Problems of designing transport systems of " Siberian Antrazit" - Research Square
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Problems of designing transport systems of « Siberian Antrazit»
N Gorbun ova, O Mirkushov*
Peoples’ Friendshi p University of Russia, student, 6 Miklukho -Maklaya St., Moscow, 117198, Russia
Abstract The article discusses the operating conditi ons of transport system s
located in open pit mining of the enterprise of Si berian Anthracite JSC using
«Kol yvanskij» opencast mine a s an example. The m ost optimal route for coa l
suppl y railwa y lines from the open pit to the concentration plants was designed,
the use of which will increase the enterprise’s producti vit y and reduce the risks
of using vehicl es. When searching for the optimal rout e for coal deli ver y from
«Kol yvanskij» open -pit mine to the «List vjanskaja -1» and «List vjanska ja -2»
enrichment plants, the method of d ynamicall y programming the optimal route (the
optimalit y principle of R. Bellman) was used as an algorithm. The method of
dynamic programming is to det ermin e the shortest distance bet ween nodes (place s
of intersecti on of the pr oposed rail wa y tracks), by successi ve soluti ons of whi ch,
the shortest r oute i s revealed. Ba sed on the obtai ned parameters, two designed
tracks were compared and, as a recommendati on fo r sol ving technologi cal issues
in the design of transport syst ems of a mining enterprise it was proposed to us e
the optimal railwa y from the open -cast mine to «Li st vjanskaja» «2 wa y»
enrichment plant.
Keywords mot or transport, mining enterprise, coal deli v er y, railroad, circular
curves, R. Bellman’s equati on
previ ousl y used in enterprises t o find the
1 Introduction
optimal rout e.
Si berian Anthracite is the world's first
producer of ultra -high quality anthracite and is
Russia's largest producer of coking coal. It i s 2 Experiments
one of the fast est gr owing coal companies in
In determining the current problem s of
the country. The compan y has an annual
increase in the producti on of minerals about designing transport syst ems of incisi ons shoul d
30%, and in the future this increase will depend take into account the more complex operating
signifi cantl y on the decisi ons made in the conditions of the devel oped fi elds of the fiel d
due t o:
design of transport system s.
Three coal mines are being devel oped The distance of the deposit fr om the
in the Novosi birsk regi on: Kol yvansky, transport highwa ys;
Gorlovsky and Oriental. The design capa cit y of Lack of devel oped infrastructure and
the Kol yvansky cut for 2019 for pr oducti on has industrial enterprises operating in the
been adopt ed equal to 850 0 thousand. t region;
anthracite per year (of which 8100 thousand
The complexit y of the mining,
tons/ year - the project capa cit y of the Northern
geol ogi cal and mining conditions of the
site, 400,000 t ons/ year - the project capacit y of
devel opm ent of deposits associated
the Krutikhinsky sit e). The fi eld is devel oped
with the presence of numerous non -
in an open wa y using an in -depth longitudinal
concti ve vi olati ons in 14 steep -falling
two-breast ed devel opment syst em (Sysoe v coal seams, breaking them into separate
2005).
bl ocks of 0.5-1.0 km at a depth of up t o
The main part of the extract ed
200-300 m.
anthracite from slaughter is transported t o the
Since 1993 a s the main transport syst em of
industrial site of the processing plants JSC Si berian Anthracite, the technol ogy of
List vyanska ya-1 and List vianska ya -2 (further
mining operations with the use of vehicles wa s
on the text of OF-1 and OF-2). OF-1 and OF-2
sel ect ed, the use of which, according to the
recei ve and enrich the anthracites of the
results of technical and economic calculati ons,
Kol yvan fiel d and ship goods t o consum ers b y
is not advi sa ble. As a result, for the mining and
rail.
geol ogi cal conditions under consideration, the
The approaches are defined that
management of the JSC Si berian Anthracite
comprehensi vel y characterize the economi c
decided t o make the transition from the use of
effi ci ency of the project using the Bellman road transport to rail. This article is devot ed t o
principle and reflect the actual and potential the design of an optimal railwa y from the open
damage fr om its implementation throughout pit to the List vyanska ya concentrator, which,
the entire life cycle of a mining enterprise. according to the authors, will most radicall y
The novelt y lies in the dynamic
help to sol ve transport probl ems in the
programming method, which was n ot
Received: *Corresponding author. Tel: 7(977)4742095, E-mail:
hammer1998179@gmail.com
devel opm ent of deposits, given that the to transport logisti cs in the devel opment of
conditions of each open pit are unique. coal deposits of the Siberian Anthracite is
presented as a multi -st ep decisi on -making
As an algorithm for finding the required process, whi ch is broken down into seven
task, and in the case in questi on, sel ecting the stages (Figur e 2):
shortest di stance of the railwa y from the
Kol yvanski mine t o OF-1 and OF-2 (Figure 1), In the first phase of node 0 (OF -1, OF-
the most effecti ve m ethod i s dynami c 2) without intermediate nodes, you can
programming (the principle of the optimalit y onl y get into nodes 1, 2, 3 and 4;
of R. Bellman) (Lezhnev 2010) that allows you In the second stage, nodes 1.2 and 4
to find the best opti on for placing the can onl y be accessed in 5 , 6 and 11
traject or y of the railwa y in the conditions of knots;
compl ex surfa ce relief (Tatarinova 2015). The In the third stage, 5 , 6 nodes need t o
subject of dynamic programming is the stud y be entered into nodes 7 and 8;
of multi-st ep tasks and their soluti ons. In the fourth stage of knots 7 , 8 and 4
Dynamic programming is a wa y t o sol ve a you need t o get into 9, 10, 11 knots;
problem by di viding it into several identical
In the fi fth stage, ch oose the m ost
(secondar y tasks) recursi vel y relat ed to each
appropriate distance fr om node 9 t o
other. At the same time, decisi ons at ever y step
14, through nodes 12 and 13;
are made on the basi s of the interests of the
In the sixth stage of kn ots 12, 13, 10
wh ole process, and not ea ch step indi viduall y
and 11 find the shortest distance t o 14 ,
(Tarasenko and Egorova 2019; Ovchinnikov
15 and 16 knots;
2008; Ovchinnikov 2012; Faure et al. 1975;
Aho et al. 1983). For the design of the in the seventh stage we get the best
parameters of the railwa y, 4 main directi ons or wa y t o the cut (node 17) of 14 , 15 and
tracks were proposed, with connecting roads 16 knots
(Fig. 1).The application of Bellman's methods
Fig. 1 Scheme of pr oposed r outes
Fig. 2 Shortest Path Finder
By graduall y calculating the distances the access road on the surfa ce of the coal
fr om the nodes of one stage and using the mining compl ex (2 wa y). The best path goes
information obtained in the previ ous stages, it through 2,6,8,10 and 15 knots, and the soluti on
is possi bl e to det ermine the optimal route of bel ow i s:
f1 ( X 2 ) min(f0 ( X0 ) U 02 ; f1 ( X 3 ) U 32 ; f1 ( X1 ) U12 ) 4, 68; 4.52 1.81; 4, 52 1, 81 4, 68 km
7, 61 1, 3; 4, 68 3, 77; 3, 41 6, 17 8, 45 km
f 2 ( X6 ) min(f 2 ( X5 ) U 56 ; f1 ( X 2 ) U 26 ; f1 ( X4 ) U 46 )
f 3 ( X8 ) min(f 2 ( X6 ) U 68 ; f 3 ( X7 ) U 78 ) 8, 45 3, 81; 9, 58 2, 89 12, 26 km
f4 ( X10 ) min(f4 ( X9 ) U 910 ; f 3 ( X8 ) U 810 ) 20, 22 3, 75; 12, 26 4, 45 16, 71 km
f6 ( X15 ) min(f6 ( X14 ) U1415 ; f4 ( X10 ) U1015 ) 24, 49 2, 67; 16, 71 4, 7 21, 41 km
f7 ( X17 ) min(f6 ( X14 ) U1417 ; f6 ( X15 ) U1517 ; f6 ( X16 ) U1617 ) 24, 49 2, 72; 21, 41 5, 4; 22, 56 9, 38 26, 81 km
or circl e curves. The rationality of direct lanes
Of the proposed 4 railwa y tracks
is obvi ous, as the shortest distance is provided
(Figure 1) in the future will be considered 2
and on this basis the minimum mileage and
wa y and 1 wa y, as 2 path, based on the
operating cost s are provided. However, in
decisi on, is the shortest, and 1 track (28.73km)
diffi cult t opographical conditions, b ypa ssing
wa s sel ect ed by the Si berian Anthracite as the
obstacl es causes you to deviat e fr om the
main route for construction.
shortest directi on, so the circular curves are
project ed (Lokt ev et al. 2015; Sych ev et al.
When designing the route of railwa y 2016; Ga vrilenkov and Perel ennikov 1984).
tracks, the calculati on of the track is desig ned For the priority 2 paths, calculations of
in two projecti ons - in profil e and plan. The abbreviat ed coordinates of the main points,
ground profil es of the new r out e are pi ecem eal distances and directional angles were
br oken lines. New rail route plans are a famil y calculated.
of straight lines and curves . When designing a
plan for the new railroad track in the earl y For the uniform pairing of adjacent
stages, you can limit yoursel f to presenting the straight secti ons of the path, there are circular
plan onl y by straight and circular curves. There curves (Figure 3, a, b). Curves are di vided on
are two parameters that directl y characterize the ground by parameters: T - tangens, R -
the length of the L and the directi on radius, D - dom er, B - bissectrix, α - angle of
det ermined by the directi onal angle α. turn, C - the length of the curve. V U is the top
of the corner of the turn.
The length of the straight traject or y i s
measured bet ween the ends of the transitionalFig. 3 Scheme t o build circular curves
(a - the beginning of the path, b - the end of the road)
The main parameters of the curve - the The calculations of the circular curve
angle of the turn and radius of R - are and picket values were made. The average
appointed wh en devel oping a plan based on curve radius for the 1st track was 926,923 m .,
their feasi bilit y and effi ci ency, as well a s and for 2 - 1326,087 m.
dictated by the t opographical forms of terrain
and the planned situation. The parameters o f When the train moves al ong curved
the q and R may change in certain ranges. The secti ons, a centrifugal force arises, which
minimum α min of the turn is limited depending on results in a negative impact on the increased
the conditi ons, and the maximum - theoreti cal wear of the track superstructure and rolling
is not limited (Gavrilenkov and Perelennikov st ock. In diffi cult terrain, underutilization of
1984; Loktev and Loktev 2015). The radius the limiting slope can signifi cantl y lengthen
largel y det ermines the positi on of the r oad the track or increase the volume of earthworks,
within the curve. The smallest radius i s and a decrease in the weight rate (train mass)
det ermined by the ride com fort. The rest of the leads t o an increase in operating costs for train
parameters are measured in meters and traffi c and a decrease in the carrying capa cit y
calculated according to well -known formulas of the road (Ga vrilenkov and Perel ennikov
(1-4): 1984; Bestem' yanov 2015). Indicators of
Tangens centrifugal force on a circular curve are
T R * tg (1) calculated. The a verage val ue of the
curve: 2 centrifugal force al ong 1 and 2 tracks,
Length * R *
К (2) respecti vel y, wa s 658.517 N/m and 352.5 N/m,
of curve: 180 the average height of the rail el evati on,
T respecti vel y, 105.083 mm and 78.567 mm.
B( )R These calculati ons made it possi bl e t o assign
Bi ssectri
s cur ve:
(3) categories t o the pr oject ed rail wa y tracks. The
sin categories di ffer in the calculat ed annual net
2
load densit y and the maximum speed of
Domer *
D 2* R * (tg ) (4) movement along it. The railroad chosen by the
curve: 2 360 authors (2 wa y) wa s assigned the II categor y.
For categor y II, the calculated annual reduced
3 Results and Discussion load intensit y in the freight directi on for thetenth year of operation can be over 15 to 30 3) The number of cur ves per 1 km (table 3)
million tons / km, and the spe ed of the train is calculated by formula (6), where n - total
can reach 160 km/h (SNiP 1995). Unlike the number of curves;
presented one (1 wa y), which is a ssigned n
categor y III, with a load capacit y of over 8 to (6)
15 million tons / km, and a permitted maximum P C
speed of up t o 120 km/h. 4) Minimum radius of the Rmin curve
(tabl e 4);
The qualit y of the paths has been ass essed
5) Percentage of curves with a minimum
for the categor y (Lokt ev and Lokt ev 2015; radius (table 5) i s cal culated by formula (7) (
Lokt ev et al. 2015; Khusainov and Ozhereleva
2019; Rickett s et al. 2017, 2019, 2020, 2018, min the sum of angles of cur ves with Rmin);
2015). The paths were compared by the
foll owing metrics:
100 Rmin min
1) Am ounts of lengths of curves and 180*( P C )
straight (table.1);
2) Percentage of curves (ta bl e 2) i s (7)
calculated by formula (5): 6) The average radius of cur ves (ta ble 6) i s
calculated by formula (8):
100 C / P C
(5) 180* C
R . (8)
*
Table 1 Cal culating the amount of curves ∑C and direct ∑P
Directi on 1 wa y, km 2 wa y, km
∑C 6,640 7,989
∑P 19,188 18,169
Table 2 Cur ve Percentage Calculati on
1 wa y, % 2 wa y, %
41 52
Table 3 Cal culating the number of cur ves by 1 km
1 wa y 2 wa y
0,89 0,87
Table 4 Cal culating the minimum radius of the Rm in curve
1 wa y, m 2 wa y, m
350 400
Table 5 Cal culating the percentage of curves with a minimum radius
1 wa y, % 2 wa y, %
10 26
Table 6 Cal culating the average radius of cur ves
1 wa y, m 2 wa y, m
959,614 1326,087
4 Conclusions
Thus, as a recomm endation to sol ve References
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