American Journal of Interdisciplinary Research and Development ISSN Online: 2771-8948 Website: www.ajird.journalspark.org Volume 14, March, 2023 106 | P a g e ANALYSIS OF THE IMPACT OF THE FORMATION PLAN AND THE WEIGHT OF FREIGHT TRAINS ON THE TRACK DEVELOPMENT OF SORTING PARK OF STATIONS Butunov Dilmurod PhD, Docent of the Department “Management of Railway Operations” Tashkent State Transport University (Uzbekistan) dilmurodpgups@mail.ru Xabibullayev Fayzulla Tashkent State Transport University (Uzbekistan) fayzulla.habibullayev@mail.ru Daminov Shakhriyor Master’s Degree of Tashkent State transport University (Uzbekistan) daminovshakhriyor@mail.com ABSTRACT The main purpose of the work is to analyze the plan for the formation of freight trains and the impact of train weight standards on the road network of the Ch sorting station under the management of the “Uzbekistan Railways” JSC. In this case, the Ch station will build a train to several destinations under the freight train plan formation, and the weight norms of trains made from the station in the cross section of June 2021 and January 2022 were analyzed. The results of the analysis found that trains at the station are structured in a significantly lower standard than the established weight standards for certain lines. It was also found that the capacity of the sorting parkways was also not used with a unit. Keywords: sorting station, track development, track capacity, train handling, sorting park. INTRODUCTION According to the plan for the formation of freight trains of “Uzbekistan Railways” JSC, which is approved for 2021-2022, Station Ch trains are formed in the direction of 14 destinations [1-12]. According to the train formation plan, trains formed at the station “Ch” are mainly divided into 4 groups, that is, North, South, Angren and Khodjikent directions. Electric traction is used in the direction and electric locomotives of the 2ВЛ60К, 3ВЛ80С series are used, the new O‘ZBEKISTON electric locomotive and 1-2-section locomotives. Table 1 shows the American Journal of Interdisciplinary Research and Development ISSN Online: 2771-8948 Website: www.ajird.journalspark.org Volume 14, March, 2023 107 | P a g e weight of freight trains, according to the standard train schedule approved by JSC “O‘TY” [11-20]. Table 1 The weight of freight trains according to the regulatory schedule of 2022. Appointments 2ВЛ60К 3ВЛ80С OZB I OZB II odd. pair. odd. pair. odd. pair. odd. pair. Freight train weight (ton) North 3800 4300 3800 4300 2800 3000 3800 4300 South 3800 4300 3800 4300 2800 3000 3800 4300 Bozsu 5000 5000 5500 5500 2300 2800 5300 5300 Angren 3400 2300 4500 3500 3400 2000 4000 2300 Freight trains, according to the formation plan, are formed from wagons of certain purposes and the norm of weight and length of the train set by the schedule [11-16]. Depending on the type and purpose of trains, weight and length standards are established for them: unified – for passing through trains without fractures, weight and length in the direction; parallel (increased or decreased) – for passing without fractures, weight and length of sender routes, accelerated container, refrigerated and for trains of certain purposes; precinct – established by locomotive capacity for this section. Unified and parallel standards for the weight and length of freight trains are established by the railway administration of the state [16-20]. According to the formation plan, in exceptional cases, a deviation from the established norms in the direction of reducing the weight and length of the route by no more than 90 tons or by one physical car is allowed [1, 5-9, 15-20]. In this direction, export, transfer and section trains are formed by weight and length within the minimum and maximum values of the norms established by the order of the Chairman of “Uzbekistan Railways” JSC. Combined trains and dispatching locomotives depart from the initial stations regardless of the number of wagons accumulated based on the established schedule threads. The standard weight of freight trains is one of the main indicators that largely determine the quantitative aspects of railway operation. The weight of the train determines, first of all, the size of the movement, the required power of the locomotives and the useful length of the station receiving, sorting and exhaust tracks. The weight of the train largely determines the operational requirements for the capacity of the track and artificial structures, the parameters of the technical equipment of railway stations, the design of wagons and locomotives, signaling devices, centralization and blocking [8-16]. The weight of trains is reflected in the operational and economic performance of the rolling stock. The norms of weight and the associated dimensions of train movement determine the technology of operation of stations, especially the duration of maneuvers for the formation, disbandment, rearrangement of trains, the time of accumulation of wagons and processing of trains on departure and arrival, the amount of cargo in the process of transportation, and, consequently, the associated part of working capital in the national economy. That is why American Journal of Interdisciplinary Research and Development ISSN Online: 2771-8948 Website: www.ajird.journalspark.org Volume 14, March, 2023 108 | P a g e the weight of the train is the most important factor determining the organization, technology and economy of the transportation process. The weight norms of freight trains are determined either by the power of traction means, the steepness of the calculated slope and the specific resistance to movement of wagons and locomotives, or by the useful length of the station receiving and sending tracks and the calculated running load of the rolling stock [5, 8, 9, 13, 17, 20]. The weight norms of freight trains, limited by the capacity of this locomotive, create the best conditions for its effective use, but at the same time the useful length of station tracks may be underused, which is unprofitable primarily due to artificially overestimating the size of traffic and the need to approximate the costs of increasing the capacity of the line with increasing freight flows. Choosing the weight standards of freight trains in one direction or another is not only a technical task, but also an economic one. From a technical point of view, it requires taking into account the possibilities of passing trains under the conditions of track development and equipping stations, the power of shunting facilities, the best use of the capacity and carrying capacity of lines, the possibility of mastering the resulting traffic sizes, the arrangement of locomotives, including the use of full or partial traction or pushing [7]. RESULTS AND DISCUSSION The weight of the Qtotal train is calculated based on the full use of the traction force of the locomotive moving uniformly along the calculated lift with the calculated speed according to the formula: 𝑄𝑡𝑜𝑡𝑎𝑙 = 𝐹𝑘𝑟 − (𝑤0 ′ + 𝑖𝑝)𝑃 (𝑤0 ″ + 𝑖𝑝) , 𝑡 there 𝐹𝑐𝑎𝑙.𝑡𝑎𝑛 − the calculated value of the tangential traction force of the locomotive at the design speed, kg/s; 𝑖𝑐𝑎𝑙 − the value of the calculated lift according to the task; 𝑃 − locomotive weight; 𝑤0 ′ , 𝑤0 ″ − the main specific resistance to movement, respectively, of the locomotive in traction mode and wagons at the design speed, kg/s In freight traffic on adjacent sections of the research object, it is used according to the regulatory schedules of 2ВЛ60К, 3ВЛ80С, O‘ZB, 2 O‘ZB electric locomotives, Table. 2. Characteristics of locomotives of the object under study Name of electric locomotives FKP, КГС VP, km/h P, т L, m 2ВЛ60К 36800 43,5 138 42 3ВЛ80С 49000 44,2 184 99 OZB 45000 53 138 28 2OZB 45000 53 138 56 American Journal of Interdisciplinary Research and Development ISSN Online: 2771-8948 Website: www.ajird.journalspark.org Volume 14, March, 2023 109 | P a g e The main specific resistance to the movement of electric locomotives can be determined according to the “Rules of traction calculations” (PTF) by the formula: 𝑤0 ′ = 1,9 + 0,01 ⋅ 𝜗р + 0,0003 ⋅ 𝜗𝑒𝑠 2 , 𝑘𝑔/𝑡; there 𝜗𝑒𝑠 − the estimated speed of the locomotive, km/h. 𝑤0 ′ = 1,9 + 0,01 ∗ 43,5 + 0,0003 ∗ (43,5)2 = 2,903 𝑘𝑔𝑠/𝑡; 𝑤0 ′ = 1,9 + 0,01 ∗ 44,2 + 0,0003 ∗ (44,2)2 = 2,928 𝑘𝑔𝑠/𝑡; 𝑤0 ′ = 1,9 + 0,01 ∗ 53 + 0,0003 ∗ (53)2 = 3,273 𝑘𝑔𝑠/𝑡; According to the PTF , the main specific resistance to the movement of freight wagons can be determined by the formula: 𝑤04 ′ = 0,7 + 3 + 0,1 ∗ 𝑉𝑝 + 0,0025 ∗ 𝑉𝑝 2 𝑞04 𝑘𝑔𝑠/𝑡; there q04 - the load from the axle of the wagon on the rail, respectively, of four-axle wagons. (q04 = 85,5/4 = 21,4 t/ax) 𝑤04 ″ = 0,7 + 3 + 0,1 ∗ 43,5 + 0,0025 ∗ (43,5)2 21,4 = 1,265 𝑘𝑔𝑠/𝑡; 𝑤04 ″ = 0,7 + 3+0,1∗44,2+0,0025∗(44,2)2 21,4 = 1,275 𝑘𝑔𝑠/𝑡; 𝑤04 ″ = 0,7 + 3 + 0,1 ∗ 53 + 0,0025 ∗ (53)2 21,4 = 1,416 𝑘𝑔𝑠/𝑡. The norm of the weight of a freight train in the directions is determined by: To the North: ВЛ60К 𝑄𝑡𝑜𝑡𝑎𝑙 = 36800−(2,903+5,4)∗138 1,265+5,4 = 5197 ≈ 5200 𝑡; ВЛ80С 𝑄𝑡𝑜𝑡𝑎𝑙 = 49000−(2,928+5,4)∗184 1,275+5,4 = 7111 ≈ 7150 𝑡; OZB 𝑄𝑡𝑜𝑡𝑎𝑙 = 45000−(3,273+5,4)∗138 1,416+5,4 = 6427 ≈ 6500 𝑡. To the South: ВЛ60К 𝑄𝑡𝑜𝑡𝑎𝑙 = 36800−(2,903+6,4)∗138 1,265+6,4 = 4634 ≈ 4650 𝑡; ВЛ80С 𝑄𝑡𝑜𝑡𝑎𝑙 = 49000−(2,928+6,4)∗184 1,275+6,4 = 6161 ≈ 6200 𝑡; OZB 𝑄𝑡𝑜𝑡𝑎𝑙 = 45000−(3,273+6,4)∗138 1,416+6,4 = 5586 ≈ 5600 𝑡. On the side of Angren: ВЛ60К 𝑄𝑡𝑜𝑡𝑎𝑙 = 36800−(2,903+5,9)∗138 1,265+5,9 = 4967 ≈ 5000 𝑡; ВЛ80С 𝑄𝑡𝑜𝑡𝑎𝑙 = 49000−(2,928+5,9)∗184 1,275+5,9 = 6603 ≈ 6600 𝑡; OZB 𝑄𝑡𝑜𝑡𝑎𝑙 = 45000−(3,273+5,9)∗138 1,416+5,9 = 5978 ≈ 6000 𝑡. American Journal of Interdisciplinary Research and Development ISSN Online: 2771-8948 Website: www.ajird.journalspark.org Volume 14, March, 2023 110 | P a g e On the side of Hodjikent: ВЛ60К 𝑄𝑡𝑜𝑡𝑎𝑙 = 36800−(2,903+5,3)∗138 1,265+5,3 = 5433 ≈ 5450 𝑡; ВЛ80С 𝑄𝑡𝑜𝑡𝑎𝑙 = 49000−(2,928+5,3)∗184 1,275+5,3 = 7222 ≈ 7250 𝑡; OZB 𝑄𝑡𝑜𝑡𝑎𝑙 = 45000−(3,273+5,3)∗138 1,416+5,3 = 6524 ≈ 6550 𝑡. Despite the fact that the schedule of movement in each direction provides for a certain norm of train weights, the actual weights deviate from this norm in a fairly wide range. This is explained by the fact that the calculated weight standards are set most often based on the power of traction means and the profile of the track on the site or direction, in fact, the trains are also limited by the useful length of the station receiving and sending tracks. The linear load of individual wagon streams is very different and therefore some trains have a calculated mass at a length less than the maximum possible, while others do not reach the established weight norm at the maximum possible length. In the first case, trains are considered full–fledged, in the second - full-composite. Deviations of the actual weight of a freight train from the norm established by the schedule in the larger direction are often associated with the use of partial multiple traction. When the actual weight of freight trains deviates from the norm, there is often an underutilization of the power of traction means [12, 17]. As you know, the power of traction means can be used either to increase the weight or to increase the running speed of the train. With very different actual weights of trains and the same type of locomotives, their power can be used in full, corresponding to its mass and power of the locomotive. Practically, however, such use of traction power is also impossible: in the timetable, all trains, regardless of their weight and traction means, are laid with the same estimated running speed. It is determined by the lowest specific traction power – the amount of horsepower per 1 ton of weight of a train with a locomotive. If the actual specific traction power of certain trains is higher than the calculated one, then the power of the locomotives is underutilized. If individual categories (the weight of the train is greater than the calculated one), then a multiple thrust is required [17-20]. The actual weight of freight trains performed according to sample statistics adjacent to the station “Ch” is distributed as shown in table 3. Table 3 Distribution of the weight of freight trains on departure from the sorting station Ch. Train weight Departure June 2021 Departure January 2022 North Sout h Angren Bozsu North Sout h Angren Bozsu 0 – 1000 0 11 3 1 1 9 1 0 1000 – 1500 50 13 2 0 34 9 6 0 1500 – 2000 32 13 8 15 48 13 12 9 2000 – 2500 22 8 20 13 24 22 13 8 2500 – 3000 26 13 9 7 9 32 8 9 American Journal of Interdisciplinary Research and Development ISSN Online: 2771-8948 Website: www.ajird.journalspark.org Volume 14, March, 2023 111 | P a g e 3000 – 3500 10 9 5 5 6 24 10 10 3500 – 4000 4 19 7 2 4 12 6 4 4000 – 4500 2 31 1 2 2 23 3 3 4500 – 5000 0 26 0 0 0 9 1 0 5000 – 5500 0 9 0 0 0 4 0 0 5500 – 6000 0 1 0 0 0 0 0 0 As can be seen from table 3, the actual weight of trains to the North, South, Bozsu and Angren was distributed very widely, in the range from 1000÷5500 tons or more. In the North 1000 3500 t, in the South 2000 5000 t, in Bozsu 1500 3500 t and in Angren 2000 4000 t. The average actual weight of trains in this direction is 1500 tons or more to the North, 3000 tons or more to the South, 2000 tons or more to the Bossu and 2500 tons or more to the Angren. The study of the actual distributions of all these indicators is important when choosing rational norms for the weight of freight trains and their traction service system, as well as the capacity of the tracks of the station parks. The distribution of the weights of freight trains departing from the sorting station “Ch” is given in table 3. The analysis of the data and calculations performed is given in Table 4. Table 4 The weight of freight trains of the object under study Appointmen t Weight of freight trains According to the regulatory schedule According to the traction force of the locomotive calculation Actually completed 2ВЛ60 К 3ВЛ80 С OZB I/II 2ВЛ60 К 3ВЛ80 С OZB June 2021 January 2022 min maх min maх North 3800 3800 2800/380 0 5200 7150 6500 50 (1000- 1500) 26 (2500- 3000) 10 (3000- 3500) 4 (3500 - 4000) 2 (4000 - 4500) 34 (1000- 1500) 48 (1500- 2000) 24 (2000 - 2500) 9 (2500 - 3000) 6 (3000 - 3500) 4 (3500- 4000) 2 (4000- 4500) South 4300 4300 3000/430 0 4650 6200 5600 11 (0- 1000) 31 (4000 9 (0- 1000) 23 (4000- 4500) American Journal of Interdisciplinary Research and Development ISSN Online: 2771-8948 Website: www.ajird.journalspark.org Volume 14, March, 2023 112 | P a g e 13 (1000- 1500) 13 (1500- 2000) 8 (2000- 2500) 13 (2500- 3000) 9(3000 -3500) 19 (3500- 4000) - 4500) 26 (4500 - 5000) 9 (5000 -5500) 9 (1000- 1500) 13 (1500- 2000) 22 (2000 - 2500) 32 (2500 - 3000) 24 (3000 - 3500) 12 (3500 - 4000) 9 (4500- 5000) 4 (5000- 5500) Bozsu 5000 5500 2800/530 0 5450 7250 6550 15 (1500- 2000) 13 (2000- 2500) 7 (2500- 3000) 5 (3000 - 3500) 2 (3500 - 4000) 2 (4000 - 4500) 9 (1500- 2000) 8 (2000 - 2500) 9 (2500 - 3000) 10 0(3000 -3500) 4 (3500- 4000) 3 (4000- 4500) Angren 2300 3500 2000/230 0 5000 6600 600 0 3 (0- 1000) 2 (1000- 1500) 8 (1500- 2000) 20 (2000- 2500) 9 (2500 - 3000) 5 (3000 - 3500) 7 (3500 - 4000) 6 (1000- 1500) 12 (1500- 2000) 13 (2000 - 2500) 8 (2500- 3000) 10 (3000- 3500) 6 (3500- 4000) 3 (4000- 4500) CONCLUSION The analysis of the data in Tables 3 and 4 for the main purposes shows that freight trains are formed below the norm. Also, the higher the tractive effort of the locomotives used in the sorting process, the more positive it will directly affect the increase in the processing performance of the wagons it can be seen. American Journal of Interdisciplinary Research and Development ISSN Online: 2771-8948 Website: www.ajird.journalspark.org Volume 14, March, 2023 113 | P a g e List of Literature 1. Butunov D.B. Improvement of technical experimental methods for organization of wagon flows and management evaluation at sorting stations. Dis. ... doc. Phil. (PhD). Tashkent: TashIIT. – 2019. – 187 p. 2. Dilmurod Butunov Baxodirovich, Sokijon Khudayberganov Kobiljonovich, Shinpolat Suyunbaev Mansuralievich. Modeling of unproductive losses in the operation of a sorting station / European Journal of Molecular & Clinical Medicine, 2020, Volume 7, Issue 2, Pages 277-290, (https://ejmcm.com/article_2070.html). 3. Dilmurod B. Butunov. Estimation of inefficient losses in railroad yard operation / D.B. Butunov, A.G. 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