The paper considers principles of creating methods for calculation of railway stations and polygons. It shows that methods in existing instructions are theoretically based, in the essence, on logical soundness. The authors propose to consider a system approach in original statement as a scientific basis. A system is considered as a generally natural form of construction of organized matter which allows steadily functioning in environment with disorganization. An important property of the system is adaptability when structural elements enter a dynamic interaction. The authors state that in calculation models an element is assigned (consciously or not) a certain functional role that often doesn’t match a real role. Accordance of these roles is assumed as a main criterion of correctness of a calculation method. But the functional role is determined not only by properties of the element but also by a character of its interaction with other elements. That is why you can’t calculate a capacity of structural elements separately. The authors show on specific examples that it is possible to calculate the capacity only in a comprehensive model of the whole system. As a result, it is necessary to consider simulation modeling as a main method for calculation of systems of railway transport.
The paper presents the executed research on the influence of introducing scheduled trains on polygon operation carried out with the use of simulation model. The model shows the delays caused by infrastructure elements and by resources — train locomotives and car service station crews. Results show that priority trains deteriorate the parameters of polygon operation, decrease the schedule speed. Experiments with the exceed resources allowed to determine that infrastructure parameters play the main role. As a result, the introduction of priority trains is only advisable at the existence of polygon capacity reserve.
The paper is devoted to organization of adaptive operation in a transport node. As an example, the authors consider the Ust-Luga transport node that includes a marshalling station and six port stations. The adaptive interaction includes the following. The marshalling station is able to prepare transfer trains to port stations in two variants - with a detailed selection of car sets by berths and without it. In the first case, the marshalling station executes additional operations, but the delivery time reduces. In dependence to the situation car sets are prepared in one way or another. The paper suggests a model of adaptive interaction that selects an optimal variant for all conditions. The model can become a basis for creation of adaptive operation of the transport node.
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