COVID-19. The effect is achieved by reducing the likelihood of getting a coronavirus infection in the presence of a flu shot.

The aim of the present research is to find managerial solutions for decreasing the resistance of the railway personnel to innovations. The article investigates the concept of “innovative receptivity”, its role for innovative management of railway industry companies. Innovative receptivity level of locomotive brigades at the Operating Locomotive Depot is proved by E.A. Laricheva’s method. Necessity of developing the system of innovative personnel receptivity management is also substantiated. We have developed a project for increasing workers’ innovation susceptibility to the average level, which implies the presence of specialists capable to carry out innovative activities and research, as well as the ability of the staff to use the scientific advances of other organizations for managing the innovation process. Our project includes: activities to design a program for the relevant competencies of workers increasing; activities to implement a stimulation of the innovative activity system and development of an information program regarding planned innovations. The social and economic effect of the project was evaluated and the probabilities of risks associated with the proposed activities were identified. We also calculated total cost savings due to the relative freeing-up of the locomotive crews’ employees. The proposed system for managing the innovative receptivity of personnel can be used at similar railway companies.

The effective functioning of the country’s rail transport plays a crucial role in creating the conditions for modernization, transition to innovative development and sustainable growth of the national economy, helps create the conditions for leadership in the global economic system. The competitiveness of any company depends on the nature and quality of the implementation of these recent advances on the scientific and technical progress. Innovations allow firms to operate in markets that are not yet occupied and are not generated by other companies. Innovative competitive advantage to create a custom product, works (services) and management decision. In this paper, conditional on the data is considered the economic effect the introduction of the innovative project at JSC «Russian Railways».

This article presents the value of further increase of the energy efficiency in railway transport in combination with transition to the non-standard sources of energy. This is done within the paradigm of sustainable development and decarbonization in the global economy and by also taking into account the objectives stated in the document “Global perspective of railway transport development until 2050.” Hydrogen fuel cells, which are being studied by the Technical and Scientific Council of the JSC “RZD”, have demonstrated to be the most beneficial. The global trends of commercial use of fuel cells for transport are based on the unique properties of hydrogen as a fuel: high energy efficiency, ecological safety, and capability to be used without electric grids. Taking into account technological and ecological value, the transition from diesel traction to hydrogen fuel cell traction is justified and can be evaluated as a step of evolution that is as valuable as the transition from steam traction to diesel traction. Empirical proof is available that hydrogen is not hazardous to handle with properly designed equipment. The potential of the Russian science allows fulfilling appropriate research and development. We have taken into account that the required scientific and technological competences are available in different scientific centers and their effective integration is required. The conclusion states that the required conditions exist for introduction of the hydrogen fuel cells to the rolling stock in Russia. Although manufacturing of the critical fuel cells is not currently available in the Russian Federation, it can be arranged if demand is sufficient. This will require the collaboration of customers and scientific investigators in the project development of electric rolling stock in which hydrogen fuel cells can be used.

The algorithm is proposed for the automated control of displacement of the load overall center of gravity relative to transversal and/or longitudinal planes of symmetry of the car during railway transportation and decision-making about availability of commercial damages upon results of the car wheel weighting under way by the weighting equipment in cluded in the set of equipment of the systems of the automated commercial visual inspection of trains and cars. The baseline data for calculations includes results of the car wheel weighting and relative error of measurement of the loads with scale set during certification, and the car container weight accepted according to the data of the car in the Automated database of the freight car fleet of JSC “RZD”. Algorithm of the automated control of each type of displacement includes calculation of the actual displacement of the overall load center of gravity in the car, minimax assessment of the calculated value with regard to the error of determination of the parameters values used for calculation, and the conditions of decision-making about availability of commercial fault. Algorithm of static modeling of the bogie wheels loads on the rail is presented, in which the probabilities of excess of the regulatory maximum allowable value by the actual displacement are determined by the Monte Carlo method (loads of eight wheels are randomly broken out with assumption that distribution of their values is normal). Results of static modeling along with the analysis of the data from transportation documents and video image of the car with the freight allow the operator of the train and car visual commercial inspection station to make decision about necessity of the car field inspection for establishing the fact of commercial fault. Examples of calculation according to the proposed algorithm are provided for the case of control of displacement of the load overall center of gravity relative to the transversal plane of the car symmetry, including comparison with calculations without taking into account the errors. Proposed algorithm can be used in the automated train and car commercial inspection system under way during railway transportation as the element of the digital intelligent technology of commercial inspection being developed in the JSC “RZD”.

The passenger economy of the Ukrainian railway in the context of long-distance and suburban services has been analyzed. The basis of long-distance research is the share of certain categories (night speed, regional, night express, high-speed express Intercity+ and Intercity). Particular attention is paid to the distance of night high-speed trains over 1000 km within Ukraine. Regional routes are distinguished by length and route in different economic regions. This contributes to the selection of cities in nearby regions between which there is no direct connection. To characterize high-speed trains of the Intercity+ category, speed indicators are used, which allows to determine the best routes by speed. The reasons for the slow movement of some express trains have also been identified. The material shows the difference between the categories Intercity+ and Intercity. Only one of the class of night passenger trains is briefly mentioned, which is considered to be the most picturesque from the tourist point of view. Suburban service after the resumption of passenger traffic in early summer 2020 is described in detail. The most important indicator of this analysis is the number of suburban train pairs that were destined for transportation. Stations in each region are presented in tabular format, from which the movement to the endpoints is carried out. During the writing of the article, the largest passenger-intensive points were investigated in terms of the number of suburban transport flights and their administrative-territorial subordination to certain units was identified. In addition, areas with relatively low traffic of suburban trains and the causes of this socio-economic phenomenon are given. The problem of elongated routes serving sparsely populated areas, especially in the regions of southern Ukraine, has been identified. On the example of the longest suburban service, a human-geographical approach to reducing the number of stops has been proposed. [ABSTRACT FROM AUTHOR]

Background. Corporate governance in the context of reforming large state-owned enterprises into commercial corporations has led to the need to develop new methods and approaches in the activities of large transport companies, in the management of all operations / processes at the unit level and in the organization as a whole. Particularly significant changes have been made in rail transport, where the structure is being gradually reorganized, and recent changes have involved the transformation of strategic management based on the functional-cost approach (with the allocation of Directorates that manage the individual functions and costs performed by the cost centres under their control). Strategic management in the Corporation was the object of research. Materials and methods. To assess the effectiveness of strategic management, formal logic, systematic approach, questionnaires and analysis of statistical data were used, which allowed to identify the following problems. Results. The developed management strategy aimed at improving the manageability of units, improving the relationship between the levels of the hierarchy of the management system and cost optimization had a negative impact on the development of units. Discussion. In our opinion, this is due to the inefficient distribution of cash flows between the center and the departments, which, with insufficient funding, led to increased losses, overtime at relatively low levels of remuneration of basic workers, unproductive costs and downtime in the cost centers. This situation, in our opinion, requires the implementation of certain changes, primarily through strategic management by the method of “bottom-up” and create structural divisions in the field on the valuation of cost accounting of material-technical basis of each specific cost center and their coordination in the framework of the overall corporate budget. This situation will allow the divisions to develop steadily and improve their socio-economic development. Conclusion. In General, it is possible to note the rationality of the application of the functional-cost approach in the strategic management of the railway Corporation. At the same time, special attention should be paid to optimizing the distribution of cash flows between the links of the Corporation.

The article presents the theoretical aspects of risk management, reflects the results of rail transport activities for 2015–2017 in the direction of transport of passengers and cargo in Russia. The degree of development of risk management methods and mechanisms in domestic and foreign sources has been analyzed. The purpose of the study: the development of theoretical provisions, the development of recommendations to improve the methods and mechanisms of risk management of the transport industry. Methods and methodology: methods of empirical, theoretical research, economic and comparative analysis, analysis of scientific research, statistics, grouping. Results. The analysis resulted in the development of a number of recommendations and measures to reduce and prevent the risks of the enterprise of the transport industry. Practical implications. The results of the analysis can be used for the spatial development strategy of the Russian Federation for the period up to 2025.

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The problem of uncertainty and early prediction of possible “breaking points” in the trends of changes in key performan ce indicators, which impedes long-term economic forecasting, is extremely serious, especially in such a capital-intensive industry as rail transport. For the purpose of preventive detection of changes in trends, the authors suggested using the “marginal factor of operating costs” as a forecasting tool, which will be the most sensitive to changes in the efficiency of railways, playing the leading role, as compared to gross indicators or derived from them. This indicator with the developed classification of its zonal levels will allow initiating the adoption of the necessary managerial decisions, taking into account marginal revenues and marginal costs. An analysis of change in the marginal coefficient of operating costs, taking into account the effect of filling the capacity of the railway line on it, makes it possible to identify with high sensitivity the signals of emerging positive or negative changes in the level of efficiency. Thus, the timely formation and refinement of measures for the development of the railway network, as well as the introduction of new transport products on the market, the implementation of innovative, including digital, technologies should be based on a scientific tool for predictive management of the efficiency of rail transport. The marginal coefficient of operating costs as a leading indicator of efficiency can become an indicative basis for such management. It is advisable to monitor the marginal coefficient of operating costs in the network as a whole, and also to develop the procedure for its evaluation by kinds of freight, directions of transportation and transport products. This will allow to prioritize the implementation of specific activities more justified, on the one hand, and to assess the effectiveness of its implementation on the other.

Container transport by railway between Europe and China is a flagship project of China's Belt and Road Initiative (BRI). Trade, economic and geopolitical aspects of the BRI have been widely analysed, but data on real traffic flows are scarce. A variety of data sources are examined to identify the structure and evolution of cargo volumes along the Eurasian Land Bridge in the light not just of the development of new railway freight services between Chinese cities and Europe but also of trade between Japan and South Korea and European countries. The roles of subsidies and new infrastructure investments in shaping past, present and futures trends are also examined. [ABSTRACT FROM AUTHOR]

To ensure the strategic competitiveness of the rail-development of rail transport should be based on an adequate way industry, its long-term development must be innovative-ori-economic methodology, the development of which is an urgent ented. The economic toolkit for managing innovation-oriented scientific task. The article considers methodological approaches to the management of innovation-oriented development. Based on the synthesis of these approaches, a methodology is proposed for selecting promising innovative projects and solutions, taking into account both socio-economic and sectoral measurements. It is noted that for the success of innovative developments it is necessary that they meet the social and economic challenges. It is explained that the presented methodology contains exclusively qualitative approaches to assessing the prospects of innovation, according to the principle of subjective value evaluation. The article gives examples and considers four variants of the results of the assessment of innovation prospects from socio-economic and industry positions. The necessity of proactive management of innovation-oriented development of railway transport is substantiated. The paper underlines the importance of analyzing the trends of innovative development of other sectors of the economics (first of all - other modes of transport) under the proactive management of innovation-oriented development. The possibility of using the proposed methodology for selecting promising innovative projects and solutions can be noted in the context of proactive management of innovation-oriented development of rail transport, taking into account the necessary “tuning”.

Purpose. It is necessary to investigate the impact of corporations on development of railway transportation of Russia as well as to identify the main stages of development of the industry, using: conceptual foundation of P.A. Sorokin about the integrated nature of the person; hypothesis of existence of cause and effect relationship between the equity of different economic subjects interested in its reproduction (simple and expanded) and forms of social and communicative interaction resulting from the financial and business relationships. Methodology. Analysis of Russian and foreign historiography of the development of railway transport as a sector of the economy. The study of the social role of corporations and share capital. Results. The hypothesis about the social role of corporations and share capital, in particular up to the 70-ies of the XIX century, received a confirmation in the article. Corporations and their accumulated capital accelerated anagenesis and cladogenesis of the types of social and communicative interaction and acted as the main driving force behind railway development. But unfortunately, corporations with private capital performed only a part of the social mission and could not support the public-oriented government policy in the transportation sector. . Practical implications. It can be applied in educational process, scientific and research activities.

Актуальность предлагаемой темы вытекает как из значения и роли железных дорог, во многом решивших судьбу противостояния белых и красных в годы Гражданской войны, так и из крайне слабого, часто одностороннего освещения в исторической литературе роли комиссаров в этом противостоянии. Рассмотрены вопросы становления и структуры системы комиссарского правления, роль и значение деятельности комиссаров в обеспечении устойчивой работы железных дорог. Раскрыта деятельность комиссаров по информационному обеспечению Центра о состоянии железных дорог, организации на дорогах агитационно-пропагандистской и культурно-массовой работы, улучшению условий жизни железнодорожников, укреплению их трудовой дисциплины. Показаны трудности в работе комиссаров, являвшиеся следствием как их недостаточного уровня образовательной и профессиональной подготовки, так и нечеткости в определении Центром задач их деятельности и функциональных обязанностей. Утверждается, что в результате формирования комиссарского состава и его деятельности Советскому государству удалось в тяжелые годы Гражданской войны добиться устойчивой работы железных дорог, что явилось одним из основных факторов, обеспечивших победу красным.

В статье освещается жизнь и деятельность выдающегося инженера, ученого, исследователя Якова Модестовича Гаккеля (1874-1945). Я.М. Гаккель – русский (позже – советский) инженер, который внес значительный вклад в развитие мирового самолёто- и тепловозостроения первой половины ХХ ст. Как ученый-электротехник принимал участие в строительстве и эксплуатации одной из первых в России (и первой в мире в условиях вечной мерзлоты) гидроэлектростанции. Входил в состав организационной подготовительной комиссии по разработке проекта и строительству первого электрического трамвая в Петербурге. Я.М. Гаккель – профессор, заслуженный деятель науки и техники РСФСР, автор многочисленных научных разработок и изобретений. Его статьи, разработки, усовершенствования и новаторские решения невозможно сосчитать, они требуют отдельного изучения, тщательного историко-научного анализа и надлежащей оценки.

В статье представлена историография темы «Дороги Галичины австро-венгерского периода». Исследование отмеченной проблемы требовало поиска и проработки значительного круга источников, которые хранятся в архивах и библиотеках Черновцов, Львова, Москвы и Санкт-Петербурга. Конечно, основная часть фактического материала почерпнута из архивных фондов Черновицкого государственного областного архива, книжных и газетных фондов Научной библиотеки Черновицкого госуниверситета и Львовского государственного областного архива.

В статье освещается участие выдающегося отечественного инженера путей сообщения, конструктора паровозов и вагонов, выдающегося педагога и железнодорожного администратора, профессора Николая Леонидовича Щукина в проектировании и строительстве императорского поезда заграничной и отечественной колеи. Результат работы Строительной комиссии под руководством Н. Л. Щукина поразил. Плодотворное сотрудничество ведущих железнодорожников, ученых и инженеров страны на грани ХІХ и ХХ в. продемонстрировало высокий уровень инженерно-технического потенциала в отрасли железнодорожного транспорта и положило начало новому этапу отечественного паровозо- и вагоностроение, постепенно выводя дану отрасль на один уровень с железными дорогами ведущих развитых стран мира.

В статье освещается жизнь и деятельность выдающегося отечественного Министра путей сообщения (1895-1905 гг.), удивительной судьбы человека, князя, прямого потомка князей Рюриковичей, Михаила Ивановича Хилкова. Освещается путь М. И. Хилкова от кочегара паровоза к Министру путей сообщения. Показано, что всю свою жизнь он посвятил служению Отчизне.

В статье рассматривается рецензия С.Ю. Витте на учебник профессора Я.Н. Гордєєнка «Основы железнодорожной экономии» (1885). Собственно С.Ю. Витте не так много написал научных статей. Однако учебник Я.М. Гордєєнка настолько понравился ему теми проблемами, которых коснулся автор, что Сергей Юлиевич сел за перо и выразил свои мнения относительно его вступиьтельной лекции, посвященной железнодорожным тарифам, железнодорожным перевозкам. Мнения С.Ю. Витте актуальны и сегодня.

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Modern condition and structure of the passenger transportations market, as well as modern problems of passenger transportations development are investigated in the article. Directions of maintenance of the effective activity of railway transportation enterprises under conditions of quality and traffic safety improvements are defined. [ABSTRACT FROM AUTHOR]

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This article considers the problem of food supply to the Eastern front in the winter of 1917 during World War I. In the conditions of the food supply crisis the military authorities managed to avoid the famine in the army. The Front Command and the Supreme Command took some measures to resolve this problem. Attracting extra workers for harvesting, clarity of the resources allocation, calculations of the government funds allocation- all these actions bolstered the army's efforts on the home front. A considerable role in this work was played by Emperor Nicholas II, who timely and positively reacted to the suggestions of the military commanders on the issue. Overall, the Russian military command coped with this problem in the conditions of the general crisis of supplies.

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Copyright of Scientific Bulletin of National Mining University is the property of National Mining University, State Higher Educational Institution and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

В статье освещается проблема перевозки хлебных ресурсов железными дорогами на территории Украины (вторая половина ХІХ – нач. ХХ столетий).

The object of the paper is the financial risks of the railway transport. Today the financial situation of Ukraine's railway transport tends to deteriorate due to the systemic crisis of the national economy, the severance of existing economic ties, the critical wear and tear on non-negotiable assets, as well as an ineffective financial management. This led to the complexities of the formation of sufficient financial resources, the growth of financial risks and, as a result, the reduction of the international ratings. It is shown that little attention is paid to the risks, arising in the course of operating activities in the JSC 'Ukrzaliznytsia'. The paper analyzes financial risks of Ukrainian railway transport (financing of operating activities, liquidity, interest, credit and currency). The analysis showed that the industry is facing problems related to the financing of operating activities, providing the necessary level of liquidity and, consequently, the cost of the resources involved. This leads to a decrease in the ability of Ukrzaliznytsia to carry out the operational activities, reduce its effectiveness and, as a result, further deterioration of the financial condition In order to improve the financial situation and reduce the financial risks of railway enterprises, the directions of their reduction are offered: optimization of the structure of financial resources by reducing the share of borrowed funds, limiting the amount of high-risk financial transactions, limiting the volume of current assets in the form of low liquid and illiquid assets, rationalizing the policy of managing financial instruments, implementation of scientifically sound financial management system. The strategy and tactics for managing financial risks of the railway enterprises should be based on the balance between expected benefits and possible risks. [ABSTRACT FROM AUTHOR]

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This article is dedicated to the analysis of the role of rail transport in the Azerbaijan freight transportation market. The authors demonstrate that despite the increasing level of competition with road transport, rail transport represented by “Azerbaijan Railways” LLC still holds its position in the sectors of mass industrial goods transportation and long-distance transportation. Also, the crosscountry analysis shows that this condition is preconditioned by geographical and technological factors and is common to transport systems of most other countries. Based on the conducted analysis, the authors conclude about the necessity of orienting the country's transport policy towards the development of railway infrastructure to avoid possible infrastructure constraints for the social and economic development of the country's regions. [ABSTRACT FROM AUTHOR]

The research objects of the article are the financial aspects of innovation development of railway transport. Now the railway transport in Ukraine is in a state of deep crisis, which led to significant deterioration in the state of the production capacity of the branch reducing its transportation opportunities and throughput of the railway network. Critical deterioration of the basic production assets of railway transport in Ukraine is the result of systematic under-funding of their reproduction. It is possible to improve current situation by updating and modernizing the fixed assets, eliminating the technical and technological backlog of Ukrainian railways from European ones. The aim of the article is to evaluate the prospects of innovation development of railway transport in Ukraine taking into account the formation of its financial resources. The estimation of approximate volumes of financing in technical re-equipment, reconstruction and modernization of infrastructure objects and rolling stock is carried out. It is shown that these investments are required as the preservation of the integrity of the railway network and the possibility of transportation activities depend on their effectiveness. The intensity of investment processes in railway transport and ability to raise funds from external sources are completely determined by the effectiveness of its operational, investment, and financial activities. The main source of financial resources for railway transport is its own funds. It is shown that the consequence of reducing in financial results of the Ukrzaliznytsya is the almost complete cessation of investment activity. The possibility of attracting resources for capital investments in railway transport from external sources is limited due to the low investment attractiveness of railway transport, low credit ratings of the Ukrzaliznytsya, and problems with its payment discipline. Improvement of the situation with the formation of available financial resources of the Ukrzaliznytsya is possible at the expense of reasonable financial policy, implementation of a set of measures aimed at increasing the attractiveness of railway transport, especially transit, and introduction of advanced transportation technologies (multimodal transportations). [ABSTRACT FROM AUTHOR]

Предложена классификация узкоколейных трансферов и туристических путешествий в зависимости от цели поездки, вида подвижного состава, времени путешествия и регионов обслуживания, которая позволит заранее планировать необходимое количество подвижного состава. Определены принципы и ключевые факторы, которые влияют на развитие туристических перевозок по узкоколейным железным дорогам. Рассчитаны прогнозные показатели туристического потока в Закарпатской области и ожидаемый годовой доход от туристических перевозок, которые будут организованы по узкоколейной железной дороге. [ABSTRACT FROM AUTHOR]

To increase the competitiveness of railway transport the authors propose to develop of railway tourism in Ukraine. The article aims to systematize the advantages and disadvantages of railway and automobile tourism and develop efficient areas of their use in this context. Moreover, the authors set a goal to develop a methodical approach to determine the costs of the company that will organize transportations on the specific tourist route. Studies have shown that tourist traffic by railway transport has high potential, provided that it will use modern comfortable rolling stock and have in its structure not only the cars for tourist transportation, but also dining car, casino car, disco car (during the day game car for kids) and others. The above mentioned set of cars should be recommended for cruise travel with a period from 8 to 28 days, for shorter journeys the tourist train may not include casino car, disco car (during the day game car for kids) and others. The final choice of tourist traffic should be justified by economic calculations using the method proposed by this article. The approach is based on accounting all complex of costs associated with the technological process of tourism services. It includes the costs for the process of transportation itself, delivery of additional services of infrastructure and rolling stock owners, pay for transfer transportations, services of hotels, restaurants, cafes, travel agencies, advertising organizations and own costs of travel company. It makes possible to determine the costs of travel package more accurately, taking into account the demand for this type of tourist traffic. As a result of the proposed measures one can expect increase of passenger traffic on the railroad, image improvement of the Ukrainian railways within the country and abroad, attraction of additional funds to renew the outdated infrastructure and rolling stock, restoration of the objects of cultural and historical significance, creation of new jobs, and restraining of migration processes in western Ukraine. [ABSTRACT FROM AUTHOR]

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