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The Heavy Haul Train Service on the Eastern Section of the Baikal-Amur Mainline
Available online at www.sciencedirect.com
ScienceDirect Procedia Engineering 187 (2017) 769 – 774
10th International Scientific Conference Transbaltica 2017: Transportation Science and Technology
The Heavy Haul Train Service on the Eastern Section of the Baikal-Amur Mainline Yurii Davydov, Tatiana Kalikina, Artyom Plyaskin, Maxim Keyno* Far Eastern State Transport University, Khabarovsk, Russia
Abstract The paper is discussed the possible ways for development the heavy haul train service on the Baikal-Amur mainline. Urgent need for new technologies is caused by the growth in cargo flows to the Pacific seaports. Current measures of Russian Railways and Russian Government for increase the capacity of this key section are too late and don’t provide guarantee for reaching the target capacity level. Authors are trying to find the solution by implementing the heavy haul trains technology to pass growing cargo volumes. 2017The The Authors. Published by Elsevier Ltd. is an open access article under the CC BY-NC-ND license ©©2017 Authors. Published by Elsevier Ltd. This Peer-review under responsibility of the organizing committee of the 10th International Scientific Conference Transbaltica 2017: (http://creativecommons.org/licenses/by-nc-nd/4.0/). Transportation and Technology. Peer-review underScience responsibility of the organizing committee of the 10th International Scientific Conference Transbaltica 2017 Keywords: railroad capacity, distributed power, heavy haul trains
1. Introduction The eastern section of the Baikal-Amur mainline–BAM is the key railway line linking the continental part of this mainline with the non-freezing sea-port Vanino. The railway capacity on this single-track line is composed of the train-flows that approach from several directions. Currently the volume of freights directed to the port terminals exceeds the capabilities of the Eastern
* Corresponding author. E-mail address: [email protected]
1877-7058 © 2017 The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer-review under responsibility of the organizing committee of the 10th International Scientific Conference Transbaltica 2017
doi:10.1016/j.proeng.2017.04.436
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Yurii Davydov et al. / Procedia Engineering 187 (2017) 769 – 774
Section of the Baikal-Amur Mainline, and the Komsomolsk–Vanino line in particular. Aggregate capacity of the train-flows approaching Komsomolsk exceeds 40 trains a day. A part of cargoes from new developing coal and ore deposits located in the Baikal-Amur zone will be directed to the seaports of the South Primorie, but a significant part of the freight traffic is intended for the direction Komsomolsk–Vanino. It is expected that by 2030, this direction will require four times increase in its freight hauling capacity. It is clear, that in mid-term period the capacity of this railway section will limit the capacity of whole BAM railway. Presented research is devoted to finding alternative ways to increase the capacity of railway in short-term period. 2. Research Last decade we are saw strong growth in cargo volumes for Russian Pacific seaports (Fig. 1). Current level is about 30 mtpa – million tons per annum. In the near future, development of mineral deposits in the territory of the Far Eastern Federal District and the Sakha Republic are going to result in the increase in freight traffic on the Eastern polygon of the BAM [1]. The expected level is 55–58 mtpa in 2020. The major freight traffic is planned to be directed to the Russian Far Eastern seaports.
Fig. 1. Mid-term trends for growth in freight volumes for port Vanino.
Analysis of the current condition of the transportation facilities shows that the currently available train-handling capacity on the limiting sections in the BAM Eastern polygon is much differentiated according to sections (Fig. 2). In the Eastern polygon of BAM, 8% of stations have two tracks, 38% of stations have three tracks, and 16% of stations have receiving and departure tracks less than 1050 meter long. On a mid-term horizon, the single-track railway bridge across the Amur River will also become a limiting barrier in addition to the above mentioned limiting obstacles. Present day existing methods for increasing train-handling and freight hauling capacities are various. The major domestic and overseas known methods that allow of long-term increasing in the train-handling capacity of a singletrack are as follows: organization of batch traffic; extension of receiving and departure tracks in stations and passing
Yurii Davydov et al. / Procedia Engineering 187 (2017) 769 – 774
loops with simultaneous thrust power amplification aimed at the increase in train weight rate; launching additional passing loops on the stages that limit train-handling capacity of the railway sections; switching to a different type of traction; construction of auxiliary main tracks on railway stages – dynamic passing loops; and finally – construction of the secondary main track [2–10].
Fig. 2. Current cargo flows to port Vanino.
All methods aimed at the increase in the train-handling capacity of single-track lines can be applied in different combinations and priorities. The measures aimed at gradual increase in train weight rate and sections’ freight hauling capacity should be performed stage-by-stage [4, 6]. In this case, the measures aimed at the increase in train-handling capacity are time-proven conventional actions that used to at the Russian railways for decades. The major advantage of this method is as follows: increase in the train-handling capacity is achieved through capital investments in the track system of sections and stations, which as a result does not require improvements in the car traffic handling technologies. The major disadvantages are: demand for considerable investments and resources; long-term period for the development of the BAM railway infrastructure that won’t let operators cope with the increasing transportation volumes in the near future prospective. The research conducted by Far Eastern State Transport University – FESTU [5] have shown the following results: • 70% increase in the train-handling capacity can be achieved through the following measures: extension of the receiving and departure tracks up to 1050 m in 19, and up to 1100 m at 5 stations or passing loops; • reducing speed limits on 52 sections; • construction of 71 extra receiving and departure tracks; construction of 17 double-track dynamic passing loops; and construction of the secondary main track on 5 sections. Additional 46% increase in the train-handling capacity is possible due to the following measures implemented during the next phase: • elimination of speed limits on 6 more sections; construction of 2 extra receiving and departure tracks at 2 stations or passing loops; • construction of 87 double-track dynamic passing loops at 84 sections; • construction of the secondary main track on 12 sections. Construction of continuous main track will allow of achieving the demanded train-handling values but will require investments of approximately 115 billion rubles.
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Yurii Davydov et al. / Procedia Engineering 187 (2017) 769 – 774
FESTU have considered the issue of conversion to electric traction. Due to infrastructure restrictions the conversion to electric traction and increase in train weight rate to 7,100 metric tons will result in 2% increase in train-handling capacity and 8% increase in freight hauling capacity. Under current conditions [7], electrification will undoubtedly resolve the issue of locomotive fleet reliability but won’t produce a considerable increase in freight hauling capacity [11]. 3. Results Therefore, the resolution of the problem requires search for innovation development of the BAM and Komsomolsk – Vanino section which in its turn demands for employment of new approaches towards the organization of the transportation process. One of the trends aimed at the increase in freight hauling capacity is the rise in the average freight trainload taking into consideration the structure of freight traffic. Application of the technology of heavy haul trains handling will result in considerable reserve train-handling capacity and will meet the demanded freight hauling capacity. Thus, demanded train handling capacity will decrease by 8% in case of achievement of freight hauling capacity of 48.8 million ton through handling just 4 trains of 9000 metric tons and the rest – of 6300 metric tons. In case of handling 4 trains of 12000 metric tons and the rest of 6300 metric tons, the demanded train handling capacity will decrease by 15%; and when handling 4 trains of 15000 metric tons and the rest of 6300 metric tons the demanded train hauling capacity will decrease by 21%. In this case, laying the continuous secondary main track will be required when the demanded freight hauling capacity of the line will exceed 70.8 million tons.
Fig. 3. Conventional and distributed power train design.
Handling heavy haul trains through a limiting railway section will permit to “shift” loss of time from the stages to the railroad yards (for making up and breaking up of trains) [12, 13]. This releases time for let-pass of additional trains. An important task in this case is to ensure high travelling speed of the heavy haul trains when passing limiting stages with long upward and downward grades. The choice of traction power for the heavy haul train must proceed from the condition that the train must pass mountain sections with the minimum travel time and the speed
Yurii Davydov et al. / Procedia Engineering 187 (2017) 769 – 774
considerably higher than the continuous speed for the locomotive type employed. Furthermore, the delays in heavy haul train movement are irrational from the point of view of fuel consumption for the repeated train starting up to speed and from the point of view of blocking train sections and rail bottlenecks at stations [14, 15]. Therefore, taking into consideration a relatively short distance a limiting section covers, when making up a train the number of traction units must ensure non-stop through running to the crew changing station. The rail section under consideration employs diesel locomotives 3ТE10МК. Under such conditions handling heavy haul trains can be organized through making up trains with distributed traction (Fig. 3). Taking into consideration the value of estimated grade of 18‰ (18 ppm or 1:55), the demanded gross tractive effort for a train of 9000 metric tons is 1665 kN; and for trains of 12000 and 15000 metric tons (Fig. 4) the demanded gross tractive effort is 2221 and 2776 kN correspondingly. In this case, train design for distributed traction trains can be arranged with the employment of double-unit or three-unit locomotives available. But the solutions that ensure remote operation of the locomotive units by the same locomotive-driver are of the greatest interest. FESTU has developed a project that ensures interlinkage of jointly working double-unit and three-unit locomotives. Equipping locomotives with such equipment will ensure handling heavy haul trains. Unfortunately, the operating locomotives 3ТE10MK lack electric dynamic brake. Therefore when moving downward the grade, only the use of air-brake is available which in its turn decreases the average speed and leads to heat-up and wear of brake linings and wheels. The choice of locomotive power should be made in favor of the locomotives with high unit power and equipped with efficient electric dynamic brake, such as Kazakhstan TE33 based on GE Evolution platform or new-made domestic diesel locomotive 3TE25k2m (3TE31).
Fig. 4. Development scenarios for heavy haul train service on the Baikal-Amur Mainline (BAM).
4. Conclusions Growth in cargo volumes in short-term period can be passed through not only by the way of large investments in infrastructure, but due to implementation the modern technologies of heavy haul trains operation. With putting into
773
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Yurii Davydov et al. / Procedia Engineering 187 (2017) 769 – 774
operation new diesel locomotives with high unit power 3100–3300 kW it will be possible to begin of 14000 or 15000 tons trains hauling. The advantages of the presented approach are as follows: the possibility to increasing freight hauling capacity up to 55 mtpa in the near future with simultaneous decrease train-handling capacity to 15 train per day; stage-by-stage development of the train-handling capacity of the Baikal-Amur Mainline with rational spending of the funds allocated by the OJSC “RZhD” (Russian Railways) and the Russian government; the possibility to organize transportation process without additional employment of human resources in the low populated regions of BAM. For the support of implementation of the proposed technique FESTU currently performs research for developing effective heavy haul train operation strategy.
References [1] Strategy of social-economic development Far East and Baikal region to 2025 year. Approved by Government of Russian Federation № 2094р from 28.12.2009. [2] А. М. Makarochkin, U. V. D’iakov, Using and development of railroad capacity, Transport, Moskow. 2001. [3] Instructions on the calculation of capacity of railways. Approved by First vice-President of JSC “RZD” V.N. Morozov № 128 10.11.2010, TechInform, Мoscow. 2011. [4] S. А. Plahotich, Technical and technological parameters of railway lines in a parallel norms of weight and length of freight trains: a monograph, UrGUPS, Ekaterinburg. 2011. [5] The report on the research work on the implementation of the federal target program “Modernization of transport system of Russia” / part: “Integrated research and obtaining scientific advice to increase the transit potential and development of import and export of railway infrastructure capacity by increasing throughput opportunities Baikal-Amur Mainline”. FESTU, Khabarovsk. 2012. [6] А. L. Lisitsyn, Choice of rational schemes of formation of increased weight and length of trains, Collection of scientific works VNIIZhT (1992) pp. 4–13. [7] Instruction on handling the increased weight and length of freight trains on the railway tracks public JSC "Russian Railways" Approved by the order of JSC “Russian Railways” № 1704р from 28.08.2012. [8] A. I. Fisenko, Specifics and conditions of Russian Far East seaports development within the framework of international transport and logistic corridors, Asia-Pasific Journal of Marine Scince&Education 2(1) (2012) 59–65. [9] M.-Ch. Shih, C. T. Dick, S. L. Sogin, Ch. P. L. Barkan, Comparison of Capacity Expansion Strategies for Single-Track Railway Lines with Sparse Sidings, Transportation Research Record: Journal of the Transportation Research Board 2448 (2014) 53–61. doi: 10.3141/2448-07 [10] M. Wanek-Libman, Railway Track and Structure. Simmons-Boardman Publishing Corporation, New York. 2013 [11] Y.-C. Lai, M.-C. Shih, A stochastic multi-period investment selection model to optimize strategic railway capacity planning, Journal of Advanced Transportation 47 (2013) 281–296. [12] A. Landex, Evaluation of railway networks with single track operation using the UIC 406 capacity method, Networks and Spatial Economics. 2008. [13] A. Landex, A. H. Kaas, E. M. Jacobsen, J. Schneider-Tilli, The UIC 406 Capacity Method Used on Single Track Sections, Proc., International Association of Railway Operations Research, 2nd International Seminar on Railway Operations Modelling and Analysis, Hannover, Germany. 2007. [14] A. H. Lovett, C. T. Dick, C. P. L. Barkan, Determining Freight Train Delay Costs on Railroad Lines in North America, In: Proceedings of the International Association of Railway Operations Research (IAROR) 6th International Conference on Railway Operations Modelling and Analysis, Tokyo, Japan. 2015. [15] B. Schlake, Ch. Barkan, J. Edwards, Train Delay and Economic Impact of In-Service Failures of Railroad Rolling Stock, Transportation Research Record: Journal of the Transportation Research Board 2261 (2014). ISSN: 0361-1981. doi: http://dx.doi.org/10.3141/2261-14
ScienceDirect Procedia Engineering 187 (2017) 769 – 774
10th International Scientific Conference Transbaltica 2017: Transportation Science and Technology
The Heavy Haul Train Service on the Eastern Section of the Baikal-Amur Mainline Yurii Davydov, Tatiana Kalikina, Artyom Plyaskin, Maxim Keyno* Far Eastern State Transport University, Khabarovsk, Russia
Abstract The paper is discussed the possible ways for development the heavy haul train service on the Baikal-Amur mainline. Urgent need for new technologies is caused by the growth in cargo flows to the Pacific seaports. Current measures of Russian Railways and Russian Government for increase the capacity of this key section are too late and don’t provide guarantee for reaching the target capacity level. Authors are trying to find the solution by implementing the heavy haul trains technology to pass growing cargo volumes. 2017The The Authors. Published by Elsevier Ltd. is an open access article under the CC BY-NC-ND license ©©2017 Authors. Published by Elsevier Ltd. This Peer-review under responsibility of the organizing committee of the 10th International Scientific Conference Transbaltica 2017: (http://creativecommons.org/licenses/by-nc-nd/4.0/). Transportation and Technology. Peer-review underScience responsibility of the organizing committee of the 10th International Scientific Conference Transbaltica 2017 Keywords: railroad capacity, distributed power, heavy haul trains
1. Introduction The eastern section of the Baikal-Amur mainline–BAM is the key railway line linking the continental part of this mainline with the non-freezing sea-port Vanino. The railway capacity on this single-track line is composed of the train-flows that approach from several directions. Currently the volume of freights directed to the port terminals exceeds the capabilities of the Eastern
* Corresponding author. E-mail address: [email protected]
1877-7058 © 2017 The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer-review under responsibility of the organizing committee of the 10th International Scientific Conference Transbaltica 2017
doi:10.1016/j.proeng.2017.04.436
770
Yurii Davydov et al. / Procedia Engineering 187 (2017) 769 – 774
Section of the Baikal-Amur Mainline, and the Komsomolsk–Vanino line in particular. Aggregate capacity of the train-flows approaching Komsomolsk exceeds 40 trains a day. A part of cargoes from new developing coal and ore deposits located in the Baikal-Amur zone will be directed to the seaports of the South Primorie, but a significant part of the freight traffic is intended for the direction Komsomolsk–Vanino. It is expected that by 2030, this direction will require four times increase in its freight hauling capacity. It is clear, that in mid-term period the capacity of this railway section will limit the capacity of whole BAM railway. Presented research is devoted to finding alternative ways to increase the capacity of railway in short-term period. 2. Research Last decade we are saw strong growth in cargo volumes for Russian Pacific seaports (Fig. 1). Current level is about 30 mtpa – million tons per annum. In the near future, development of mineral deposits in the territory of the Far Eastern Federal District and the Sakha Republic are going to result in the increase in freight traffic on the Eastern polygon of the BAM [1]. The expected level is 55–58 mtpa in 2020. The major freight traffic is planned to be directed to the Russian Far Eastern seaports.
Fig. 1. Mid-term trends for growth in freight volumes for port Vanino.
Analysis of the current condition of the transportation facilities shows that the currently available train-handling capacity on the limiting sections in the BAM Eastern polygon is much differentiated according to sections (Fig. 2). In the Eastern polygon of BAM, 8% of stations have two tracks, 38% of stations have three tracks, and 16% of stations have receiving and departure tracks less than 1050 meter long. On a mid-term horizon, the single-track railway bridge across the Amur River will also become a limiting barrier in addition to the above mentioned limiting obstacles. Present day existing methods for increasing train-handling and freight hauling capacities are various. The major domestic and overseas known methods that allow of long-term increasing in the train-handling capacity of a singletrack are as follows: organization of batch traffic; extension of receiving and departure tracks in stations and passing
Yurii Davydov et al. / Procedia Engineering 187 (2017) 769 – 774
loops with simultaneous thrust power amplification aimed at the increase in train weight rate; launching additional passing loops on the stages that limit train-handling capacity of the railway sections; switching to a different type of traction; construction of auxiliary main tracks on railway stages – dynamic passing loops; and finally – construction of the secondary main track [2–10].
Fig. 2. Current cargo flows to port Vanino.
All methods aimed at the increase in the train-handling capacity of single-track lines can be applied in different combinations and priorities. The measures aimed at gradual increase in train weight rate and sections’ freight hauling capacity should be performed stage-by-stage [4, 6]. In this case, the measures aimed at the increase in train-handling capacity are time-proven conventional actions that used to at the Russian railways for decades. The major advantage of this method is as follows: increase in the train-handling capacity is achieved through capital investments in the track system of sections and stations, which as a result does not require improvements in the car traffic handling technologies. The major disadvantages are: demand for considerable investments and resources; long-term period for the development of the BAM railway infrastructure that won’t let operators cope with the increasing transportation volumes in the near future prospective. The research conducted by Far Eastern State Transport University – FESTU [5] have shown the following results: • 70% increase in the train-handling capacity can be achieved through the following measures: extension of the receiving and departure tracks up to 1050 m in 19, and up to 1100 m at 5 stations or passing loops; • reducing speed limits on 52 sections; • construction of 71 extra receiving and departure tracks; construction of 17 double-track dynamic passing loops; and construction of the secondary main track on 5 sections. Additional 46% increase in the train-handling capacity is possible due to the following measures implemented during the next phase: • elimination of speed limits on 6 more sections; construction of 2 extra receiving and departure tracks at 2 stations or passing loops; • construction of 87 double-track dynamic passing loops at 84 sections; • construction of the secondary main track on 12 sections. Construction of continuous main track will allow of achieving the demanded train-handling values but will require investments of approximately 115 billion rubles.
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Yurii Davydov et al. / Procedia Engineering 187 (2017) 769 – 774
FESTU have considered the issue of conversion to electric traction. Due to infrastructure restrictions the conversion to electric traction and increase in train weight rate to 7,100 metric tons will result in 2% increase in train-handling capacity and 8% increase in freight hauling capacity. Under current conditions [7], electrification will undoubtedly resolve the issue of locomotive fleet reliability but won’t produce a considerable increase in freight hauling capacity [11]. 3. Results Therefore, the resolution of the problem requires search for innovation development of the BAM and Komsomolsk – Vanino section which in its turn demands for employment of new approaches towards the organization of the transportation process. One of the trends aimed at the increase in freight hauling capacity is the rise in the average freight trainload taking into consideration the structure of freight traffic. Application of the technology of heavy haul trains handling will result in considerable reserve train-handling capacity and will meet the demanded freight hauling capacity. Thus, demanded train handling capacity will decrease by 8% in case of achievement of freight hauling capacity of 48.8 million ton through handling just 4 trains of 9000 metric tons and the rest – of 6300 metric tons. In case of handling 4 trains of 12000 metric tons and the rest of 6300 metric tons, the demanded train handling capacity will decrease by 15%; and when handling 4 trains of 15000 metric tons and the rest of 6300 metric tons the demanded train hauling capacity will decrease by 21%. In this case, laying the continuous secondary main track will be required when the demanded freight hauling capacity of the line will exceed 70.8 million tons.
Fig. 3. Conventional and distributed power train design.
Handling heavy haul trains through a limiting railway section will permit to “shift” loss of time from the stages to the railroad yards (for making up and breaking up of trains) [12, 13]. This releases time for let-pass of additional trains. An important task in this case is to ensure high travelling speed of the heavy haul trains when passing limiting stages with long upward and downward grades. The choice of traction power for the heavy haul train must proceed from the condition that the train must pass mountain sections with the minimum travel time and the speed
Yurii Davydov et al. / Procedia Engineering 187 (2017) 769 – 774
considerably higher than the continuous speed for the locomotive type employed. Furthermore, the delays in heavy haul train movement are irrational from the point of view of fuel consumption for the repeated train starting up to speed and from the point of view of blocking train sections and rail bottlenecks at stations [14, 15]. Therefore, taking into consideration a relatively short distance a limiting section covers, when making up a train the number of traction units must ensure non-stop through running to the crew changing station. The rail section under consideration employs diesel locomotives 3ТE10МК. Under such conditions handling heavy haul trains can be organized through making up trains with distributed traction (Fig. 3). Taking into consideration the value of estimated grade of 18‰ (18 ppm or 1:55), the demanded gross tractive effort for a train of 9000 metric tons is 1665 kN; and for trains of 12000 and 15000 metric tons (Fig. 4) the demanded gross tractive effort is 2221 and 2776 kN correspondingly. In this case, train design for distributed traction trains can be arranged with the employment of double-unit or three-unit locomotives available. But the solutions that ensure remote operation of the locomotive units by the same locomotive-driver are of the greatest interest. FESTU has developed a project that ensures interlinkage of jointly working double-unit and three-unit locomotives. Equipping locomotives with such equipment will ensure handling heavy haul trains. Unfortunately, the operating locomotives 3ТE10MK lack electric dynamic brake. Therefore when moving downward the grade, only the use of air-brake is available which in its turn decreases the average speed and leads to heat-up and wear of brake linings and wheels. The choice of locomotive power should be made in favor of the locomotives with high unit power and equipped with efficient electric dynamic brake, such as Kazakhstan TE33 based on GE Evolution platform or new-made domestic diesel locomotive 3TE25k2m (3TE31).
Fig. 4. Development scenarios for heavy haul train service on the Baikal-Amur Mainline (BAM).
4. Conclusions Growth in cargo volumes in short-term period can be passed through not only by the way of large investments in infrastructure, but due to implementation the modern technologies of heavy haul trains operation. With putting into
773
774
Yurii Davydov et al. / Procedia Engineering 187 (2017) 769 – 774
operation new diesel locomotives with high unit power 3100–3300 kW it will be possible to begin of 14000 or 15000 tons trains hauling. The advantages of the presented approach are as follows: the possibility to increasing freight hauling capacity up to 55 mtpa in the near future with simultaneous decrease train-handling capacity to 15 train per day; stage-by-stage development of the train-handling capacity of the Baikal-Amur Mainline with rational spending of the funds allocated by the OJSC “RZhD” (Russian Railways) and the Russian government; the possibility to organize transportation process without additional employment of human resources in the low populated regions of BAM. For the support of implementation of the proposed technique FESTU currently performs research for developing effective heavy haul train operation strategy.
References [1] Strategy of social-economic development Far East and Baikal region to 2025 year. Approved by Government of Russian Federation № 2094р from 28.12.2009. [2] А. М. Makarochkin, U. V. D’iakov, Using and development of railroad capacity, Transport, Moskow. 2001. [3] Instructions on the calculation of capacity of railways. Approved by First vice-President of JSC “RZD” V.N. Morozov № 128 10.11.2010, TechInform, Мoscow. 2011. [4] S. А. Plahotich, Technical and technological parameters of railway lines in a parallel norms of weight and length of freight trains: a monograph, UrGUPS, Ekaterinburg. 2011. [5] The report on the research work on the implementation of the federal target program “Modernization of transport system of Russia” / part: “Integrated research and obtaining scientific advice to increase the transit potential and development of import and export of railway infrastructure capacity by increasing throughput opportunities Baikal-Amur Mainline”. FESTU, Khabarovsk. 2012. [6] А. L. Lisitsyn, Choice of rational schemes of formation of increased weight and length of trains, Collection of scientific works VNIIZhT (1992) pp. 4–13. [7] Instruction on handling the increased weight and length of freight trains on the railway tracks public JSC "Russian Railways" Approved by the order of JSC “Russian Railways” № 1704р from 28.08.2012. [8] A. I. Fisenko, Specifics and conditions of Russian Far East seaports development within the framework of international transport and logistic corridors, Asia-Pasific Journal of Marine Scince&Education 2(1) (2012) 59–65. [9] M.-Ch. Shih, C. T. Dick, S. L. Sogin, Ch. P. L. Barkan, Comparison of Capacity Expansion Strategies for Single-Track Railway Lines with Sparse Sidings, Transportation Research Record: Journal of the Transportation Research Board 2448 (2014) 53–61. doi: 10.3141/2448-07 [10] M. Wanek-Libman, Railway Track and Structure. Simmons-Boardman Publishing Corporation, New York. 2013 [11] Y.-C. Lai, M.-C. Shih, A stochastic multi-period investment selection model to optimize strategic railway capacity planning, Journal of Advanced Transportation 47 (2013) 281–296. [12] A. Landex, Evaluation of railway networks with single track operation using the UIC 406 capacity method, Networks and Spatial Economics. 2008. [13] A. Landex, A. H. Kaas, E. M. Jacobsen, J. Schneider-Tilli, The UIC 406 Capacity Method Used on Single Track Sections, Proc., International Association of Railway Operations Research, 2nd International Seminar on Railway Operations Modelling and Analysis, Hannover, Germany. 2007. [14] A. H. Lovett, C. T. Dick, C. P. L. Barkan, Determining Freight Train Delay Costs on Railroad Lines in North America, In: Proceedings of the International Association of Railway Operations Research (IAROR) 6th International Conference on Railway Operations Modelling and Analysis, Tokyo, Japan. 2015. [15] B. Schlake, Ch. Barkan, J. Edwards, Train Delay and Economic Impact of In-Service Failures of Railroad Rolling Stock, Transportation Research Record: Journal of the Transportation Research Board 2261 (2014). ISSN: 0361-1981. doi: http://dx.doi.org/10.3141/2261-14