Problems of Designing Transport Systems of «siberian Antrazit»

The article discusses the operating conditions of transport systems located in open pit mining of the enterprise of Siberian Anthracite JSC using «Kolyvanskij» opencast mine as an example. The most optimal route for coal supply railway lines from the open pit to the concentration plants was designed, the use of which will increase the enterprise’s productivity and reduce the risks of using vehicles. When searching for the optimal route for coal delivery from «Kolyvanskij» open-pit mine to the «Listvjanskaja-1» and «Listvjanskaja-2» enrichment plants, the method of dynamically programming the optimal route (the optimality principle of R. Bellman) was used as an algorithm. The method of dynamic programming is to determine the shortest distance between nodes (places of intersection of the proposed railway tracks), by successive solutions of which, the shortest route is revealed. Based on the obtained parameters, two designed tracks were compared and, as a recommendation for solving technological issues in the design of transport systems of a mining enterprise it was proposed to use the optimal railway from the open-cast mine to «Listvjanskaja» «2 way» enrichment plant.


Introduction
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 one of the fast est gr owing coal companies in the country. The compan y has an annual increase in the producti on of minerals about 30%, and in the future this increase will depend signifi cantl y on the decisi ons made in the design of transport system s.
Three coal mines are being devel oped in the Novosi birsk regi on: Kol yvansky, Gorlovsky and Oriental. The design capa cit y of the Kol yvansky cut for 2019 for pr oducti on has been adopt ed equal to 850 0 thousand. t anthracite per year (of which 8100 thousand tons/ year -the project capa cit y of the Northern site, 400,000 t ons/ year -the project capacit y of the Krutikhinsky sit e). The fi eld is devel oped in an open wa y using an in -depth longitudinal two-breast ed devel opment syst em (Sysoe v 2005).
The main part of the extract ed anthracite from slaughter is transported t o the industrial site of the processing plants List vyanska ya-1 and List vianska ya -2 (further on the text of OF-1 and OF-2). OF-1 and OF-2 recei ve and enrich the anthracites of the Kol yvan fiel d and ship goods t o consum ers b y rail.
The approaches are defined that comprehensi vel y characterize the economi c effi ci ency of the project using the Bellman principle and reflect the actual and potential damage fr om its implementation throughout the entire life cycle of a mining enterprise.
The novelt y lies in the dynamic programming method, which was n ot previ ousl y used in enterprises t o find the optimal rout e.

Experiments
In determining the current problem s of designing transport syst ems of incisi ons shoul d take into account the more complex operating conditions of the devel oped fi elds of the fiel d due t o:  The distance of the deposit fr om the transport highwa ys;  Lack of devel oped infrastructure and industrial enterprises operating in the region;  The complexit y of the mining, geol ogi cal and mining conditions of the devel opm ent of deposits associated with the presence of numerous nonconcti ve vi olati ons in 14 steep -falling coal seams, breaking them into separate bl ocks of 0.5-1.0 km at a depth of up t o 200-300 m. Since 1993 a s the main transport syst em of JSC Si berian Anthracite, the technol ogy of mining operations with the use of vehicles wa s sel ect ed, the use of which, according to the results of technical and economic calculati ons, is not advi sa ble. As a result, for the mining and geol ogi cal conditions under consideration, the management of the JSC Si berian Anthracite decided t o make the transition from the use of road transport to rail. This article is devot ed t o the design of an optimal railwa y from the open pit to the List vyanska ya concentrator, which, according to the authors, will most radicall y help to sol ve transport probl ems in the devel opm ent of deposits, given that the conditions of each open pit are unique.
As an algorithm for finding the required task, and in the case in questi on, sel ecting the shortest di stance of the railwa y from the Kol yvanski mine t o OF-1 and OF-2 (Figure 1), the most effecti ve m ethod i s dynami c programming (the principle of the optimalit y of R. Bellman) (Lezhnev 2010) that allows you to find the best opti on for placing the traject or y of the railwa y in the conditions of compl ex surfa ce relief (Tatarinova 2015). The subject of dynamic programming is the stud y of multi-st ep tasks and their soluti ons. Dynamic programming is a wa y t o sol ve a problem by di viding it into several identical (secondar y tasks) recursi vel y relat ed to each other. At the same time, decisi ons at ever y step are made on the basi s of the interests of the wh ole process, and not ea ch step indi viduall y (Tarasenko and Egorova 2019;Ovchinnikov 2008;Ovchinnikov 2012;Faure et al. 1975;Aho et al. 1983). For the design of the parameters of the railwa y, 4 main directi ons or tracks were proposed, with connecting roads (Fig. 1).The application of Bellman's methods to transport logisti cs in the devel opment of coal deposits of the Siberian Anthracite is presented as a multi -st ep decisi on -making process, whi ch is broken down into seven stages (Figur e 2):  In the first phase of node 0 (OF -1, OF-2) without intermediate nodes, you can onl y get into nodes 1, 2, 3 and 4;  In the second stage, nodes 1.2 and 4 can onl y be accessed in 5 , 6 and 11 knots;  In the third stage, 5 , 6 nodes need t o be entered into nodes 7 and 8;  In the fourth stage of knots 7 , 8 and 4 you need t o get into 9, 10, 11 knots;  In the fi fth stage, ch oose the m ost appropriate distance fr om node 9 t o 14, through nodes 12 and 13;  In the sixth stage of kn ots 12, 13, 10 and 11 find the shortest distance t o 14 , 15 and 16 knots;  in the seventh stage we get the best wa y t o the cut (node 17) of 14 , 15 and 16 knots By graduall y calculating the distances fr om the nodes of one stage and using the information obtained in the previ ous stages, it is possi bl e to det ermine the optimal route of the access road on the surfa ce of the coal mining compl ex (2 wa y). The best path goes through 2,6,8,10 and 15 knots, and the soluti on bel ow i s: Of the proposed 4 railwa y tracks (Figure 1) in the future will be considered 2 wa y and 1 wa y, as 2 path, based on the decisi on, is the shortest, and 1 track (28.73km) wa s sel ect ed by the Si berian Anthracite as the main route for construction.
When designing the route of railwa y tracks, the calculati on of the track is desig ned in two projecti ons -in profil e and plan. The ground profil es of the new r out e are pi ecem eal br oken lines. New rail route plans are a famil y of straight lines and curves . When designing a plan for the new railroad track in the earl y stages, you can limit yoursel f to presenting the plan onl y by straight and circular curves. There are two parameters that directl y characterize the length of the L and the directi on det ermined by the directi onal angle α.
The length of the straight traject or y i s measured bet ween the ends of the transitional or circl e curves. The rationality of direct lanes is obvi ous, as the shortest distance is provided and on this basis the minimum mileage and operating cost s are provided. However, in diffi cult t opographical conditions, b ypa ssing obstacl es causes you to deviat e fr om the shortest directi on, so the circular curves are project ed (Lokt ev et al. 2015;Sych ev et al. 2016;Ga vrilenkov and Perel ennikov 1984). For the priority 2 paths, calculations of abbreviat ed coordinates of the main points, distances and directional angles were calculated.
For the uniform pairing of adjacent straight secti ons of the path, there are circular curves (Figure 3, a, b). Curves are di vided on the ground by parameters: T -tangens, Rradius, D -dom er, B -bissectrix, α -angle of turn, C -the length of the curve. V U is the top of the corner of the turn. The main parameters of the curve -the angle of the turn and radius of R -are appointed wh en devel oping a plan based on their feasi bilit y and effi ci ency, as well a s dictated by the t opographical forms of terrain and the planned situation. The parameters o f the q and R may change in certain ranges. The minimum αmin of the turn is limited depending on the conditi ons, and the maximum -theoreti cal is not limited (Gavrilenkov and Perelennikov 1984;Loktev and Loktev 2015). The radius largel y det ermines the positi on of the r oad within the curve. The smallest radius i s det ermined by the ride com fort. The rest of the parameters are measured in meters and calculated according to well -known formulas (1-4): Tangens curve:

Results and Discussion
The calculations of the circular curve and picket values were made. The average curve radius for the 1st track was 926,923 m ., and for 2 -1326,087 m.
When the train moves al ong curved secti ons, a centrifugal force arises, which results in a negative impact on the increased wear of the track superstructure and rolling st ock. In diffi cult terrain, underutilization of the limiting slope can signifi cantl y lengthen the track or increase the volume of earthworks, and a decrease in the weight rate (train mass) leads t o an increase in operating costs for train traffi c and a decrease in the carrying capa cit y of the road (Ga vrilenkov and Perel ennikov 1984; Bestem' yanov 2015). Indicators of centrifugal force on a circular curve are calculated. The a verage val ue of the centrifugal force al ong 1 and 2 tracks, respecti vel y, wa s 658.517 N/m and 352.5 N/m, the average height of the rail el evati on, respecti vel y, 105.083 mm and 78.567 mm. These calculati ons made it possi bl e t o assign categories t o the pr oject ed rail wa y tracks. The categories di ffer in the calculat ed annual net load densit y and the maximum speed of movement along it. The railroad chosen by the authors (2 wa y) wa s assigned the II categor y. For categor y II, the calculated annual reduced load intensit y in the freight directi on for the tenth year of operation can be over 15 to 30 million tons / km, and the spe ed of the train can reach 160 km/h (SNiP 1995). Unlike the presented one (1 wa y), which is a ssigned categor y III, with a load capacit y of over 8 to 15 million tons / km, and a permitted maximum speed of up t o 120 km/h. The qualit y of the paths has been ass essed for the categor y (Lokt ev and Lokt ev 2015;Lokt ev et al. 2015;Khusainov and Ozhereleva 2019;Rickett s et al. 2017Rickett s et al. , 2019Rickett s et al. , 2020Rickett s et al. , 2018Rickett s et al. , 2015. The paths were compared by the foll owing metrics: 1) Am ounts of lengths of curves and straight (table.1); 2) Percentage of curves (ta bl e 2) i s calculated by formula (5): 3) The number of cur ves per 1 km ( 6) The average radius of cur ves (ta ble 6) i s calculated by formula (8): 180* *   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

Conclusions
Thus, as a recomm endation to sol ve technologi cal probl ems in the design of transport syst em s of the si berian anthracite mining plant, it is proposed to use 2 wa y t o deli ver coking coals fr om the cut t o the processing plant. This is due t o the fact that the bandwidth of the 2 wa y, which was cal culated on the principle of optimalit y of R. Bellman, is 15 million tons/km higher with the prospect for the tenth year of operation.

Competing interests
On behalf of all authors, the corresponding author states that there is no confli ct of interest.