The Kyrgyz State University of Construction, Transport and Architecture named

after

N.ISANOV(KGUSTA)

Scientific and Technological Center "Technopark" at the

Research Institute "Earthquake Engineering"

KSUCSTA

"APPROVED"
Director of Research Institute
" Earthquake Engineering",
Scientific and Technical Center "Technopark" KSUCTA
Dr. of Technical Sciences, Prof. R.A. Mendekeyev.

« » 2022

FEASIBILITY STUDY
Construction of the Balykchy - Kochkor railroad

Bishkek 2022
 CONTENT

INTRODUCTION…………………………………………………………...………………………... 4
1. GENERAL INFORMATION ……………………………………………….....………………………7
§1.1 Overview of the transport sector ………………………………………..…………..7
§1.2. Evaluation of the railway sector……………………………………….…………….13
1.2.1. Mineral resources in the border zone of
Balykchy-Kochkor railway line……………………………………………. …………………..14
1.2.2 Coal transportation demand…………………………………………..……………….18
1.2.3 Demand for transportation of diesel fuel and light oil products……... 19
1.2.4 Determination of category of projected line…………………………. …………21
1.2.4 Determination of the capacity and
carrying capacity of the railroad ………………………………………………………………26
§1.3. Assessment of road traffic on road sections near Balykchy and Kochkor
stations…………………………………………………………………………………………………… 36
1.3.1. Forecast of traffic intensity…………………………………………...……………… 37
1.3.2 Determination of annual growth of intensity of road transport as a
factor influencing the growth of cargo intensity of rail transport…….38
1.3.3. Determination of railroad intensity by given initial parameters ……...54
1.3.4 Determination of freight intensity of railroad Balykchy - Kochkor from road
transportation ………………………………………………………….……………………………….55
2. CLIMATIC CHARACTERISTICS OF THE AREA……………………….…………………………59
§ 2.1 Characteristics of the area……………………………………………..………………… 59
§ 2.2 Climate………………………………………………………………...………………………….. 59
§ 2.3 Local building materials……………………………………………….…………………… 60
3. RAILROAD DESIGN……………………………………………………………………………………… 61
§3.1 Engineering and geological conditions of the area……………………..……… 61
§3.2 Direction of Balykchy-Kochkor railway line …………………………..……………63
3.2.1 Main technical parameters of the railway route……………………….……….63
§ 3.3. Plan and longitudinal profile……………………………………………………………. 64
§ 3.4 Land acquisition ……………………………………………………….……………………….66
4. GROUND SURFACE………………………………………………………………………………… 67
§ 4.1 General data…………………………………………………………...……………………….. 67
§ 4.2. Individual solutions for the subgrade……………………………………………….. 68
§ 4.3. Drainage systems……………………………………………………..……………………….68
§ 4.4. Embedding of the subgrade…………………………………………..………………… 68
§ 4.5. Volumes of earthwork…………………………………………………………………….. 69
5.SUPERSTRUCTURE AND TRACK ACCESSORIES………………….……………………….69
§ 5.1. Track superstructure………………………………………………….……………………. 69
§ 5.2. Crossings and intersections……………………………………………………………… 71
6. ARTIFICIAL CONSTRUCTIONS …………………………………………………………………71
§ 6.1. Small artificial structure……………………………………………………………………72

2
 § 6.2. Medium bridges ………………………………………………………………………….73
6.2.1 Bridge at PK 121+53 73
6.2.2 Bridge on PC 196+56 73.
6.2.3 Bridge at PK 470+60 73
7. IMPACT OF VEHICLES ON ATMOSPHERIC AIR 74
§7.1. Cargo transportation by road near Balykchy and Kochkor stations…... 74
§7.2. Cargo transportation by railway……………………………………………………. 77
7.2.1 Measures to reduce air pollution and cargo losses during cargo
transportation………………………………………………………………...………………………. 81
8. TECHNICAL AND ECONOMIC COMPARISON OF OPTIONS IN THE DESIGN OF
RAILROADS………………………………………………………………………………………………… 83
9. ESTIMATES OF THE SELECTED OPTION………………………………………………………..84
§ 9.1 Estimated construction cost…………………………………………………………... 84
§9.2 Bill of quantities ………………………………………………………..........................85
Construction of the earth bed………………………………………………………………….. 85
Laying of track ……………………………………………………………….…………………………86
§ 9.3 LOCAL ESTIMATE NO. 1………………………………………………….…………………… 87
§ 9.4 LOCAL RESOURCE ESTIMATE ……………………………………………………………….99
10. ECONOMIC EFFICIENCY AND TECHNICAL AND ECONOMIC INDICATORS OF
CONSTRUCTION……………………………….................................................................................104
§ 10.1 Economic efficiency.....................................................................................................104
CONCLUSION..........................................................................................................................110
Normative and technical documents used.............................................................................115

ANNEXES
Appendix I. Materials on preparation of the Feasibility Study Annex
II. Situation plan of the route Appendix
III. Scheme of gorges(hole).
Annex IV.Layout of track development of Rybachie station
Annex V. Schematic development plan of passing-track 150 (25 km)
Annex VI. Schematic development plan of station Kochkor
Annex VII.Schematic longitudinal profiles of the Balykchy-Kochkor railway section
Appendix VIII. Traction calculations
Appendix IX. Cross-sections of the earth bed Appendix
X. Artificial structures (pipe)

3
 INTRODUCTION

Rail transport in the Kyrgyz Republic is an essential link in the economy of the republic,
the most important advantages of which are the efficiency of long-distance freight
transportation, its high carrying capacity and regularity of operation throughout the year.
The railroad network of the Kyrgyz Republic is represented by disparate, unconnected
lines, geographically divided into two sections - northern (323.4 km) and southern (101.2 km),
providing access from Kyrgyzstan to the railway network of neighboring states - Kazakhstan and
Uzbekistan. The Kyrgyz railroad serves 424.6 km of the main lines, 220 km of station lines and
66.4 km of sidings. The existing scattered and dead-end railroads in Kyrgyzstan, with a total
length of 424.6 km, do not fully meet the needs for intra-republican transportation, and the
lack of direct and shortest exits to seaports complicates the development of the republic's
foreign economic relations.
Currently, one of the main objectives in the development of the transport network in the
country considers the unification of the south and north of the country through the railway
connection, as well as increasing the transit role of the republic in Central Asia. In addition,
opportunities to build rail lines with neighboring states, Uzbekistan and China, are being
considered. Transit opportunities for Kyrgyzstan can bring additional revenues to the state and
further intensify transport links in the countries of Central Asia.
The main railway line Turksib (Lugovaya) - Bishkek - Balykchy runs through the northern
territory of the Republic. One of the options for connecting the south and the north will pass
through Balykchy-Kochkor-Arpa-Kazarman-Jalal Abad, which will be a continuation of this
highway.
Rail transport will have a positive impact on economic development, including trade, in the
development and transportation of natural and construction materials and agricultural products.
The Balykchy-Kochkor section is part of the planned Balykchy-Kochkor-Kara-Keche railway line,
designed mainly for the development of the Kara-Keche coal field.
This feasibility study considers the feasibility of designing and constructing the Balykchy-Kochkor
section as a railway branch with an independent transport and economic significance in freight
transportation, in connection with the construction of the North-South alternative road being
completed as part of the unified transport network of the Kyrgyz Republic being formed.
Implementation of this project is one of the priority areas of infrastructure development to
4
ensure the required volumes of transportation. Without its implementation, especially with the
prospects of growth in traffic volume, the task of fully meeting the demand for transportation and
reducing the cost of transportation will not be solved.
The feasibility study of the railroad Balykchy - Kochkor has been developed by the Scientific and
technological center "Technopark" Research Institute "Earthquake Engineering" at KSUCTA
named after N.Isanov specialists of the department
"Automobile and railway, bridges and tunnels" on the basis of Agreement № 91-4/22-p approved
and agreed between the Customer and the Contractor.
The feasibility study is based on archival materials of complex economic and technical surveys.
When developing the feasibility study were used:
1. Working draft of KAZGIPTRANS 1993, with corrections in 1998.
2. GUGKZ cartographic materials of 1:10000 1:25000 1:100000 scale;
3. Design materials of Kyrgyzgiprovodkhoz;
4. Engineering and geological surveys
5. Engineering-hydrological survey.
6. Materials of the National Statistical Committee of the Kyrgyz Republic
In the feasibility study, the cost of construction and installation work, assessment of economic
damage from air pollution, etc. indicators are calculated according to the formula used to
calculate estimates in the State Agency of Architecture and Construction and Housing under the
Cabinet of Ministers of the Kyrgyz Republic:

Where 1991 is the cost in 1991 prices; Ki 26673 - indexation coefficient, taking into
account inflation for the II quarter of 2022; 1,69 - coefficient of the State Architecture,
Construction, and Housing and Communal Services Agency, taking into account increase in prices
for goods and services; 200-ruble exchange rate of som in 1993

5
 1. General Information
§1.1 Overview of the transport sector
Transport of the Kyrgyz Republic - road, rail, air, urban electric and main pipeline transport
registered in the territory of the country.
As the initial material for the analysis, the data of 2019 was taken as the most stable reflecting the
state of the transport sector in the period before spread of COVID-19 and complication of sanitary
and epidemiological situation all over the world in the form of pandemic.
In 2019, vehicles registered in the territory of the republic transported 34208.1 thousand tons of
goods, an increase of 3.6 percent compared to 2018. The increase was provided by road
transport.
TABLE 1.1.1
Volume of cargo transportation by all modes of transport

Thousand tons. As a percentage of

previous year
2018 2019 2018 2019
Total 33 024,0 34 208,1 103,4 103,6

Land transport

Rail 2 257,9 2 242,5 116,6 99,3

Automobile 30 515,2 31 722,5 102,5 104,0

Pipeline transport 249,9 242,8 110,6 97,2

Air transport 1,0 0,3 в 3,3р. 30,0

The largest volume of cargo was transported by economic entities of Chui oblast and Bishkek.

6
 Cargo transportation by all modes of transport within the territory in 2019
(as a percentage of the total)

The volume of cargo turnover in 2019, compared with the previous year increased by 4.9 percent
and amounted to 2913.6 million ton-kilometers. The growth of cargo turnover is provided by road
transport.
Million ton- As a percentage
kilometers of the previous
year

2018 2019 2018 2019

Total 2 777,3 2 913,6 105,2 104,9
Land transport

Rail 950,7 870,4 101,4 91,6

Automobile 1 624,0 1 841,9 106,3 113,4

Pipeline transport 192,8 192,8 118,0 100,0

Air transport 9,8 8,5 74,8 86,7

7
Transportation of passengers. In recent years, the situation with passenger transportation by all
modes of transport has remained stable. Road transport is the most common mode of
transportation in the country. Buses, trolleybuses, minibuses, and cab services are widely used in
urban transportation. The growth of passenger transportation by all modes of transport is observed
in all regions. In 2019, 756.6 million passengers were transported, an increase of 3.4 percent over
2018.
TABLE 1.1.3
Transportation of passengers by all modes of transport
thousand people As a percentage of the
previous year

2018 2019 2018 2019

Total 731 618,9 756 588,6 103,1 103,4

Land transport

Rail 326,1 360,5 103,8 110,5

Buses,
minibuses 664 362,5 682 359,1 102,3 102,7

Trolleybuses 33 128,3 36 349,1 112,8 109,7

Cab 32 441,8 36 424,9 111,1 112,3

Air transport 1 360,2 1 095,0 91,6 80,5

Passenger transportation by all modes of transport by region in

2019г.
(as a percentage of total)

8
The efficiency of passenger transport use is characterized by such indicator as passenger turnover.
The volume of passenger turnover of all types of transport increased by 618.9 million passenger-
kilometers in the past year. The passenger turnover of vehicle transport (buses, minibuses and cabs)
increased by 1294.2 million passenger-kilometers and that of trolleybuses by 11.7 million passenger-
kilometers.
TABLE 1.1.4
Volume of passenger turnover performed by all modes of transport

Million passenger- As a percentage of the

kilometers previous year

2018 2019 2018 2019

Total 12 516,2 13 135,1 101,9 104,9
Land transport

Rail 35,0 37,1 80,6 106,0

Buses,
minibuses 9 305,6 10 490,2 104,2 112,7

Trolleybuses 137,1 148,8 114,2 108,5

Cab 642,4 752,0 112,9 117,1

Air
transport 2 396,1 1 707,0 91,6 71,2

9
Road transport - is the most important part of the industrial transport infrastructure. More than 90
percent of the volume of freight transportation is performed by road transport. In 2019, road
transport accounted for 92.7 percent of all freight shipments, or 31.7 million tons, an increase of 4.0
percent compared to 2018. A significant part of cargo transportation by road transport is carried out
by individual entrepreneurs (individuals).
Transportation of passengers. The main volume (95.0 percent) falls on road transport (buses,
minibuses and cabs). Over 90 percent of such transportation is carried out by individual
entrepreneurs (individuals).
Compared to 2018, passenger transportation by buses and cabs owned by individuals increased by
9.9 percent, amounting to 676.8 million people, and by specialized road transport enterprises, 41.9
million people were transported, a 2.0 percent decrease compared to last year.
Pipeline transportation - includes transportation of gas through the main pipeline, as well as
services of pumping stations and maintenance of pipelines.
The unit of statistical observation is the company engaged in transportation of natural gas -
Gazprom Kyrgyzstan LLC.
The length of trunk pipelines is the sum of linear lengths of all sections of pipelines, amounted to
796.9 km as of the end of 2019.
The trunk pipeline transported 242,800 tons of natural gas in 2019, or 2.8 percent less than in 2018,
and cargo turnover was 192.8 million tons/km, remaining the same as last year.
Air Transportation - the volume of national air transportation of passengers in 2019 compared to
2018 decreased by 19.5 percent, amounting to 1,095.0 thousand people. Transportation on
domestic airlines was 574.9 thousand people, which amounted to 52.5 percent of the total volume
of air transportation, on international - 520.1 thousand people (47.5 percent). Air passenger
turnover in 2019 was 1,707.0 million passenger-kilometers, down 28.8 percent from 2018. Revenues
from air passenger transportation in 2019 amounted to 7,562.4 million KGS, which is 24.5 percent
less than last year, this is due to the fact that flights to distant foreign countries decreased.
Currently, the following airlines provide passenger transportation on domestic and international
airlines in the country: Air Manas LLC, Avia Traffic Company LLC and TEZ JET LLC.
The air fleet at the end of 2019 consisted of 13 aircrafts. Terms of service of aircrafts: from 5 to 15
years - 1, from 15 to 30 years - 11, over 30 years – 1.

Manas International Airport Joint Stock Company- is one of the most important transport companies
in Kyrgyzstan. MAM OJSC includes 5 international and 6 regional airports. The Manas, Osh, Issyk-Kul,
10
Karakol and Batken airports have the status of international airports. The others are regional
airports on domestic routes - Jalal-Abad and Karakol.
"Jalal-Abad, Isfana, Karavan, Kazarman, Naryn, and Talas. In addition, the company includes
mothballed airports "Cholpon-Ata and Kyzyl-Kiya.
The permanently operating airports are: "Manas", "Osh", "Jalal-Abad, and Issyk-Kul.
Manas International Airport JSC served more than 3.5 million passengers in 2019 (more than 4.0
million in 2018).
§1.2 Evaluation of the railway sector
Railway transport is one of the most important components of the transport system of the republic.
The unit of statistical observation on the railway transport is the State Enterprise
National Company "Kyrgyz Temir Jolu".
The length of the operational length of public railroad tracks is 424.6 km, including: the northern
section 323.4 km and the southern section 101.2 km.
Presence of passenger cars is 339 units, including: open-top-hopper- 204, railcars with rigid cover -
96, restaurant cars - 15, interregional and suburban - 15, luggage - 5, service and service-technical -
4 units, and diesel locomotives - 41 units.
In the total volume of nationwide freight shipments, rail shipments in 2019 were 6.6 percent, or
2,242.5 thousand tons, down 0.7 percent from 2018. The main cargoes, transported by rail are coal,
petroleum products, and sugar beets (more than 81.0 percent).
In the total volume of republican transportation of passengers, transportation by rail is very
insignificant - 0.1 percent. In 2019, 360.5 thousand passengers were transported by rail, which is
10.5 percent more compared to 2018.
The volume of passenger turnover performed by rail transport in 2019 was 37.1 million passenger-
kilometers, an increase of 6.0 percent compared to 2018.
As noted above, the main cargoes transported by rail are coal, petroleum products, and sugar.
Next, let us consider the raw material base for the mining industry in the area of traction of Balykchy
and Kochkor stations.

11
 1.2.1. Mineral resources in the roadside area of the Balykchy-Kochkor railway line.
In the areas of local gravity of Balykchy and Kochkor stations there are 9 deposits of the following
minerals - facing stone, lead, rock salt, tenardite, nepheline syenite, lignite and barite 1:
1. The Akulen facing stone deposit is located in the Ton district, 18 km from the Balykchy
railway station. Facing stone is represented by highly decorative medium-grained and
porphyritic gray and pinkish-gray syenite. Reserves-1.3 million cubic meters, possible annual
extraction - up to 5 thousand cubic meters (about 16.5 thousand tons).
2. The Arsy lead deposit is located 17 km north of the village of Kochkor, 73 km from the
Balykchy railway station on the the territory of Kochkor district of Naryn province. According
to the amount of explored reserves belongs to the category of small: the reserves of ore
amount to 1,643 thousand tons, of lead - 41.3 thousand tons, with the commercial
development of reserves of the deposit the volume of ore production could be 10-30
thousand tons/year.
3. Tunduk barite deposit is located in Kochkor district, 30 km northwest of Kochkor settlement.
Total reserves of barite are 91.2 thousand tons, including by category C1-41.8 thousand tons,
C2-49.4 thousand tons is suitable for the production of lithopone, can be used as a filler for
whitewash and white paints, weighting agents for clay mud during drilling of oil and gas
wells. Annual volume of barite mining and transportation can reach 5 thousand tons.
4. Sandyk aluminum deposit is located 15 km from Cholpon settlement, 100 km from Balykchy
railway station, on the territory of Kochkor district. Raw material for aluminum production is
nepheline syenites of Sandyk massif, preliminary estimated reserves of alumina, one of
which is about 150 million tons. According to the technological scheme, limestone is used to
produce alumina in approximately equal proportion to nepheline syenites. The massif of
limestone required for the production of fluxes is located in close proximity to the nepheline
syenites of the Sandyk deposit. The quantity and quality of the limestone has not been
evaluated.
5. The Chon-Tuz rock salt deposit is located 8 km south of Cholpon village, 100 km from
Balykchy railway station, on the territory of Kochkor district. The deposit has been explored
in detail. The reserves of salt on the state balance as of January 1, 2001 constitute 3,765
thousand tons. Design capacity of the salt extraction facility could be 25-30 thousand tons
per year.
6. The Shabyrkul tenardite deposit is in the upper reaches of the river, on the southern side of
12
1
Eurasian railway corridor through Kyrgyzstan. Б.:2002. "Ilim." Authors: E.K. Masadykov, K.Ch. Kozhogulov, O.V. Nikolskaya, F.Y.
Gataulin, Y.V. Kurenkov, G.R. Trutnev. P.47-48
 the Kochkorskaya cavity, in the foothill part of the Kyzart ridge, at an absolute altitude of
2300 m. The distance from the deposit to Balykchy railway station is 90 km. Tenardite can be
used in precipitation smelting of antimony concentrates and as a charge when melting glass
without the use of soda. The reserves of natural tenardite are estimated at 98.25 thousand
tons, the annual extraction volume may be 2-10 thousand tons.
7. The Kara-Keche lignite deposit is located in Jumgal district of Naryn region, 200 km from
Balykchy railway station, and is the eastern part of Kavaksky lignite basin. The balance
reserves of coal as of January 1, 2001 within the borders of the section of open mining
amount to 192,5 million tons. Besides, there are 243.6 mln tons of coal reserves in the rest
area of the deposit for underground mining. The production capacity of the open pit is up to
1 mln tons per year in perspective.
8. Minkush lignite deposit is located 230 km from Balykchy railway station, 40-45 km from
Chaek village. Within the limits of the deposit the Agulak and Tura-Kavak areas are explored
in detail. The total coal reserves within their boundaries amount to 116.2 million tons.
Currently, coal production is carried out only on the Tura-Kavak area in the amount of up to
40 thousand tons per year. Possible annual production of coal at both sites - up to 1140
thousand tons.
9. Tabalgaty barite deposit is located 65 km south-west of Chaek village, on the northern slope
of Moldo-Too ridge, on the territory of Jumgal district. Preliminary estimated reserves of
barite in categories C1+C2 are about 400 thousand tons. Various grades of baryte can be
used in lithopon production, as a filler in the production of oil paints or as a weighting agent
for drilling clay mud. Depending on the needs of the oil and gas industry, the annual volume
of extraction and transportation can reach 10 thousand tons.
Thus, based on the above data, we can assume a prospective volume of annual freight traffic in the
area of traction of the projected line Balykchy-Kochkor in the minimum and maximum expected
amount (Table 1.1.).
№ Mineral Name of the Definite Projected production
п/п Resources deposits reserves volume, thousand tons

minimum maximum
1 Facing stone Akulen
1,3 million m3.
16,5 16,5

13
 2 Lead Arsy Ore-16.43
thousand tons,
lead-41.3
thousand tons
10 30

3 Barite Tunduk
91,2 thousand tons 5 5
4 Aluminum Sandyk
150 mln. tons 1500 1500
5 Rock salt Chon-Tuz 3,765
mln. tons 25 30
6 Tenardite Shabyrkul
98,25 thousand 2 10
tons
7 Lignite Kara-keche
open development
- 192.5 mln tons,
underground
development -
243.6 mln tons
1000 1000
8 Lignite Min-Kush
116,2 mln. tons
1140 1140
9 Barite Tabalgaty
400 thousand tons 10 10

Total volume: 3708,5 3741,5

The expected freight traffic from the development of mineral deposits - the raw material base of the
mining industry in the area of the projected rail line Balykchy-Kochkor, are from 3.6985 million tons
to 3.7415 million tons per year.
These tables are a strong argument for laying a railway line to facilitate the industrial development
of the fields. At the same time, these expected volumes of freight traffic cannot be included in the
calculations for determining the reduced freight load, since the terms of development of these fields
are still unknown; nevertheless, these volumes must be taken into account in the design as
prospective. Of all this volume, the data from the Kara-Kechyn brown coal deposit will be used to
determine the demand for coal in the northern regions of Kyrgyzstan and to determine the reduced
tonnage of the projected Balykchy-Kochkor line.
1.2.2 Coal transportation demand
Kyrgyzstan spends at least 2.5 million tons of coal annually during the heating period. Most of this
fuel is extracted from the Kara-Keche field. Thermal power plant in Bishkek consumes 1 million14
140
thousand tons of coal per year. Of these, 680 tons are supplied by the Kara-Keche field, the
remaining 600 tons are supplied from Kazakhstan, and another 60 tons from Tash Kumyr.
Kara-Keche's reserves are estimated at more than 400 million tons of coal. It provides solid fuel for
the capital Bishkek, as well as the Chui, Talas, Jalal-Abad, and Naryn regions. In addition, shallow
coal fields such as Tash-Kumyr and Min-Kush 2 are developed in Kyrgyzstan. By the beginning of the
heating season 2020-2021, according to the JSC National Energy Holding Company, Bishkek TPP
needed to have 1.1 million tons of coal in stock. Most of them, 760,000 tons, were domestic coal,
and 350,000 tons were imported coal3.
According to the state enterprise "Kyrgyzkomur", 14 private coal mining companies, as well as the
self-developed company "Kyrgyzkomur" were engaged in supplying coal to CHPs in 2020.
"Kyrgyzkomur, which supplies coal from the Kara-Keche deposit.
All the coal is not supplied to the thermal power plant in Bishkek at one time, because all the mines
can't supply all the coal at once, and the railroad can’t transport it.
1.2.3 Requirement for transportation of diesel fuel and light oil products
The Kyrgyz Republic, due to significant investments in the oil sector, increases the available
production volumes. However, despite the positive increase in the production of petroleum
products, the KR does not fully cover the population's demand for petroleum products. The
population's demand for petroleum products is met by imports. The average demand of the republic
for gasoline and diesel fuel is about 1300-1400 thousand tons per year. About 70-80% of the
population's demand for petroleum products is met by imports from the Russian Federation. In
recent years there has been an increase in imports of oil and petroleum products in the Kyrgyz
Republic, in connection with which, given the relatively high tax rates (excise taxes, VAT) in the
Kyrgyz Republic and the low cost of petroleum products in neighboring countries, there is an
increase in illegal imports of oil and petroleum products into the Kyrgyz Republic under different
names of other chemicals, "- says the justification note to the document. 4
From all available data it is not possible to determine the volume of light oil products consumption
in Naryn oblast, which could be delivered by the projected Balykchy-Kochkor line to Kochkor station.
As well as the volume of petroleum products for the southern regions of Kyrgyzstan, which is
currently transported by the Bishkek-Osh road through the passes of Too-Ashuu and Otmok and

2
[https://knews.kg/2019/10/14/zima-na-nosu-a-ugolnye-sklady-bishkeka-napolovinu-pusty/]
3
[https://kloop.kg/blog/2020/12/10/ugol-postupaet-po-grafiku-bishkekchanam-obeshhayut-besperebojnoe- otoplenie/ ]

4
/ http://www.tazabek.k...&place=last&b=2/
15
https://ru.theglobaleconomy.com/Kyrgyzstan/coal_consumption/
could be delivered, at least to a certain extent, through Kochkor station on the alternative North-
South road upon completion of its construction.
1.2.4 Determining the category of the projected line
The category of the new railway line is determined by the calculated annual net load intensity in the
freight direction for the 10th year of operation in accordance with paragraph 4 of Table 4.1 of SP
119.1330.2012.

(1.2.1)
Г  Г ГР  Г ПС

where Г – is the load requirement for the 10th year of operation, mln. tkm / km per year;
ГГР – required freight traffic intensity in the 10th year of operation, mln tkm/km per year

Г ПС - required freight traffic intensity in passenger traffic on the 10th year of operation, mln. million
tkm/km per year

16
 Where:

n ПС - the number of pairs of passenger trains per day in the 10th year of operation,
Qпс - mass of the passenger train, t.
To establish the given load capacity of Г for the 10th year of operation, we will take the data of the
National Statistical Committee on the volume of hard coal mining as the basis.

Also, based on the above, we can conclude that all the coal mined in the country is intended for
domestic consumption.

The volume of coal production for the period 2006-2021 is given in Table 1.2.1 (open data of the
National Statistical Committee).

17
 Table 1.2.1
Volume of coal and lignite production, (thousand tons)

Name of the
2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 1
indicators
1 1 1 1 1 1
Kyrgyz 321, 395, 491, 606, 575 830, 2 2 2 2
163, 406, 812, 928, 851, 870,
Republic 3 6 8 9 7 395,2 606,0 677,7 989,9
9 8 0 7 3 4
Batken 139, 132, 157, 148, 156, 190, 213, 203, 249, 294, 222,
179 378,7 422,6 475,6 655,1
4 6 1 9 5 4 8 6 0 0 1

23,3 26,5 46,5 51,1 49,5 53,4 88,5 153, 231, 159, 146, 130, 155,6 120,4 263,4
Jalal-Abad
5 0 8 9 4 300,9

Issyk-Kul 22,2 10,7 8,6 8,9 4,2 9,1 13,1 0,9 1,0 3,4 3,8 - - -
- -
Naryn 105, 135, 144, 212, 183, 335, 379, 413, 678, 753, 820, 867, 1087, 1252, 1366, 1187,
1 9 6 6 4 6 8 1 3 2 9 6 7 2 0 8
Osh 135, 185, 181, 253, 491, 625, 698, 763, 585, 650,
31,3 89,9 773,2 810,8 535,2 883,6
0 4 4 5 8 5 1 2 7 3
- - - - - - - - - - - - - - - -
Chui
Bishkek 1 - - - - - 0,1 0,3 - - 0,1 - - - - - -

Briquettes derived from hard coal

For 2021 - preliminary data
The volume of production, as shown in Table 1.2.1. has increased by more than 10 times. In order to
analyze the availability of prospective cargo traffic by transport infrastructure, it is necessary to make a
forecast of changes in the volume of transported cargo in the medium term. Having available the
relevant statistics for the period from 2006 to 2021, we forecast the value of freight traffic for the
periods in question, i.e. for the 2nd, 5th and 10th years after the commissioning of the railway line.

According to the conducted comparison of the methods for determining the perspective of freight
turnover, the method of smoothing by quadratic function gives the result closest to the actual value.

The equation of the square parabola is following:

In this method, the problem is reduced to determining the unknown parameters: a, b, c.

Applying the method of least squares, we obtain the equation:

To find the values of unknown parameters a, b, c, at which the function would be minimal, it is
necessary to equate the partial derivatives of these quantities to zero. After all transformations we
obtain a simplified system of normal equations:

Actual annual volumes of freight traffic for 2006-2021 are shown in Table 1.2.2.

Substituting calculated values into the system of normal equations (see Table 1.2.1.), we obtain the
19
following system of equations:
 Table 1.2.2
year Cargo flow Condition 2 Ntt Ntt2 4 Nсред
t t
Nt, al
0-й 127,3 -8 64 -1018,4 8147,2 4096 81,88

2007 146,6 -7 49 -1026,2 7183,4 2401 122,05

2008 153,2 -6 36 -919,2 5515,2 1296 167,68

2009 221,5 -5 25 -1107,5 5537,5 625 218,77

2010 187,6 -4 16 -750,4 3001,6 256 275,32

2011 344,7 -3 9 -1034,1 3102,3 81 337,33

2012 392,9 -2 4 -785,8 1571,6 16 404,8

2013 414 -1 1 -414 414 1 477,73

2014 679,3 1 1 679,3 679,3 1 639,97

2015 756,6 2 4 1513,2 3026,4 16 729,28

2016 824,7 3 9 2474,1 7422,3 81 824,05

2017 867,6 4 16 3470,4 13881,6 256 924,28

2018 1087,7 5 25 5438,5 27192,5 625 1029,97

2019 1252,2 6 36 7513,2 45079,2 1296 1141,12

2020 1366 7 49 9562 66934 2401 1257,73

2021 1187,8 8 64 9502,4 76019,2 4096 1379,8

сумма 10009,7 0 408 33097,5 274707,3 17544 10011,76 20

In order to determine the forecast of the volume of transported cargo for the year 0 (the beginning of
operation), it is necessary to substitute the corresponding value of t = 9 in the above equation:

N 0  556,12+81,12∙9+2,73∙92=1507,33 thousand tons.

Then let's find the value of cargo flow for year 1 by substituting in Table 1.2.3 the obtained forecast
value of year 0 and recalculating the coefficients, and, finally, for year 2 in the same way
N1  490,07 + 95,43 9 + 6,5392  1877,06 thousand tons

N  2683,33 + 76,66 10 +1,6 102  1610,43 thousand tons

In the same way, we find the values of cargo flows up to the projected 10th year of operation. The
results are given in Table 1.2.3.

Table 1.2.3

Years of 0 1 2 3 4 5 6 7 8 9 10
operation

Nсред 187 209 232 257 283 310 338 368 399 432 465
7,06 6,37 8,72 4,11 2,54 4,01 8,52 6,07 6,66 0,29 6,96

Based on Table 1.2.3, the freight turnover for the projected railroad for the 10th year of operation is
4.656mln tons per year.

It is assumed that this rail line will be operated mainly in the freight direction, so passenger turnover in

determining the given load intensity is not taken into account .

Then, the given load capacity:

Г  Г гр  4,656 mln. t-km per year/km

21
This load intensity, according to Building codes-01-955 and Building standard 32-01-95, 6corresponds
to the IV technical category of railroads.

1.2.4 Determination of carrying capacity of the railroad

To establish the capacity of a railroad line, we determine the possible throughput and possible carrying
capacity of the railroad.
In general, it is assumed that the possible carrying capacity of a railroad section is determined by the
maximum number of freight train pairs of a specified weight and length, and the possible carrying
capacity is the number of tons of cargo that can be passed or transported along the section per unit
time (day, hour) at this technical equipment and the adopted method of train traffic organization.
Calculations of throughput and carrying capacity of the section are performed for all technical
conditions of the road, including the existing one.
In order to reduce the volume of the same type of calculations in the project some restrictions can be
allowed:
a) the existing type of locomotive is considered;
b) automatic interlocking is accepted as a means of signaling for subsequent technical road conditions;
c) partial laying of the second track is provided for half the length of the sections to organize non-stop
crossing of trains.
The possible capacity of the railroad depends on the number of main lines, the method of organization
of train traffic, the travel time of trains on the line, station and inter-train intervals.
The running time of trains along sections is set by traction calculations. Station intervals are determined
by the time required to receive, depart or pass trains through a separate point (station, interchange).
The possible capacity of a line depends on the value of the freight traffic capacity and the average net
train weight.
The schedule period of a single-track line is the time a group of trains occupies the line.
The schedule period of a double track section equipped with automatic interlocking is the calculated
interval between trains in a package (a package is two or more trains following each other, delimited by
passing signals).
Calculations of carrying capacity are performed for the calculated span that limits the carrying capacity
of the section of railroad in question.
The procedure for calculating the throughput and carrying capacity of the section:

22
5
СТН Ц-01-95 Железные дороги колеи 1520 мм от 25 сентября 1995 - docs.cntd.ru
6
СНиП 32-01-95 Железные дороги колеи 1520 мм от 18 октября 1995 - docs.cntd.ru
1. Determination of the period of the train schedule Tпер in minutes (min):
a) for a single-track line with a paired non-package schedule (i.e., with the same number of trains in
both directions and stop crossing of counter trains at separate points):
(1.2.8.)

Т пер ( нп)  tm t 0 2  t рз

Where tт+to – travel time in even and odd directions along the calculated line, min (obtained by

calculation); 2- sum of station intervals for receiving and departing trains at passing points, on

average, at semi autoblocking 2 = 6 min, at autoblocking 2 = 4 min; tрз - time for acceleration
and deceleration of trains at separate points, min (take equal to the average network value of
tрз ≈ 3 min);

Т пер ( нп)  54,46  48,29  4  3  109min.

b) for a single-track line when organizing a paired partial-package schedule (with two trains
in the package and the package factor n ≈ 0,67

23
i.e., when some trains run separately and some trains run in packets with the trains separated by
block sections during autoblocking:

Т пер ( нп)  (2 П ) Тпер  2 (1.2.9)

I. П

where I - calculated inter-train interval between trains in the package in odd and even
directions, taken equal to 8 minutes for electric traction and 10 minutes - for locomotive
traction;
Тпер (чп) = 1,33(109 + 10) +2·0,67·10=148,96+13,4=162,36 min
c) at non-stop crossing of trains at separate points:
Т пер бо ( рп)  tm  0t  бо( А)  бо( Б ). (1.2.10)

Where бо(А),бо(Б) –the interval of non-stop crossing of trains, equal to the half-sum of the travel
time of odd and even trains at separate points;
Тпер бо(рп)= 54+48+ 27 + 24=153 min
d) at partial non-stop crossing of trains on sections within double-track inserts with partial
laying of the second track with a total length equal to 50% of the operating length of the
railroad section:

Т пер бо ( рп)  (tm  t0 ) / 2;. (

Tпер бо(2х) = (54+48) / 2=51min; 1.2.11)

e) for a double-track line with automatic interlocking:

Т пер II = I, (1.2.12)

where I – estimated inter-train interval, min.

Т пер II = 10 min

24
2. Determination of the maximum possible carrying capacity of runs Nmax
in pairs of trains per day, depending on the type of train schedule.
When organizing a paired partial-pack schedule of trains on a single-track line (with two trains in a package and a package factor of an ≈ 0.67) and stop
crossing of trains on separate points, The maximum possible throughput capacity of sections Nmax in pairs of trains per day is determined by the
formula (1.2.13)

where Tтехн is the duration of the technological "window" for a single-track line ( ttehn = 60 minutes); an is the standard coefficient of reliability of

technical devices ( an = 0.96); aп- is the batch factor equal to the ratio of the number of trains following in the package to the total number of trains ( aп ≈

0.67); Tпер(нп) - is the period of the non-packaged schedule, min; I is the calculated inter-train interval, min.

= 16.73 pairs of trains/day

For all other methods of the organization of train traffic, recommended for a single-track line with a paired non-packet schedule with a stopping crossing
of trains at separate points, with non-stopping crossing of trains at separate points, with partial non-stopping crossing of trains on the sections within
double track inserts with partial laying of the second track with a total length equal to 50% of the operational length of the railroad line for double track
line with automatic blocking), the maximum possible throughput capacity of line sections Nmax
in pairs of trains per day is determined by the formula:

where tтехн-duration of the technological "window": for single-track lines, tтехн = 60 min, for the second track and sections with a partial laying of the
second track tтехн = 120 min; an - normative coefficient of reliability for single-track lines n = 0.96, for double-track and sections with partial laying of the
second track an = 0,93; Tпер - period of the train schedule, min, obtained by formulas (1.2.8 - 1.2.12), respectively:
( 1140−60 )∗0,96
Nmax = = 8,16 pairs of trains/day, for a single-track line when organization of the paired partial-package schedule (with two trains in a
162,36

package and the package factor an ≈ 0.67), i.e. when part of the trains go separately, and part - in packages with the delimitation of trains by block
sections at autoblocking;
( 1140−60 )∗0,96
Nmax = = 8,66 pairs of trains/day, at non-stop trains crossing at separate points;
153

( 1140−60 )∗0,96
Nmax = = 25.98 pairs of trains/day, at partial non-stop crossing of trains on sections within double-track inserts with partial laying of the
51
second track with a total length equal to 50% of the operating length of the railroad section;
( 1140−60 )∗0,96
Nmax = = 132.5 pairs of trains/day, for a double-track line with autoblocking.
10
The technological "window" is the period in the train schedule to perform the current maintenance and repair of track, contact network, signaling and

interlocking devices. The normative reliability coefficient an was introduced to consider losses of time related to failures of permanent technical devices
of the road.

3. Calculation of the possible throughput capacity of the site for freight Ngr for design years.
Determines the number of freight trains for design years, taking into account the removal from the schedule of freight trains by trains of other
categories

where γ is the coefficient of filling the throughput capacity of sections on the runs: on single-track lines γ = 0.85, on sections with partial laying of the
second track γ = 0.87, on double-track lines γ = 0.91; - removal coefficients showing how many pairs of freight trains are removed by one pair
of passenger and combined trains (Table 1.2.4);
Nns , Nsb - the number of pairs of passenger and combined trains per day for the design years due to the above reasons, we take 1.
Throughput is determined with an accuracy of 0.1 pair of trains.
Table 1.2.4
Freight train removal coefficients for passenger and combined trains

Signalling and Packet ratio Removal coefficients

Line interlocking devices Eпс Eсб
Single-track Semi-automatic
– 1,7 1,8
interlock

0,5 1,1 1,0

Autolock
0,7 1,3 1,2
Single-track
with double-track Autolock – 1,4 1,6
inserts

Double-track Autolock 1,0 1,7 2,2

4. Determination of the carrying capacity Г of one freight train per year, million tons, for the considered locomotive series:

Where - average net train weight, t, equal to 0.7, - (taken depending on locomotive type and steering slope of the projected line); - coefficient
of intraannual irregularity of transportation (1.10-1.15) (a higher value is taken in case of predominance of cargoes of seasonal nature).

million tons net/year

5. Determination of the possible carrying capacity of the railroad in freight traffic for the design years of operation, million tons net per year:

All calculations are summarized in Table 1.2.5, which allows you to analyze the impact of technical parameters on the value of the railroad carrying
capacity when using a locomotive - diesel locomotive type 2TE10V.
Тable 1.2.5
Year of
operation, Signalling n гр, pairs of Гв, million tons

Nmax, pp/day
throughput
Maximum
Number with diesel system Type of schedule Тпер trains per day Г, per year by
locomotive , by year of million year of
type 2TE10V min operation tons operation
per
year
0-й. semi- paired unpackaged 109 16,73 10,7205 0,87 2022 9,326835
automatic
locking
1. 2-й. semi- “-“ 16,73 8,9205 0,87 2024 7,760835
automatic
locking
5-й “-“ 16,73 8,9205 0,87 2027 7,760835
10-й “-“ 16,73 8,9205 0,87 2032 7,760835
 paired partial-
3,436
0-й. batch schedule 162,36 8,16 0,87 2,98932
2.
2-й. “-“ 8,16 1,636 0,87 1,42332
5-й “-“ 8,16 1,636 0,87 1,42332
10-й “-“ 8,16 1,636 0,87 1,42332
at non-stop
crossing of trains 3,861
0-й. at separate points 153 8,66 0,87 3,35907
3.
2-й. “-“ 8,66 2,061 0,87 1,79307
5-й “-“ 8,66 2,061 0,87 1,79307
10-й 8,66 2,061 0,87 1,79307
at partially
4. nonstop 18,583
0-й. crossing 51 25,98 0,87 16,16721

2-й. “-“ 25,98 16,783 0,87 14,60121

5-й “-“ 25,98 16,783 0,87 14,60121
10-й “-“ 25,98 16,783 0,87 14,60121
for the double-track
109,125
5 0-й. line 10 132,5 0,87 94,93875
. with automatic
interlocking
2-й. “-“ 132,5 107,325 0,87 93,37275
5-й “-“ 132,5 107,325 0,87 93,37275
10-й “-“ 132,5 107,325 0,87 93,37275
 Cargo flow, Г, million tons per year
12

10

0
0 2 5 10
Years in operation,t
paired unpackaged paired partial-package
non-stop crossing partially unstoppable

Figure 1.2.1 Carrier mastering schedule.

Required carrying capacity in the context of increasing The capacity of the system is
usually increasing in time. When the curves of required and possible carrying capacity coincide,
they intersect at the moment of
At the moment of time when the demand and carrying capacity are equal:

It is necessary to transfer the railroad to a state with a higher possible carrying

capacity in order to provide the required carrying capacity beyond the moment. The moment τ is
called the technical term of transition from state to state. Since this section of the railroad will
initially be equipped with a semi-automatic interlocking, we are are interested in the traffic
schedules:
- a single-track line with a paired non-package schedule (i.e., when the number of trains in both
directions is the same and the oncoming trains stop at separate points);
- a single-track line with a paired partial-package schedule (with two trains in a pack and a pack
factor an ≈ 0.67), i.e. when some trains are dispersed and some are packaged with train
delimitation by block sections at automatic blocking or intermediate sections (at semiautomatic
blocking)
According to the schedule in the organization of the paired non-package schedule, the carrying
capacity of the line will be exhausted after 7 years after commissioning, and in the paired partly-
package schedule - more than 10 years after commissioning of the railroad.
Further, in order to cope with the increasing volume of traffic, it is necessary either to transfer the
line to automatic blocking, or to lay double-track inserts.

§1.3. Assessment of road transport on road sections located near Balykchy and Kochkor
stations
In the Kyrgyz Republic, 98% of transportation is done by road transport.
After the construction of the Balykchy-Kochkor railroad, part of this transportation will be carried
by rail. The intensity of road freight transport depends on the cargo intensity of this railroad.
With the construction of the Balykchy - Kochkor railroad, the roads in other sections are relieved
of heavy loads, congestion and traffic jams, the accident rate on the roads is reduced, and most
importantly, the service life of the roads is increased.
1.3.1 Road traffic forecast
The main task of accounting and analysis of data on the intensity of traffic is to determine the
prospective intensity of traffic for a given period of time, i.e., the forecast of traffic intensity.
The terms of the estimated perspective or the forecast are as follows:
 developing measures for the organization of road traffic - 5 years;
 designing road pavements depending on their type and service life - 5 or 10 years;
 designing the elements of alignment, longitudinal and transverse profiles of the road in
view of its development - 25 years.
When developing the feasibility study for the Balykchy-Kochkor railroad, depending on the term
of the calculated perspective, the formula according to GOST 32965- 2014 and in the book
"Babkov B.F. Survey and design of roads. Moscow 1970."
Table 1.3.1
P
Nt =No (1 + 100 )n - 1

where No is the traffic intensity at the beginning of the period under consideration t, P- is the
assumed rate of traffic intensity growth, which is determined on the basis of for the last 10-15
years, %; n - the number of years before forecast of traffic intensity for motor transport and in
the projection of railroads is taken as 10 years for the forecast of freight traffic intensity. In the
feasibility study, the beginning of the period t under consideration is taken as the data of of the
Ministry of Transport and Communications on traffic intensity for
2020.
3% of traffic intensity. The annual increase in traffic intensity is based on the experience of
designers of the "Kyrgyzdortransproekt" Design and Research Institute. The specialists of this
institute when designing highways accept an annual increase of 3% and 4% depending on the
category and location of the projected road.

When developing the feasibility study of traffic intensity for 2020 was taken as the baseline
according to the materials provided by the Ministry of Transport and Communication of the
Kyrgyz Republic and the traffic forecast for 10 years, i.e. up to 2032 inclusive are calculated by the
formula (1.3.1) with an annual increase in traffic intensity of 3%.
The annual growth of traffic intensity depends on the growth of population, gross domestic
product (GDP), production, trade, etc. The assumption of an annual growth rate of traffic intensity
of 3% is justified below.
1.3.2 Determination of the annual increase in the intensity of road transport as an influencing
factor on the growth of freight traffic
railway transport
The first step in estimating demand is to estimate baseline traffic flows. The baseline provides the
basis for the analysis without the project scenario. The second step is to project future demand
with and without the project. The analyst must project the likely evolution of traffic flows in the
absence of the project in order to estimate possible additional benefits. Thus, if without the
project, travel costs from point A to point B would increase by 7 percent per year, and with the
project they would increase by 5 percent per year, the additional benefits of the project would
equal 2 percent per year in transportation cost growth.
The literature on transportation projects generally distinguishes between three types of demand.
- Normal traffic, sometimes referred to as baseload traffic, refers to traffic that would normally
occur even in the absence of the project.
- Generated traffic refers to new traffic resulting from reduced traffic costs and improved road
conditions.
- Rejected traffic or diverted traffic refers to traffic diverted from existing facilities, such as trucks
that divert traffic from railroads, or similar modes of transportation, such as when a new road
takes traffic away from existing roads.
The simplest method of estimating demand resulting from normal traffic is to extrapolate past
trends and assume that growth will remain constant in absolute or relative terms. However, the
best way to relate traffic growth to gross domestic product growth, population growth, fuel
prices, or other relevant variables because transportation demand generally grows with
population, income, and time. Forecasting demand based on expected GDP growth, population
growth, fuel price changes, etc. requires forecasting explanatory variables.
Demand-based forecasts also require income and price elasticities. Whenever possible, country-
specific elasticities should be used, but default values can be substituted in the absence of
country-specific data. For freight traffic, the income elasticity is usually around or slightly below
unity, while for passenger traffic it usually remains slightly above unity. The baseline traffic levels
projected in the non-project scenario should reflect this expected growth. Since all projections
are subject to significant errors, we recommend a risk analysis.
Demand arising from generated traffic is usually a response to lower costs. Travel can become
more attractive because the new road saves travel time or travel costs. A road can stimulate the
development of a geographic area or make it more attractive as a destination, thereby creating
traffic. The best way to design generated traffic is to use demand functions that estimate the
response of traffic flows to changes in transportation costs.
The third type of demand comes from diversion from existing services. As with other types of
projects, we are also interested in the net additional benefits to the community, not just the
project. In the transportation sector, a new project often diverts demand from existing facilities.
For example, a road can divert freight from railroads when demand is diverted from existing
facilities to new projects, analysts should be careful not to recalculate the benefits. In the case of
transportation, demand from diverted traffic is demand that has been diverted from existing
facilities. Although it does not result in a net increase in total demand if it eliminates congestion
on alternate routes. The benefits of diverted traffic come from the net savings in transportation
costs associated with the new facility.
In this project, cargo is redirected to new facilities, i.e. the Balykchy-Kochkor railroad.
Elasticity
According to research conducted in Europe in 2014, for freight, estimates of the elasticity of
economic activity are mostly in the range of 0.5 to 1.5 for the aggregate goods sector, but there is
evidence that there is a much larger difference between sectors. Economic activity is also
measured by a number of variables: GDP and industrial production indices.
The elasticity of population growth averages 0.5.

Population Growth Projection for the Kyrgyz Republic

By 2025, the population growth rate will be 5.92 percent, the best since 1951. After 2025, it will
decline. These forecasts were made by the online service countrymeters based on data from the
UN Department of Economic and Social Affairs.
 Figure 1.3.1. Population Growth Projection for the Kyrgyz Republic
(Source: UN Department of Economic and Social Affairs)
The country will reach the next million in population after 2030, approaching 8 million by 2050. By
2100 the population will be 8 million 851 thousand 936 people

Figure 1.3.2. Population Forecast of the Kyrgyz Republic

(Source: UN Department of Economic and Social Affairs)
GDP growth in the Kyrgyz Republic
According to the World Bank study, GDP growth in the Kyrgyz Republic for the period 2009 -2020
was between 4.69 and 8.6% on average 6.64% (as suggested by the client).
 Fig. 1.3.3. Kyrgyzstan's GDP growth over the last 10 years
(Source: World Bank, 2019)
The average growth of normal traffic demand as a function of GDP and population growth, taking
into account the elasticity will be:
GDP: 6,64% х 0,5 = 3,32%
Population growth: 4% х 0,5 = 2%

In average

To predict the intensity of road transport on the sections near Balykchy and Kochkor stations, we
take an annual increase in intensity P3%.
The increase in truck traffic has a significant impact on rail freight traffic.
Analyzing the sources of the UN Department of Economic and Social Affairs, the World Bank for
2020 and the design experience of experts of the design and research institute
“Kyrgyzdortransproekt” of the Ministry of Transport and Communications of the Kyrgyz Republic,
the intensity forecast for 2020 - 2032 was made according to the formula (1.3.1) with an annual
increase in traffic intensity P=3%.
Tables 1.3.1 - 1.3.13 show the projected traffic intensity of road vehicles from 2021 to 2032 on
the roads of the Kyrgyz Republic.The data from these tables can be used to forecast the load
intensity of the Balykchy - Kochkor railroad. We select the data of trucks weighing more than 12
tons from these tables, since the transportation of goods to and from Balykchy and Kochkor
stations is carried out by these trucks. Table 1.3.14 shows the traffic intensity of trucks on the
sections near Balykchy and Kochkor stations.
The projected railroad diverts freight only from road transport, since 98% of freight and
passenger traffic in the Kyrgyz Republic is carried by road transport, it should be noted that only
2% of freight and passenger traffic is carried by air, sea and rail transport. The share of rail
transport in the Kyrgyz Republic is less than 1%.
Consequently, the freight load of rail transport on the Balykchy-Kochkor section depends, to some
extent, on the intensity of road transport around Balykchy and Kochkor stations as well.
projected railroad diverts freight only from road transport, since 98% of freight and passenger traffic in the Kyrgyz Republic is carried by road
transport, it should be noted that only 2% of freight and passenger traffic is carried by air, sea and rail transport. The share of rail transport in the
Kyrgyz Republic is less than 1%.

Consequently, the freight load of rail transport on the Balykchy-Kochkor section depends, to some extent, on the intensity of road transport around
Balykchy

Vehicle traffic intensity on road sections near Balykchy-Kochkor stations for 2020 Table 1.3.1
indicators and the name of locations are the same for all subsequent tables

(product
Road
ion and Midd pickup Trailer
mainte Beginning End of Truck total
line Leng le light truck tractor
nance of the the Light microbu 3.5-12 trailer trucks
Name of the location departm th Location And truck up over 12 with total
compa counting counting vehicle s ttons truck over 3.5
ents of Km. big to 3.5 tons semi-
ny area area tons
highway bus tons trailer
(DEP)
s)(pldh)
1 4 5 7 8 9 10 13 14 15 16 17 18 19 20 21 23
50 km
Kochkor-Aral-Too-Ashuu 41-140
bef.
km
Kyzart
Bakykchy-Ananevo-Karakol 156-
207km
Tory-
Bakykchy-Ananevo-Karakol 0-
Aigyr 25
40km
km.
Balykchy -Bokobaevo-Karakol 0-
60 km
Bishkek-Torugart 147-203 km
Bishkek-Torugart 264-367km
Bishkek-Torugart 203-264 km
with the entrance of Kochkor
Kokmoinok- Kuvaky-Kochkor 0-
26 km
Kochkor-Aral 0-41 km
Bishkek-Torugart 367 -539 km
 Source: Ministry of Transport and Communications of the Kyrgyz Republic
Table 1.3.14.
2020.

Trailer tractor Total, truck

Location truck over trailer truck
№п/п with semi-trailer over 12
12 tons
tons
Bakykchy-Ananevo-
1. Karakol 0-40km 178 93 57 327

Balykchy -
2. Bokobaevo- 167 105 208 480
Karakol 0-60
km
Bishkek-Torugart
3. 147-203 km 140 105 43 288

Bishkek-Torugart
4. (203- 232 82 13 327
264km)
Kokmoinok-
5. Kuvaky-Kochkor 229 81 21 331
0-26 km
6. Kochkor-Aral 80 44 63 187
7. Total 1026 510 405 1940

The intensity of trucks weighing more than 12 tons in 2020 is 1,940 vehicles/day. (see Table 1.3.14).
Table 1.3.15 shows the intensity of trucks over 12t for the next 2020-2032 years, taking into account
an annual increase in intensity of 3%.

Table 1.3.15.
Intensities of trucks for 2020-2032 on road sections near Balykchy and Kochkor stations.

Year
Intensity of trucks weighing
more than 12 tons. 1 2 3 4 5 6 7

2020 2021 2022 2023 2024 2025 2026

vehicles/per day 1940 1998 2058 2120 2183 2248 2315
Continued table 1.3.15.
 Year
Intensity of trucks weighing
more than 12 tons. 8 9 10 11 12 13

2027 2028 2029 2030 2031 2032

vehicles/per day 2384 2455 2529 2605 2683 2763

Table 3.15 shows that in 2022 the intensity of trucks weighing more than 12 tons will be 2058
vehicles per day, and in 2032, taking into account the annual increase in intensities - 2763 vehicles
per day. Then the intensity of trucks compared to 2022 will increase in 2032 by 34.3%.
According to the Decree of the Government of the Kyrgyz Republic № 454 from 08.08.2011 the
highest load of trucks on the road surface of roads is limited. Table 1.3.16 shows the intensities,
total weights of trucks with cargo (gross) and weights of transported cargo (net) by respective trucks
depending on the number of axles of trucks in 2020, and Tables 1.3.17 and
1.3.18 the projected intensities, total vehicle weights (gross) and cargo weights (net) for 2022 and
2032, respectively.

2020.
Table 1.3.16.

Characteristics Traile,
Three-axle
(intensity of Truck with weight Total
truck trailer
vehicles/day, with
masses in tons semi-
trailer
1 2 3 4 5
Intensity
1026 510 405 1940
(cars/day)

Total weight of the truck

with cargo (gross 25650 21930 15390 62970
ton)

Mass of transported cargo

13338 11730 9720 34788
freight (net ton)

2022.
Table 1.3.17.

Characteristics Traile, weight

Three-axle
(intensity of Truck with with semi-trailer Total
truck
vehicles/day, trailer
 masses in tons

1 2 3 4 5
Intensity
1090 541 429 2060
(cars/day)

Total weight of the truck

with cargo (gross 27250 23263 16302 66815
ton)

Mass of transported cargo

14170 12443 10296 36909
freight (net ton)
Weight of transported
cargoes from the total mass 38,4 33,7 27,9 100
of cargoes (net ton), %
 2032.
Table 1.3.18.

Characteristics Traile, weight

Three-axle
(intensity of Truck with with semi-trailer Total
truck
vehicles/day, masses trailer
in tons

1 2 3 4 5
Intensity
1460 725 575 2760
(cars/day)

Total weight of the truck with

cargo (gross 36500 31175 21850 89525
ton)

Mass of transported cargo

18980 16675 13800 49455
freight (net ton)
Weight of transported
cargoes from the total mass 38,4 33,7 27,9 100
of cargoes (net ton), %

1.3.3 Determination of the cargo intensity of the railroad by the given initial parameters.
One of the main operational indicators of rail transport is cargo intensity (intensity of
transportation). Cargo intensity according to SNiP 32.01.-95(Building standards) is characterized by
the average number of the performed ton-kilometers, i.e. equal to the weight of the transported
cargo for one year and determined by the formula.

day
Where, 365 - number of days in a year
year

a - coefficient of irregular movement (  0,95) ;

4 trains
- daily number of freight trains, for the railroad Balykchy – Kochkor =
day
or 2pair of trains.

- daily number of passenger trains, =0

 - mass of the freight train, = 1900 t

- mass of passenger train, = 0, then by formula (1.3.2) we have,

day t train t
= 365 * 0,95 (1900 *4 + 0.0) = 346, 750 * 7600 =
year train day year
t mln .t . km
2635300 or = 2,635 per year
year km

mln .t . km
Or = 2,635 km per year - estimated load intensity
of the projected railroad.

Size of freight traffic - 2 pairs of trains per day and weight norm - 1900 t are taken as input
data from the KAZGIPTRANS project.
According to the calculation above, at this time the projected railroad belongs to category IV
according to SNiP 32-01-95(Building standards) (table 3.1).
1.3.4 Determination of the freight load of the Balykchy-Kochkor railroad from road transportation
In this project, we are interested in the net additional benefits to society, not just the project. Our
project diverts demand from road transport. The Balykchy-Kochkor railroad diverts freight from
road transport. The benefits of the new railroad are provided by the net savings in transportation
costs associated with the construction of the new railroad. The demand for railroads increases even
more if the traffic, inconvenience, and accidents on the highways increase.
This paragraph deals with the determination of the railroad freight load from the road freight
transport intensity.
Tables 1.3.17 and 1.3.18 and 1.3.19 show the loads transported by road on road sections near
Balykchy and Kochkor stations.
Loads are determined based on the restriction of total weights of trucks by the Decree of the
Government of the Kyrgyz Republic №454 from 08.08.2011.
Table 1.3.19.

3-axle truck, Truck with Trailer with Total net

Year net t/day trailer, net semitrailer, net t/day
t/day
t/day
1 2 3 4 5

2022 14170 12443 10296 36909

2032 18980 16675 13800 49455

To determine the cargo transported by road transport, 3-axle trucks and trucks with trailers were
taken from Table 1.3.19, since coal from the Kara-Keche open pit is exported from the stations to
Balykchy and Kochkor stations and is delivered mainly by the above-mentioned vehicles.
The average value of freight transported in 2022 will be:

and for 2032.

For freight transport, estimates of the elasticity of economic activity from studies conducted in
Europe in 2014 are generally in the range of 0.5 to 1.5 for the aggregate commodity sector. In this
project, the elasticity is assumed to be 0.5 as it is assumed in determining the increase in
automobile traffic. Then the freight transported by the Balykchy-Kochkor railroad will be:

Experimental projected railroad freight capacities in 2022 and 2032 are determined by the formulas:

The calculation shows that in 2022 the projected experimental load capacity of the railroad
mln .t mln .t
2.307 less than the calculated load intensity according to SNiP 32-01-95, i.e. 2.307
year year
mln .t mln .t
2.635 , and in 2032 the projected load capacity 3.901 more than the calculated load
year year
mln .t
capacity 2.635 , I.e 3.091
year
> 2,635 (look. §1.3.3).
It follows from the calculations that by 2032 it is necessary to increase the number of train pairs on
the Balykchy-Kochkor railroad. Table 1.3.20 shows the results of calculations of the projected
experimental load capacities.
 Table. 1.3.20.
Cargo load
Cargo load according to
SNiP(building Throughput
Years mln.t  km standards)32-01- Recommendati
km year 95 ons
mln.t  km
km  years

2022 2,307 2,635 satusfactory 2 pairs of trains

2032 3,091 2,635 nonstaisfactory 3 pairs of trains

The results of Table 1.3.20 are obtained without taking into account the existing load capacities
on other sections of the operating railroad. It should be noted that it is practically impossible to
provide two pairs of loaded trains on the Balykchy-Kochkor and Kochkor-Balykchy railroad almost
immediately, the line will reach its design capacity gradually. Taking into account in the design of
the feasibility study 2 pairs of loaded trains in the initial stage takes into account the load section
of the railroad Balykchy-Alamedin.

According to the results of calculations to determine the category of the projected railway line,
the specified parameters and the mastery of freight traffic by road transport in the project area,
the site belongs to the IV technical category. However, given the prospects of developing mineral
deposits, increasing coal production and increasing freight traffic with the completion of the
alternative road "North-South" in the area of gravity of the station "Kochkor", the railway line
"Balykchy-Kochkor" should be designed according to the technical parameters of the III technical
category
2. NATURAL CLIMATIC CHARACTERISTICS OF THE AREA
§ 2.1 Characteristics of the area
The area of the projected railway line is located in the Ton and Kochkor districts of Issyk-Kul and
Naryn oblasts respectively. These areas occupy the central and northeastern parts of the Kyrgyz
Republic and are located in the Inner and Central Tien Shan Mountains and the Issyk-Kul hollow at
an altitude of over 1,500m.
In general, the region is a part of the Tien Shan mountain system. Relief is characterized by sharp
contrast and great diversity of types, subtypes and forms. Seismicity of the construction area is 8-
9 points.
The area of the projected line is located in two mid-mountain depressions (1500-2600m) Issyk-Kul
and Kochkor. The bottom of the depressions is filled with a thick layer of Paleogene-Neogene and
Quaternary formations, outcrops of bedrock are extremely rare. The drainage network is formed
by river valleys and is well terraced.
The main river of the project area is the Chu River. Chu River. The Chu River formed from the
confluence of the Kochkor and Zhanaryk rivers in the Kochkor depression.
The valley of the Chu River cuts across the Terskey Alatau Ridge, forming the Upper Ortokoy and
Lower Ortokoy canyons. In the section of the latter, a dam of the Ortotokoi Reservoir is built.
Below the reservoir, the Chu River enters the Issyk-Kul hollow.
There are huge water reserves accumulated in the form of glaciers and eternal snows in the
project area. The geological structure of the territory is very complicated. Underground waters
are accumulated here in fractured zones and are formed at a depth of 100-150 m. Groundwater is
fresh, it is used for watering pastures and agricultural water supply by means of spring dripping,
less often by drilling wells.

§ 2.2 Climate
The climate of the area is characterized by moderately hot summers and cold winters. The
average annual air temperature according to the meteorological station "Rybachie" is is +7.4
degrees Celsius. The absolute minimum temperature is minus 28 degrees Celsius. C, the absolute
maximum - +35 deg. С. The average monthly temperature in July in Balykchy is +16.9 deg. C. on
Kochkorka - +16.3 deg. С.
Average annual amount of precipitation in Rybachie area is 119 mm, in Kochkor area - 200 mm.
The prevailing wind direction both in summer and winter is westerly. The highest average wind
speed is observed in the vicinity of Rybachie station.
Rybachie and amounts to 5.6 m/s. The highest wind speed in 20 years can reach 30-40 m/sec.
In general, the construction site belongs to subarea II B.
§ 2.3 Local building materials
The filling of the railway line embankment on the span and at Rybachie and Kochkor stations will
be made by local construction materials. For this purpose, 14 deposits of drainage soil, 1 deposit
of ordinary soil and 2 deposits of rocky soil have been explored (see appendix: Scheme of location
of quarries).
The rocky soil deposit is explored in the area of the route along the cliff. Useful material is
represented by pink granites, fractured, strong. The difficulty group of the soil according to SNIP
1V-5-82 (BWR) 19B. The explored reserves amount to 173000 m3. If necessary, the reserves can
be increased by increasing the area and depth of development.
Deposits of ordinary soil are explored in the area of Kochkor station. Useful material is
represented by hard clay loam (33B) with interlayers of weakly cemented clay cemented
sandstone (29A), rubbly soil with loamy aggregate. The reserves of ordinary soil amount to 70,000
m3.
Deposits of draining soil are explored evenly along the route on the lands not suitable for
agriculture. The distance of hauling varies from 2 km in the areas of abandoned land, to 4-5 km in
the areas of irrigated arable farming areas. Useful material is represented by gravel-pebble soil
with sandy filler, sands of different coarseness, crushed stone and woody soil with loamy filler
and with inclusions of clumps. Groundwater is absent. Total reserves of draining soil are 1140000
m3.
3. RAILROAD PROJECT
Total length of the railway line section - 63 km; Number of artificial structures:
Medium bridges - 3 pcs. Small bridges - 11 pcs.
culverts - 88 pcs.
During the detailed design, according to geological and hydrogeological surveys, the number of
artificial structures may vary. In addition, designed: 1 intersection with the highway of the II
technical category by the device overpass over the railroad, 7 crossings.
At the 25th kilometer of the route, there will be a passing-track.
The new Kochkor station is designed as a freight station, taking into account prospective
development with the further construction of the main track to Kara-Keche and beyond.
§ 3.1 Engineering and geological conditions of the area
In geomorphological terms, the railroad construction area is located in the high mountain zone of
the eastern spurs of the Kyrgyz Ala-Too, in the western part of the Issyk-Kul hollow. The route of
the railway line runs directly along the western shore of Lake Issyk-Kul and the valleys of the
rivers Chu and Kochkor.
As a whole the area is plain, only in the middle part the line crosses a rocky ledge in height about
20 meters (mountain area).
Lake and alluvial-proluvial deposits take part in the geological structure of the described area.
Lake sediments are widespread at the beginning of the route. These sediments are represented
by cohesive soils of various consistency, sands of various gravels and gravels, soils and peats. Stale
soils and low thickness peats of weak thickness are to be cut out.
Then the route runs along the right side of the Chu river valley from the upper (southern) side of
the Balykchy-Naryn road.
The bedrock is represented mainly by coarse-clastic sediments - woody, crushed stone and clastic.
Within pickets 354-410 there is a rocky outcrop. In this section, excavations alternate with
embankments. Excavations in loose clastic and rocky soils.
From picket 410 to the end of the route in the base lie alluvial deposits represented by boulder-
pebble, pebble, gravel and medium sands. On top, these soils are overlain by a layer of cohesive
soils of varying thickness, from a few centimeters to several meters.
The route passing along the removal cones (PC1 - PC354), as well as on lands with a dense
network of irrigation canals, causes a large number of man-made structures.
The foundations of the artificial structures are mainly coarse-clastic soils, represented by gravel
and sandy, crushed stone and woody soils.
At the Kochkor station, a complex of technical buildings and structures is planned. The
foundations of these structures are based on cohesive soils represented by loams of firm and stiff
plastic consistency. Loams of firm consistency with thickness up to 1.5 m have subsidence
properties and belong to the I type of subsidence.
Groundwater up to the depth of 5-6 m is not encountered. Design resistance of soils is 2.4-2.5
kg/cm2.
§3.2 Direction of the Balykchy-Kochkor railway line
The direction of the Balykchy-Kochkor railway line is conditioned by topographic, geological
conditions, the location of agricultural land, the location of intermediate separation points and
other conditions.
The route variant was chosen taking into account the best solution in terms of location in terms of
occupation of agricultural land, saving the volume of earthworks.

3.2.1 Main technical parameters of the railway route.

Table3.1.

Unit of Railway lines

Indicators
measure
Rybache- Kochkor
Track category - III
Quantity of main categories - I
Ruling gradient

to %0 18,0
from %0 18,0
м 850
Usable length of the receiving and
transfer tracks

Type of traction - diesel locomotive

Type of locomatives - 2ТЭ10В
Weight rate of trains

To т 1900
from т 1900
Signaling and communications - Relay-processor electric interlocking on the
equipment for train traffic Kochkor station - Rybachie station.
Rybachie. Microprocessor semi-automatic
interlocking on
the Balykchy - Kochkor line.
Communication device based on multiplexers
SMK-30 as a node channel switching center
and a hub for remote local lines with the
functions of connection control, laying of
FOC(Fiber optic cable ) with redundancy in
copper cable, provide for park communication,
train communication and shunting
communication on the scheme adopted by KTJ
with the installation of base stations RVS-1.
Data transmission network not less than 10
 mb per switching station.
Power supply At Balykchy and Kochkor stations there are
powerful district substations with a voltage of
200/110/10kv and 110/10kv. Along the route
there are a lot of 10 kV power lines from which
the power supply of railway consumers,
stations and crossroads is provided, as well as
the use of transformer substations of EP-14
type of low-voltage power lines for power
supply of trains.

§ 3.3. Plan and Longitudinal Profile

Adjunction to Rybachie station is envisaged by the project in the even (western) side.
From PC(tramcar) 1+50 to PC 39 the route runs through the swamp area and then crosses the
existing road Balykchi-Barskoon.
From PC 54+40 the route crosses a new road of II technical category Balykchi-Barskoon.
From PC 55 to PC 77, the route bypasses the flooded area on the right side. The appearance of
water is associated with the influence of the Ortokoi reservoir, and the volume of water inflow is
related to the cycles of filling the reservoir.
From PC 82 to PC160, the route runs in the corridor of the 110kV and 10kV transmission lines,
with the section PC 105 to PC 120 along the irrigated lands with irrigation network and reinforced
concrete troughs.
From PC 130 to PC 156, the route is laid on the north-eastern side of the existing road.
From PC 156+18 the route crosses the existing Balykchy-Naryn road.
From PC156 to PC 181 - area of irrigated farmland.
Then the route of the railway line is laid taking into account location of the prospective separate
point at PC 250.
At PC 395 and PC 440, the route runs along the mountain slope, the route is laid on the uphill side
and in immediate proximity, and in some sections on the common ground, with the Balykchi-
Naryn highway.
Then the route runs from the southern (mountainous) side of the Balykchy-Naryn road (PC 400-
PC 450), and in this section, the land plot does not fall within the zone of influence of the Ortokoi
Reservoir and the Chu River.
Up to the end of the route (PC 641), the railway line practically passes through agricultural land
with the exception of small short sections.
 The indicators of the plan and profile are shown in the table
Table 3.2

№ Name of the indicators Quantity

Units of
п/п measures

1 2 3 4
1. Operating length Km 63,1
1200 m and more
2. Construction length Km 68,2

3. Line development factor - 1,22

Length of curves:
including at radii
4.
300 m to 600 m km/perc. 5,1/7,9

from 600 m to 1200 m km/perc. 8,2/12,8

from 1200m and over km/perc. 3,7/5,8

5. Smallest radius m 300

6. Ruling gradient %0 18
7. Length of sections with steering slope km/perc. 12,0/19
slope

8. km 25,7
Length of sections with a gradient of 4% or more

Sum of heights to be surmounted

9. in the freight direction m 406
in a non-truck direction m 136

At PC 1+46 and PC 1+70 a radius of 250 m is assumed.

* In the course of detailed design, according to geological and hydrogeological surveys, the data
may change.
§ 3.4 Land acquisition
The width of the right of way is based on the height (depth) of embankments (excavations), the
passage of railway communications (communication cables, power lines, etc.), placement of
service and technical buildings of Kochkor station, crossings, etc. ("Land Management for Land
Allocation for Construction of the Balykchy-Kochkor Railway Line", 1998) and the Working Project
(Explanatory Note. 591-И. Inv. No.613-94, pp.82-88, performed by Kazgiprotrans in 1994).
On average, the width of the right-of-way is 30-35 m.
The area of occupied land is given in Table 3.3.

Table 3.3.

№ Name of the Unit

Quantity of measures by
п/п indicators s of landowners
meas

Total amount
Naryn
Issyk-
ures
Kul

Usubalieva
Karalaeva

Isakieva
Jany-Jol
Kochkor

1. ha 68 69 22 9 40 208
Total area
permanent allotment

including:

ha 12 15 20 8 36 90
arable land

ha 30 38 0,5 0,5 2 71
pasture

Badlands ha 22 15 2 0,4 0,5 40

ha 1 1 - - - 2
forest plantations

cultural trees ha 4 - 0,6 - 0,4 5

2. ha 21 25 4 - 6 56
Total area
permanent allotment
Including :
 pasture ha 21 19 4 - 6 50

badlands ha - 6 - - - 6

4. EARTH BED
As mentioned above, the technical category of the projected railway line is III.
The width of the earth bed is accepted:
- for embankment construction and excavation in ordinary soils - 7,3 m;
- the same in draining soils - 6,3 m.
The length of embankments is 56 km, the height is mainly 1-1.5 m, but in some areas the height
of the embankment reaches 12 m.
The length of excavations is 7.6 km, 2.0 km of which in rocky soils, the depth of excavations is up
to 6.0 m.
Conditions of construction of the earth bed are generally favorable, almost all soils developed in
excavations and reserves are suitable for the construction of the earth bed.
Typical cross-sections of the earth bed are accepted according to the album "Cross-sections of the
earth bed of railroads of the 1520 gauge" series 4.501-122 in accordance with the longitudinal
profile.
§ 4.2. Individual earth bed solutions
In addition to the typical design of the earth bed along the route of the new railway line, there are
places where individual design is necessary.
Such locations include:
1. Section PC 3-PC 39, which passes in difficult engineering-geological conditions. At the base
of the embankment lie water-saturated sands and tight plastic loams. Groundwater comes
to the surface everywhere. The top layer of the base is sodded and must be cut out, the
depth of peat is 0.2 to 0.4 m.
The design of the earth bed has been developed taking into account the required coefficient of
stability, as well as ensuring the passage of motor transport during the construction and
operation of the railroad.
The embankments are poured from the drainage soil with the arrangement of 2-sided 4-meter
berms.

§ 4.3. Drains
Drainage for protection of the earth bed is solved by means of drainage ditches and berms. The
total length of drainage ditches is about 5.5 km.

§ 4.4. Strengthening of the earth bed

The project provides for strengthening the slopes of the earth bed only embankments
(excavations) of ordinary soils by seeding grass on a layer of vegetative soil.

§ 4.5. Volumes of excavation work

Table 4.1

№ Name of the works needed Unit Volumes of excavation work Total

measure
п/п Main
Station track
track

1 2 3 4 5 6
1. Embankments of soils:
ordinary Thosand m3 213,4 83,6 297,0
draining Thosand m 3
1243,6 20,0 1263,6
rocky Thosand m3 285,6 - 285,6
TOTAL: Thosand m3 1742,6 103,6 1846,2
2. Excavations in the soil:
ordinary Thosand m3 7,1 - 7,1
draining Thosand m 3
127,6 - 127,6
rocky Thosand m3 49,1 - 49,1
TOTAL: Thosand m3 183,8 - 183,8
3. Ditches Thosand m3 6,4 10,5 16,9
TOTAL: Thosand m3 1932,8 114,1 2046,9
4. TOTAL per 1 km Thosand m3 31,9

5.TRACK STRUCTURE AND ACCESSORIES

§ 5.1. The track superstructure

The capacity of the track structure on the projected railway line is accepted according to the
standards of the III technical category of railroads and is given in the drawings of the longitudinal
profile.
The project envisages the laying of main track of R-65 rails on reinforced concrete sleepers at
1840 pcs/km on straight sections and curves with a radius of 1200 m or more, and in curves with
a radius of less than 1200 m - 2000 pcs/km.
Crushed stone ballast with a thickness under the sleeper when constructing embankments
(excavations) - 35 cm.
The installation of intermediate fasteners of "fosse" type is provided as intermediate fasteners. In
order to ensure traffic safety when passing the projected railway line on the combined ground
with the existing roads, the project provides for the installation of barrier fencing.
The main volumes of work on the track structure are shown in Table 5.1

Table 5.1
№ Name of the works Measure Total
п/п units

Rybachye-Kochkor

Station Rybachye

Station Kochkor
(Passage #150)
1 2 3 4 5 6 7

1. Laying track with R-65 rails km 68,5 63,0 0,15 6,6

2. Laying of R-65 type switches, grade 1/9 comp 23 6 1 16

и 1/11

3. thos. m3 136 68,4 2,0 15,4

Ballasting of track and

ballasting of the track with crushed

stone ballast
4. km 9,2 9,2 -
Barrier fence device
barrier fence

Due to the fact that the design region is low-snow areas, the project does not provide for special
measures to protect the track from snow drifts.
§ 5.2. Crossings and intersections
The proposed Balykchy-Kochkor railway line crosses roads of categories II, III, IV.
PC 37+00, Balykchy-Karakol road (existing road of category III)
PC52+00, double level intersection with road (Balykchy-Barskoon II-category road under
construction) Category IV:
PC 70+00, provision of accesses to existing winter camps, farmers PK 101+00, provision of
accesses to Ak-Olen village
PC 160+00, Balykchy-Naryn road (existing road) PK 450+00, provision of access roads to existing
winter camps, farmers PK 550+00, provision of access roads to Kara-Suu village (existing road) PC
580+00, provision of access roads to Bolshevik village (existing road)
In total there are 7 crossings with automatic crossing signaling and 1 crossing with two levels of
road.

6.ARTIFICIAL STRUCTURES
Input data for the design of structures served as a longitudinal profile, site plans, the list of design
costs, engineering and geological cards.
Design costs are taken with exceedance probability of 2%, maximum - 1%. Engineering-geological
conditions of construction of man-made structures are complicated, construction sites are
located in areas with seismicity of 8-9 points. As a rule, boulder and pebble and crushed stone
soils serve as bases for the structures.
The total number of structures on the railway route is 102, including:
 Medium bridges - 3 pcs.
 Small bridges - 11 units
 culverts - 88 pcs.
All structures are designed for a load of C14. All structures are provided for in the normal version
for the average outside temperature of the cold five-day period in the area of construction with a
probability of 0.92 and 0.98 above - 40 degrees C.

§ 6.1. Small Artificial Structures

According to preliminary data, there are 88 small artificial structures along the railroad route.
Round reinforced-concrete pipes with 1.0 and 1.5 m diameters, rectangular reinforced-concrete
pipes with 1.5 and 2x1.5 m openings, small bridges of 1x6.0 m, 1x9.3 m and 1x11.5 m designs are
designed for passing the calculated and maximum water discharge.
The list of small artificial structures and the distribution of types and openings are shown in Table
6.1.
 Table 6.1

№ Name of the Buildings

Hole Quantity pc.
п/п
or pattern
1. Round reinforced concrete pipes 1,0 м 36

1,5 м 35

2х1,5 м 1

2. Rectangular reinforced concrete pipes 1,5 м 9

2х1,5 м 6

3,0 м 1

3. Small reinforced concrete bridges 1х6,0 м 1

1х9,3 м 4

1х11,5 м 6

Circular reinforced concrete pipes are accepted according to the standard project inv.№ 777/2.3.
Rectangular reinforced concrete pipes are accepted according to the standard design inv. №
1072/2.
The bridge spans between 6.0 and 11.5 m long are slab, reinforced concrete according to the
standard design inv. no. 557/11.
Bridge abutments, according to the standard design inv. no. 708/11, 15, are frame-and-column on
pile and natural foundations. At the construction sites with a seismicity of 9 points the foundation
slabs were made of monolithic reinforced concrete.
Strengthening of incoming and outgoing channels and adjacent embankment slopes at culverts
and small bridges is performed with concrete slabs and stone filling according to 3.501.1-186
series.
§ 6.2. Middle bridges
There are a total of 3 middle bridges on the Balykchy-Kochkor railway line at intersections with
watercourses.
6.2.1 Bridge at PC 121+53
Reinforced concrete bridge over a periodically operating watercourse.
Water flow rates are Q1% -56.6 m3/sec, Q2% - 50.0 m3/sec.
6.2.2 Bridge at PC 196+56
Reinforced concrete bridge at the crossing of the irrigation canal. The canal bed is formed by a
bunding. The width of the channel at the crossing is 15,0 m Water flow Q-16,0 m3/sec, water
level is 1748,00 m. At the base of the foundations of the piers lie crushed stone soils with a
conditional resistance of Ro-10.0 kg/cm2.
6.2.3 Bridge at PC 470+60
Reinforced concrete bridge at the crossing of the intermittent watercourse. The bridge is located
on a curve. The water flow rates are: Q l % - 26,5m3/sec, Q2% - 23,5m3/sec. Levels of backed
water: PGW 1% - 1822.29 m, PGW 2% - 1822.14 m. The bases of the foundations are pebble soils
of conditional resistance Ro -10.0 kg/cm2.
7. IMPACT OF VEHICLES ON ATMOSPHERIC AIR
§7.1 Cargo transportation by road near Balykchy and Kochkor stations
In accordance with the project, construction of service and technical buildings is envisaged only at
Kochkor station.
Heating of all projected buildings and facilities is provided by an electric boiler house, thus this
section provides calculation of emissions of harmful substances into the atmosphere from
operation of road transport, diesel locomotives, movement of rolling stock and from reloading
operations. Calculation of pollutant emissions is made taking into account the comparison with
the existing situation - cargo transportation by road transport.
Further calculations are made according to the Working Project (Explanatory note. 591-I. Inv. No.
613-94, p.82-88) made by
"Kazgiprotrans" in 1994, with amendments to the current data on the intensity of road transport.
Calculation of emissions from road transport is made according to "Methodical instructions for
calculating emissions of harmful substances by road transport. Hydrometeoizdat 1985" and
"Kazgiprotrans" project.
When transporting 2.307 million tons/year of cargo (see Table 1.3.20) at a distance of 65 km
(from Kochkor to Balykchy) with a reserve of 1 km at stations 63+1+1=65km, at average load
capacity of 15 tons, the annual mileage of trucks is equal:
mln . t
230
L= year
∗65 km∗2=19,994
mln .km
15 t year
 1
1

1.
1.

№
№

п/п
п/п

2
2

Group of cars
Group of cars

cargo
cargo

Cargo and special

Mileage of cars in the group by Cargo and special Mileage of cars in the group by

3
3
type of internal combustion type of internal combustion

19,994
19,994

engine mln. km/year engine mln. km/year

Specific emission per km driven Specific emission per km driven

Annual carbon dioxide emissions

Annual carbon monoxide emissions

by one average vehicle g/km by one average vehicle g/km

4
4

12,0
55,5

average age of the average age of the

5
5

1,33
1,33

park park

Effect
Effect

Level of technical Level of technical

6
6
1,69

condition condition
Coefficients.
Coefficients.

Annual emission t/year Annual emission t/year

7
7

1,69 539,286
2494,2

Table 7.1.3
Table 7.1.2
Table 7.1.1
 Annual nitrogen oxide emissions

№ Group of cars Coefficients.

Specific emission per km driven

п/п Effect

by one average vehicle g/km

Mileage of cars in the group by
type of internal combustion

Annual emission t/year

average age of the
engine mln. km/year

Level of technical
condition
park
1 2 3 4 5 6 7
1. Cargo and special 19,994 6,8 1,33 1,69 305,595
cargo

Dust blown off the surface of the material in the body of the car at the number of necessary
vehicles for transportation of 1900 tons/day;
t t
N = 1900 : 15 = 127 auto/day
day auto
According to the formula (source: Kazgiprotrans project 1994):

Where C1- factor that takes into account the arithmetic average lifting capacity of all machines;
C2- factor that takes into account the average the average speed of movement of machines;
C3- factor that takes into account the condition of roads; C4- coefficient, taking into account the
surface profile of the material on the platform, C5- is a coefficient that takes into account the
blowing speed;C6- is the coefficient that takes into account the moisture content of the surface
layer; N- number of walks back and forth; L- average length of one walk, km; g- average area, m2;
F0- average platform percentage; n - number of machines (see page 85 Kazgiprotrans project)

1073 t/per day

(see page 83 of the Kazgiprotrans project).
Annual dust emission:
 ton/per year

The total annual emission of pollutants from motor transport, taking into account Tables 7.1.1.-
7.1.3. will be:

§7.2 Cargo transportation by rail

Calculation of the mass of annual pollutant emissions by train locomotives in freight traffic on the
Balykchy - Kochkor section by traffic size for 2022, see tables 7.2.1, 7.2.2, 7.2.3.
Operated locomotive fleet source: Kazgiprotrans project
Table 7.2.1

Name of locomotive handling Length of the Number

area area km of train

Full turnaround time of

Full turnaround time

pairs

diesel locomotives
of the locomotive

Additional note
Freight traffic (diesel locomotive 2TE10V)
Balykchy-Kochkor 65 3,00 2 6,00
Total amount: 3,00 6,00

See Table 7.2 for operating time of each 2TE10V diesel locomotive (10D100 diesel engine) on
different modes per day.
(See Table 7.2.2 in "Methodological instructions on determining the impact of harmful emissions
from diesel locomotives on atmospheric air in areas of railway stations and hubs" CPE90-13, MPS,
Moscow, 1987, for the percentage distribution of operation time of diesel locomotive engines
under various load modes).
Source: Kazgiprotrans project. 1994г.
Table 7.2.2
 Diesel locomotive series Engine mode

Full turnaround

maximum (rated)
locomotives
time of all

75 % Pe
25 % Pe

50 % Pe
idling speed

power
1 2 3 4 5 6 7
Diesel locomotive 2TE10V
Percentage distribution. 100 62 9,7 11,8 11 5,5
of working time (%)
Working hour (per 6,0 3,72 0,572 0,708 0,66 0,33
hour)

Weight of pollutant emissions per day by 1 diesel locomotive serving all trains.

Table 7.2.3

Name Quantity in engine mode

Name of hazardous
substances

Total hazardous
75 % Pe
25 % Pe

50 % Pe
idling speed

(rated)
power
maximum

substances

1 2 3 4 5 6 7
1. Operation time - 3,72 0,582 0,708 0,66 0,33
(hour)
2. Values of specific CO 0,52 10,94 11,3 68,8 146,22
emissions of EE kg/h NO2 0,58 28,734 54,64 80,2 135,86
SO2 0,162 3,24 6,02 6,3 6,294
C 1,66 4,78 9,08 6,82 6,44
3. mass of explosive CO 1,934 6,367 8,0 45,408 48,253 109,962
emissions kg/day. NO2 2,158 6,723 38,385 52,932 44,834 155,332
SO2 0,603 1,886 4,262 4,158 2,077 12,986
C 6,175 2,782 6,429 4,501 2,125 22,012
Total 300,292
amount:
 The total annual emission of harmful substances by all diesel locomotives on the section
Balykchy - Kochkor:

t/year
Calculation of the amount of dust blown off the surface of the material in the car is made
according to the "Temporary Methodological Guide for calculating emissions from unorganized
sources in the building materials industry".
According to the formula 7.2.1

Annual dust emission during coal transportation:

kg day h day
M= 0,828 * 3600 *3 *265 *0,001 = 2370t/year
day h day year
The total emission of pollutants during cargo transportation by rail will be as follows:
Myear = 110 + 2370 = 2480 t/year
In addition, in all variants there is a dust emission during coal reloading. The calculation is made
according to the "Collection of methods for calculating emissions into the atmosphere of
pollutants by various industries". Specific emission of coal g = 0,4 kg/t. The annual volume of cargo
transported to TPP from the coal mine Kara-Keche 0.34 million tons/year and taking into account
the elasticity, the annual volume of cargo transported at Balykchy and Kochkor stations will be
0.17 million tons.
Annual dust emission
kg t
M = 0,4 * 170000 *0,001 = 68t/year
t year
It should be taken into account that the transshipment of coal under the current situation occurs
in the resort area of Lake Issyk-Kul, and when transporting goods by rail at Kochkor station.
Assessment of environmental efficiency of transition to railway transport is performed according
to the "Methodological recommendations for determining the economic efficiency of the
implementation of environmental protection measures in transport construction" and the source:
the project "Kazgiprotrans" 1994.

Where y - damage caused by annual emissions, rub/year; v - multiplier equal to 2.4 rub/calc ton
(in 1984 prices); S = 4 accounting of territories; f- 3.5 , at T = 35 grad C, h pipes = 5m; mi- average
annual mass of pollutant i type; A- index of relative activity of impurities; k = 1,6 conversion to
prices in 1991 (see pp.86-87, tab. 18-9. Project "Kazgiprotrans)
Table 7.2.4

Name of emission

from rail transport

Gross emissions

Present weight
of M2 railroad
weight of M1
substance

active. A1
Display

Presented

(t/year)
vehicles
(t/year)
autotrans.

m2 (t/year)
emission
Gross

m1
of
Carbon monoxide 2494,2 40,14 1 2494,2 40,15
Total:
Nitrogen oxide 305,995 56,7 41,4 12651,63 2417,76

Sulfur dioxide - 4,74 22 - 104,28

Carbon black 539,286 8,03 41,5 22380,37 33,245

Coal dust 3071 2370 40 122840 94800

Total amount: 160366,2 97695

Calculation of damage from transportation of goods:

- Existing situation (transportation by truck)

mln.rub/year
- project proposal (transportation by rail)

mln.rub/year
Calculation of damage from coal overloading:
A1 = 40 - indicator of the relative activity of impurities;
S1 = 10 - coefficient for resort area of Balykchy station;
S2 = 4 - coefficient for Kochkor station.
- Balykchy station (transportation by road)

y1 = mln.rub/year

- Kochkor station (transportation by road)

y2 = mln.rub/year
The annual value of preventable economic damage from atmospheric air pollution during the
transition to rail transport will be:

mln.rub/year, in prices
of 1991, or in sums 2022

mln.som/year
where 26673 - is the inflation rate of the State Construction Committee of the Kyrgyz Republic;
1.69 - is the coefficient of appreciation of goods and services of the State Construction Committee
of the Kyrgyz Republic; 200 - is the exchange rate of the som per ruble in 1993.
7.2.1 Measures to reduce the level of biosphere pollution and cargo losses during cargo
transportation
In the process of loading, unloading and transportation of dusty materials (coal, ore, fertilizers,
etc.) there is a significant dust formation - 2370 t/year, not only a significant amount of cargo is
lost, but also great damage is caused to the environment. Railroad transportation makes it
possible to reduce these emissions as well. For this purpose it is proposed to cover the transported
dusty materials with a special emulsion that prevents dusting during transportation.
In order to reduce cargo losses during loading and unloading and transportation and to reduce
pollution of the biosphere, it is necessary to expand the use of specialized vehicles and freight
cars, covered all-metal cars with wide door openings that provide better opportunities for
mechanization of loading and unloading operations; self-dumping cars for bulk transportation of
grain, mineral fertilizers and other products; gondola cars with a solid bottom.
Laying of hard surfaces on the sites and passages allows to organize their mechanized cleaning and
is aimed at decrease of ecological hazard.
In addition, there is an opportunity to reduce the value of emissions of harmful substances from
diesel locomotives in the future.
The main way to reduce toxic emissions from diesel locomotives is to reduce their formation in
engine cylinders with the use of special devices and proper operation of diesel locomotives:
- Gas recirculation, which results in deterioration of reaction conditions between oxygen and air
nitrogen. Reduction of nitrogen emissions up to 55 %;
- conversion of locomotives operation to compressed gas, first of all, shunting locomotives at
stations located at enterprises and near populated areas.
Special anti-smoke fuel additives are used to reduce the smokiness of diesel engines. Reduction of
soot emission by 50-90 %.
It should also be taken into account that with the availability of electricity in the Kyrgyz Republic, it
is ecological and economic to electrify the railroads of the Republic, including Balykchy - Kochkor.
When transporting cargo by rail, environmental damage is reduced by measures to reduce
emissions of harmful substances into the atmosphere.
The above measures to reduce atmospheric emissions include additional operating costs. In Table
10.1.2 these costs are not included since they are specified in the process of operation. These
costs are financed by the customer depending on the annual profit.
8.TECHNICAL AND ECONOMIC COMPARISON OF OPTIONS IN THE DESIGN OF RAILROADS
In the course of the feasibility study, two variants of the route were traced (see appendix:
Situation plan of the route). The first variant is shown in red, the second variant in blue.
We compare options by technical and economic indicators.
№ Track performance Track options Advantage
п/п
I II I II
1 Ruling gradient 18 18 + +
2 Track length 63000 64000 + -
3 Length of the geodetic line 47990 47990

4 Maximum radius of curves 1200 1200

5 Minimum radius of curves 300 300

6 Number of culverts 88 88

7 Number of small bridges 3 3

Medium bridges 11 11

8 Number of overpasses 0 2 + -
9 Maximum excavation depth 4 4
10 Maximum embankment height 8 12 + -

11 Length of straight track sections 48400 48753 + -

12 Length of curved track sections 14600 15247 + -

13 Cable transfer 11247 0 - +
14 Regulatory and protective 6000м 4000м - +
 structures on the uphill side

15 Construction category of difficulty III IV + -

of construction
16 The width of the earth bed 6.3 6.3

17 Exis. earth bed 0 6 км - +

18 Earth mass volumes 282637м3 564570 м3 + -

19 Estimated cost (thousands of soms) 9472191.20 11 940 229

The result of comparisons shows that the advantage of the option I is obvious.
The estimated cost of the option II of the route in prices of 1991 according to the data of RP
KAZGIPTRANS is 52.9766 million rubles, at a price of 11,940,229 thousand KGS.
9.ESTIMATES OF THE SELECTED OPTION
§ 9.1 Estimated cost of construction
The cost of construction by chapters of the estimates is shown in Table 9.1. The results of the
estimate calculation of the feasibility study are tentative and do not serve for the final settlement
in the contract between the customer and the contractor.
The cost of construction of items. 3-12 tables 9.1 are calculated according to ERER 1984 7 in
accordance with SNiP 1.02.01.85 at 1991 prices according to RP KAZGIPTRANS 1994 with
conversion to the prices of 2022 year with coefficients of change in the estimated cost of
construction, defined by Gosstroy.
Pp 1, 2, estimated calculation according to the current price list of Gostroy of the Kyrgyz
Republic(State Construction Agency).
Table 9.1

№ Full cost estimate

Name of chapters
п/п Total thousans soms
1 2 3
1 Construction and installation work (ЛС1) 3198582.96
2 Cost of the materials (ЛСМ1) 3711035.333
3 Artificial structures pipes. Bridges 496263.692

4 Communication, signaling, centralization 600000

7
unified regional unit rates for construction structures and works
5 Buildings and industrial structures 162486.8329
6 Power Industry 29633.7628

7 Water supply, sewerage, heat supply 43113.6927

8 Operational equipment and tools 4178.4723
9 Temporary buildings and structures 316961.2689
10 Other works and expenses 836962.2359

11 Maintenance of the management of the company under 22972.9507

construction
12 Design and survey works 50000
Unforeseen works and expenses 284 165.74
Total by estimate 9 472 191.20
 §9.2 Bill of quantities of work
№ Name of work types Measure Quantity Additonal
units notes
1 2 3 4 5
Dismantling work
1 Disassembling the track km 0,05
Arrangement of the earth bed
Preparation works
2 Removal (shearing) of soil-vegetation group II by bulldozer 79kvt. with relocation thous. m2 239,6
Up to 20m in shafts, with loading by excavator 0.65m3 into dump trucks and hauling up to 5km y- 1.20t/m3
3 Soil ripping with bulldozers - rippers 121 kwt, with ripping depth up to 25 cm and length up to 200m
2
Preparatory work in wetlands
4 Cutting of boggy soil of group II with excavator of 0.5 m3 bucket volume followed by transportation thous. m3 285,59
to the dump by dump trucks with carrying capacity of up to 18 tons at a distance of up to 5 km

Arrangement of the earth bed

Embankment
5 Erection of artificial foundation (replacement of swampy soil) of torn stones, thickness of layer thous. m3 285,59
Up to 1.5 m Transport by dump trucks up to 18t, range up to 50 km
6 Soil loosening with bulldozers thous. m3 1263,6
7 Earthmoving with loading on dump trucks by excavators with bucket capacity: 0.5 m3 thous. m 3
1263,6
8 Transportation of cargo by dump trucks (operating outside the quarries): 5 km distance, 1263,6
9 Compaction of soil with trailed rollers on pneumatic-wheels 25 tons for the first pass on one track thous. m2 1846,2
10 Slope and roadbed grading: embankments by mechanized method thous. m2 452,100
11 Construction of canals, embankments by single-bucket excavators with bucket capacity: 0.5 m3 thous. m3 16,9
12 Area levelling: mechanized method thous. m3 274

1 2 3 4 5
excavation
 13 Cutting of vegetative layer of soil by bulldozer thous. m3 28.190
14 Loosening of soil by bulldozer- levelers Group II soil thous. m 3
7.070
15 Soil excavation with loading on dump trucks by excavators with bucket capacity: 0,5 m3 thous. m3 7.070
16 Soil loosening by bulldozer-rooters Group III soil thous. m3 127.600
17 Soil ripping with loading on dump trucks by excavators with 0,5 m3 bucket capacity thous. m3 127.600
18 Soil ripping by excavator-hydromolotov soil of V by difficulty group V thous. m3 49.070
19 Soil excavation with loading on dump trucks by excavators with bucket capacity: 0.5 m3 thous. m3 49.070
20 Slope stabilization thous. m2 156.210
21 Installation of berm and ditch thous. m3 66.540
22 Ditch design thous. m3 78.217

23 Soil compaction by pneumatic rollers weighing 25 tons thous. m3 26.600

24 Slope and roadbed leveling: embankments by mechanized method thous. m2 156.210

Track laying
25 Laying of track with R-65 rails Km 68 .5
26 Laying of points/switches of type Р-65 1/9 comp 16
27 Laying of points/switches of type R-65 1/11 comp 7
28 Ballasting of track and switches with crushed stone ballast thous. m3 105.49
29 Crushed stone ballast

30 Installation of barrier railings Km 9 .2

31 Correction and finishing work and final alignment of the track кm 68.5

Construction: Construction of the Balykchy-Kochkor railway line

Object:
 § 9.3 local estimation № 1
(local estimation cost)
K2 - coefficient of recalculation of basic wages;
K3 - recalculation coefficient for the operation of construction machinery; K4 - including the payment of mechanics;
K5 - cost conversion factor for materials.
K6 - equipment cost conversion factor.

Estimated cost: 2 855 877.644 thousand KGS.

Standard labor intensity: 485.147 thousand man-hours
Estimated wages: 3 198 582.961 thousand KGS.

Total according to the estimate with VAT

Compiled in current prices for NB: "Kyrgyz Republic".

Labor costs of workers not

Cost unit som Total cost, soms
Number and item number of the engaged in machine
standard, Name of works and maintenance, man-hours
№ Qunaity total Exc.car Exc.car Car service
pos costs, Measurement unit
оплата total Payment of Including wages
. в т.ч. опл.
труда осн. labor and salaries for
труда мех. Per unit. total
раб. bas.work mechanics.
1 2 3 4 5 6 7 8 9 10
Global accruals: Н15= 2.76, Н16= 2.76

Section 1: Dismantling work

1. Е28-01-006-01 0.05 147 272.40 104 179.81 7 363.62 2 154.63 5 208.99 87.19 4.3595
Disassembly of the track with rail-tie bars, 43 092.60 22 409.93 1 120.50 25.51 1.2755
sleepers: wooden, 1 km of track

. TOTAL FOR SECTION 1 7 363.62 2 154.63 5 208.99 4.3595

1 120.50 1.2755
GENERAL CONSTRUCTION COSTS 7 363.62 2 154.63 5 208.99 4.3595
1 120.50 1.2755
. OVERHEAD - (%=114) 3 733.65
. ESTIMATED PROFIT - (%=55.25) . 1 809.51
TOTAL, THE COST OF GENERAL 12 906.78
CONSTRUCTION WORKS -
1 2 3 4 5 6 7 8 9 10
. TOTAL FOR SECTION 1 12 906.78
 for reference

Salaries of main workers 2 154.63

Operating costs of machines 5 208.99

Salaries of machine operators 1 120.50

Overhead costs 3 733.65

Estimated profit 1 809.51

Total construction and installation work 12 906.78

VAT 12 1 548.81
TOTAL ON SECTION 1 with VAT 14 455.59

Section 2. Preparation works

2. Е01-01-030-06 236.6 13 542.15 13 542.15 3 204 072.16 3 204 072.16

(Removal (cutting) of soil and vegetation) 5 567.16 1 317 188.91 7.49 1772.134
Development of soil with movement up to 10
m by bulldozers with capacity of 79 (108) kW
(hp), Group 2 (20m), 1000 m3 of soil

3. Е01-01-030-14 236.6 10 721.66 10 721.66 2 536 744.42 2 536 744.42

When moving the soil for every additional 10 4 407.67 1 042 855.32 5.93 1403.038
m to add to the rate 01- 01-030-6, 1000 m3
of soil

4. Е01-01-013-08 236.6 83 361.71 78 745.45 19 723 380.29 1 082 769.49 18 631 174.25 11.41 2699.606
Soil excavation with loading on dump trucks by 4 576.37 24 595.14 5 819 211.29 33.09 7829.094
excavators with a bucket
0.65 (0.5-1) m3 bucket capacity, soil group 2,
1000 m3 of soil

5. Т03-21-01-005 283920 125.50 125.50 35 631 392.16 35 631 392.16

Transportation of Class I cargoes by dump
trucks with carrying capacity of 10 tons
operating outside the quarry for a distance of
up to 5 km, 1 ton of cargo
 Volume: 236600*1.2
1 2 3 4 5 6 7 8 9 10
6. Е01-02-032-02 236.6 3 616.67 3 616.67 855 704.66 855 704.66
Soil ripping with bulldozer-bulldozers, 79 1 574.51 372 528.65 1.91 451.906
(108) kW (hp) power, ripping depth up to
0.35 m, length of the ripped up area up to
200 m.
ripping up to 0,35 m, length of ripping up to
200 m, 1000 m3 of soil

. Total amount for section 2 61 951 293.69 1 082 769.49 60 859 087.65 2699.606
8 551 784.17 11456.172
GENERAL CONSTRUCTION COSTS- 26 319 901.53 1 082 769.49 25 227 695.49 2699.606
8 551 784.17 11456.172
. NEXT COSTS- (%=95 - по 9 096 946.68
стр. 2-4; %=80 - по стр. 6)
. ESTIMATED PROFIT - (%=42.5 - по стр. 4 078 852.84
2-4; %=38.25 - по стр. 6)
TOTAL, COST OF GENERAL CONSTRUCTION 39 495 701.05
WORKS -
COST OF CARRIAGE OF GOODS- 35 631 392.16 35 631 392.16
TOTAL, COST OF CARRIAGE OF GOODS- 35 631 392.16
. TOTAL AMOUNT TO SECTION 2 75 127 093.21
reference
Materials 9 436.55
Salary for main works/services 1 082 769.49
Cost of operating machines 60 859 087.65
Wages of machine operators 8 551 784.17
Overhead costs 9 096 946.68
Estimated profit 4 078 852.84
VAT
Total construction and installation work 75 127 093.21
VAT 12 9 015 251.19
TOTAL to SECTION2 with VAT 84 142 344.40

Section 3: Preparatory work in wetlands

83 361.71 78 745.45 22 513 325.10 11.41 3262.119

7. Е01-01-013-08 285.9 4 576.37 24 595.14 23 833 112.54 1 308 384.60 7 031 751.94 33.09 9460.431
(Swampy soil cutting/wet land) Excavation with
loading on dump trucks by excavators with a
bucket capacity of 0.65 (0.5-1) m3, soil group
2, 1000 m3 of soil

1 2 3 4 5 6 7 8 9 10
8. Т03-21-01-005 343080 125.50 125.50 43 055 853.84 43 055 853.84
Transportation of Class I cargo by dump
trucks with carrying capacity of 10 tons
operating outside the quarry for a distance
of up to 5 km, 1 ton of cargo
Volume: 285900*1.2

. TOTAL TO SECTION 3 66 888 966.38 1 308 384.60 65 569 178.94 3262.119

7 031 751.94 9460.431
GENERAL CONSTRUCTION COSTS 23 833 112.54 1 308 384.60 22 513 325.10 3262.119
7 031 751.94 9460.431
CONSTRUCTION EXPENSES- (%=95 - по 7 923 129.71
стр. 7)
. Estimated Profit- (%=42.5 - по стр. 7) 3 544 558.03

TOTAL, THE COST OF GENERAL 35 300 800.28

CONSTRUCTION WORKS -
CARGO TRANSPORTATION - 43 055 853.84 43 055 853.84
TOTAL, THE COST OF CARGO 43 055 853.84
TRANSPORTATION - .-
. TOTAL UNDER SECTION 3 78 356 654.12
Reference
Materials 11 402.84
Wages of main workers 1 308 384.60
Operating costs of machines 65 569 178.94
Wages of machine operators 7 031 751.94
Overhead costs 7 923 129.71
Estimated profit 3 544 558.03
Total construction and installation work 78 356 654.12
VAT 12 9 402 798.49
TOTAL TO SECTION 3 WITH VAT 87 759 452.61
Section 4: Arrangement of the earth bed

Embankment

1 2 3 4 5 6 7 8 9 10
9. Е01-01-044-10 285.59 111 196.04 107 879.09 31 756 477.04 947 286.59 30 809 190.45 8.27 2361.8293
Erection of embankments from reserves by 3 316.95 38 308.64 10 940 565.42 51.54 14719.309
draglines excavators with a bucket
with a 0.5 m3 bucket, soil group 2, 1000 m3 of
soil

10. Т03-21-01-050 514062 509.41 509.41 261 866 740.11 261 866 740.11
Transportation of cargo of the 1st class by
dump trucks of 10 t capacity outside the quarry
for the distance up to 50 km (stones), 1 t of
cargo
Volume: 285590*1.8

11. Е01-02-032-02 1263.6 3 616.67 3 616.67 4 570 027.06 4 570 027.06

ripping the ground with bulldozer-breakers, 1 574.51 1 989 548.61 1.91 2413.476
79 (108)kW (hp) power, ripping depth up to
0,35 m, length of loosened area up to 200
m, 1000 m3 of soil

12. Е01-01-013-08 1263.6 83 361.71 78 745.45 105 335 855.20 5 782 702.97 99 502 754.81 11.41 14417.676
(Cutting marshy soil) Development of soil with 4 576.37 24 595.14 31 078 425.15 33.09 41812.524
loading on dump trucks by excavators with a
bucket capacity of 0.65
(0.5-1) m3, soil group 2, 1000 m3 of soil

13. Т03-21-01-005 1516320 125.50 125.50 190 295 127.36 190 295 127.36
Transportation of Class I cargo by dump
trucks with carrying capacity of 10 tons
operating outside the quarry for a distance of
up to 5 km, 1 ton of cargo
Volume: 1263600*1.2

14. Е01-02-001-02 1846.2 28 706.49 28 706.49 52 997 925.95 52 997 925.95

 Compaction of soil with trailed rollers on 11 550.97 21 325 392.37 15.39 28413.018
pneumatic-wheels 25 tons for the first pass
on one track at layer thickness of 30 cm (8
passes), 1000 m3 of compacted soil

15. Е01-02-001-08 1846.2 23 631.69 23 631.69 43 628 819.60 43 628 819.60

For each subsequent pass on one trail add to 7 963.34 14 701 919.76 9.66 17834.292
the rate 01-02-001-2, 1000 m3 of compacted
soil
1 2 3 4 5 6 7 8 9 10
Начисления: Н3= 7, Н4= 7, Н48= 7
16. Е01-02-027-09 452.1 39 656.74 7 555.11 17 928 812.82 14 513 149.72 3 415 663.10 83.26 37641.846
Leveling of slopes and excavation beds 32 101.64 2 252.16 1 018 199.54 3.03 1369.863
mechanized method, soil group 2, 1000 m2 of
planned area

17. Е01-01-093-14 16.9 135 208.25 125 129.00 2 285 019.43 170 339.35 2 114 680.07 25.13 424.697
Construction of canals, dikes and embankments 10 079.25 40 605.38 686 230.99 54.63 923.247
by single-bucket excavators with a bucket
capacity of 0.65 (0.5-0.8) m3 group 4, 1000 m3
of soil

. TOTAL TO SECTION 4 710 664 804.57 21 413 478.63 689 200 928.51 54846.048
81 740 281.84 107485.73
GENERAL CONSTRUCTION COSTS- 258 502 937.10 21 413 478.63 237 039 061.04 54846.048
81 740 281.84 107485.73
. OVERHEAD ESTIMATES - (%=95 - по 95 367 937.77
стр. 9, 12, 14, 15, 17; %=80 - по стр. 11,
16)
. ESTIMATED PROFIT - (%=42.5 - по стр. 43 095 710.04
9, 12, 14, 15, 17; %=38.25 - по стр. 11,
16)
TOTAL, THE COST OF GENERAL 396 966 584.91
CONSTRUCTION WORKS -
COST OF CARRIAGE OF GOODS - 452 161 867.47 452 161 867.47
TOTAL, THE COST OF CARGO 452 161 867.47
TRANSPORTATION -
. TOTAL FOR SECTION 4 849 128 452.38
Reference
Materials 50 397.42
Wages of main workers 21 413 478.63
Operating costs of machines 689 200 928.51
Wages of machine operators 81 740 281.84
Overhead costs 95 367 937.77
Estimated profit 43 095 710.04
Total construction and installation costs 849 128 452.37
VAT 12 101 895 414.28
TOTAL FOR SECTION 4 including VAT 951 023 866.65
 Section 5. Excavation

1 2 3 4 5 6 7 8 9 1
0

18. Е01-01-013-08 28.19 83 361.71 78 745.45 2 349 966.57 129 007.91 2 219 834.33 11.41 321.6479
(Cutting of vegetative layer) Excavation with loading 4 576.37 24 595.14 693 337.14 33.09 932.8071
on dump trucks by excavators with a bucket capacity
of 0.65 (0.5-1) m3, soil group 2, 1000 m3 of soil

19. Е01-02-032-02 7.07 3 616.67 3 616.67 25 569.87 25 569.87

Soil ripping with bulldozer-bulldozers, 79 (108) kW 1 574.51 11 131.77 1.91 13.5037
(hp) power, ripping depth up to 0.35 m, length of
the ripped up area up to 200 m. ripping up to 0,35
m, length of ripping up to 200 m, 1000 m3 of soil

20. Е01-01-013-08 7.07 83 361.71 78 745.45 589 367.28 32 354.95 556 730.35 11.41 80.6687
Soil excavation with loading on dump trucks by 4 576.37 24 595.14 173 887.67 33.09 233.9463
excavators with a bucket
0.65 (0.5-1) m3 bucket capacity, soil group 2, 1000 m3
of soil

21. Т03-21-01-005 84840 125.50 125.50 10 647 250.32 10 647 250.32

Transportation of Class I cargoes by dump trucks with
carrying capacity of 10 tons operating outside the quarry
for a distance of up to 5
km, 1 ton cargo
Volume: 70700*1.2

22. Е01-02-032-03 127.6 2 916.06 2 916.06 372 088.67 372 088.67

Soil ripping with bulldozer-bulldozers with 79 (108) 1 269.47 161 984.90 1.54 196.504
kW (hp) capacity, ripping depth up to 0.35 m.
ripping up to 0,35 m, length of ripping up more than
200 m, 1000 m3 of ground

23. Е01-01-013-09 127.6 109 091.91 103 041.81 13 920 127.24 765 630.76 13 148 134.98 14.96 1908.896
Soil excavation with loading on dump trucks by 6 000.24 32 184.02 4 106 680.53 43.3 5525.08
excavators with a bucket
0.65 (0.5-1) m3 bucket capacity, soil group 3, 1000 m3
of soil
 1 2 3 4 5 6 7 8 9 10
24. Т03-21-01-005 153120 125.50 125.50 19 216 253.76 19 216 253.76
Transportation of Class I cargo by dump trucks
with carrying capacity of 10 tons operating outside
the quarry for a distance of up to 5 km, 1 ton of
cargo
Volume: 127600*1.2

25. Е01-02-032-02 49.07 3 616.67 3 616.67 177 470.11 177 470.11

(Soil ripping by an excavator-hydromoloter, soil 1 574.51 77 261.12 1.91 93.7237
of V difficulty group) (note) Soil ripping by
bulldozers with 79 (108)kW (hp) power, ripping
depth up to 0.35 m, length of the ripped area up
to 200 m, 1,000 m3 of soil.
ripping up to 0,35 m, length of ripping up to 200
m, 1000 m3 of soil

26. Е01-01-013-08 49.07 83 361.71 78 745.45 4 090 559.05 224 562.55 3 864 039.39 11.41 559.8887
Soil excavation with loading on dump trucks by 4 576.37 24 595.14 1 206 883.76 33.09 1623.7263
excavators with a bucket 0.65 (0.5-1) m3 bucket
capacity, soil group 2, 1000 m3 of soil

27. Т03-21-01-005 58884 125.50 125.50 7 389 824.23 7 389 824.23

Transportation of Class I cargoes by dump trucks
with carrying capacity of 10 tons operating outside
the quarry for a distance of up to 5 km, 1 ton of
cargo
Volume: 49070*1.2

28. Е01-01-053-01 156.21 455 060.53 26 283.78 71 085 005.52 4 660 263.13 4 105 789.51 62.32 9735.0072
Slope stabilization of embankment structures, cones 29 833.32 7 913.87 1 236 225.20 10.8 1687.068
of bridges and overpasses with mats
Polyamide geotechnical mats filled with vegetative
soil and grass seeding, 10 mm high, 1000 m2 surface

29. Е01-01-047-02 665.4 41 491.94 19 504.68 27 608 735.56 14 630 322.53 12 978 413.03 45.93 30561.822
(Arrangement of a berm and a ditch) Arrangement 21 987.26 7 641.60 5 084 723.48 10.53 7006.662
of a drainage prism and ditches in excavations, soil
group 2, 100 m3 of soil
 1 2 3 4 5 6 7 8 9 10
30. Е01-01-048-02 78.217 614 698.97 37 803.04 48 079 908.95 45 123 068.68 2 956 840.28 1205.1 94259.307
Development of longitudinal drainage 576 895.93 11 505.97 899 962.69 15.48 1210.7992
and hill ditches, soil group 2, 1000 m3
of soil

31. Е01-02-001-01 26.6 32 134.30 32 134.30 854 772.37 854 772.37

Compaction of soil by trailed rollers on 12 936.54 344 112.01 17.24 458.584
pneumatic-wheels 25 tons for the first
pass on one track at a thickness of 25
cm, 1000 m3 of compacted soil

32. Е01-02-027-12 156.21 19 840.71 7 472.00 3 099 316.97 1 932 115.38 1 167 201.59 32.08 5011.2168
Leveling of slopes and embankment 12 368.70 2 133.20 333 227.45 2.87 448.3227
beds mechanized method, soil group 2,
1000 m2 of leveled area

TOTAL FOR SECTION 5 209 506 216.47 67 497 325.89 79 680 212.79 142438.45
14 329 417.72 19430.727
THE COST OF GENERAL 172 252 888.16 67 497 325.89 42 426 884.48 142438.45
CONSTRUCTION WORKS-
14 329 417.72 19430.727
. CONSTRUCTION EXPENSES- 77 358 048.34
(%=95 - по стр. 18, 20, 23, 26, 28-
31; %=80 - по стр.
19, 22, 25, 32)
. ESTIMATED PROFIT- (%=42.5 - по 34 669 447.91
стр. 18, 20, 23, 26, 28-31; %=38.25 -
по стр.
19, 22, 25, 32)
TOTAL, THE COST OF GENERAL 284 280 384.41
CONSTRUCTION WORKS -
THE COST OF TRANSPORTATION OF 37 253 328.31 37 253 328.31
GOODS
TOTAL, THE COST OF CARGO 37 253 328.31
TRANSPORTATION -
. TOTAL FOR SECTION 5 321 533 712.72
reference
Materials 62 328 677.81
Wages of main workers 67 497 325.89
 Operating costs of machines 79 680 212.79
Wages of machine operators 14 329 417.72
Overhead costs 77 358 048.34
Estimated profit 34 669 447.91
Total construction and installation 321 533 712.74
works
VAT 12 38 584 045.53

1 2 3 4 5 6 7 8 9 10

TOTAL FOR SECTION 5 including VAT 360 117 758.27

Section 6: Track Laying

33. Е28-01-004-02 56 14 613 478 533.49 818 329 138.72 27 494 751.35 26 797 875.66 1060 59360
Laying of separate track elements on 020.33
reinforced concrete sleepers rail type P65 490 977.70 135 018.35 7 561 027.47 195.28 10935.68
Length of rails 25 m, number of sleepers
per 1 km: 1840 (straight section), 1 km
of track

34. Е28-01-004-01 12.5 15 291 509 151.91 191 138 598.85 6 484 611.17 6 364 398.85 1120 14000
Laying of separate track elements on 087.91
reinforced concrete sleepers rail type P65 518 768.89 143 698.04 1 796 225.46 207.8 2597.5
Length of rails 25 m, number of sleepers
per km: 2000 (curved section), 1 km of
track
Volume : 68.5-56

35. Е28-01-020-02 16 189 443.09 34 281.83 3 031 089.48 1 264 212.66 548 509.32 155 2480
Laying of ordinary switches on wooden 79 013.29 11 915.43 190 646.90 17.18 274.88
timbers of R65 1/9 type by piece by jib
cranes 1 set.

36. Е28-01-020-01 7 240 130.77 37 690.36 1 680 915.36 606 618.17 263 832.52 170 1190
Laying of ordinary switches on wooden 86 659.74 13 236.55 92 655.86 19.06 133.42
timbers of R65 1/11 type piece by piece
with jib cranes 1 set.
37. Е28-01-027-01 105.49 3 509 126 766.40 370 179 098.74 6 349 704.14 13 372 587.58 134.46 14184.185
Ballasting of track and switches on 139.24
wooden sleepers, ballast: crushed stone, 60 192.47 45 611.13 4 811 518.06 57.94 6112.0906
1000 m3 of ballast in the prism

38. Е27-09-002-01 92 186 799.95 34 854.43 17 185 595.44 3 405 862.88 3 206 607.46 71.53 6580.76
Installation of barrier railings of steel on 37 020.25 11 143.68 1 025 218.56 15.5 1426
reinforced concrete stands, 100 m

1 2 3 4 5 6 7 8 9 10
39. Е28-01-031-01 56 173 311.71 86 981.86 9 705 456.00 4 834 471.85 4 870 984.15 189.55 10614.8
Correction and finishing work and final 86 329.85 31 399.82 1 758 389.80 38.45 2153.2
alignment of the track on wooden sleepers,
ballast rubble, 1 km of track

40. Е28-01-031-02 12.5 140 914.03 87 977.42 1 761 425.40 661 707.63 1 099 717.77 122.5 1531.25
Correction and finishing work and 52 936.61 31 926.87 399 085.90 39.05 488.125
final alignment of the track on
reinforced concrete sleepers, ballast
rubble, 1 km of track

TOTAL FOR SECTION 6 1 413 011 317.99 51 101 939.85 56 524 513.31 109941
17 634 768.01 24120.896
THE COST OF GENERAL CONSTRUCTION 1 413 011 317.99 51 101 939.85 56 524 513.31 109941
WORKS-
17 634 768.01 24120.896
. Expenditures - (%=114 - по стр. 33-37, 39, 79 600 549.76
40; %=142 - по стр. 38)
. ESTIMATED PROFIT- (%=55.25 - по стр. 39 106 956.86
33-37, 39, 40; %=80.75 - по стр. 38)
TOTAL, THE COST OF GENERAL 1 531 718 824.61
CONSTRUCTION WORK - .
. TOTAL UNDER SECTION 6 1 531 718 824.61
reference
Materials 1 305 384 864.83
Wages of main workers 51 101 939.85
Operating costs of machines 56 524 513.31
Wages of machine operators 17 634 768.01
Overhead costs 79 600 549.76
 Estimated profit 39 106 956.86
Total construction and installation works 1 531 718 824.61
VAT 12 183 806 258.95
TOTAL FOR SECTION 6 including VAT 1 715 525 083.56

. TOTAL BUDGET 2 462 029 962.72 142 406 053.09 951 839 130.19 313191.58
129 289 124.18 171955.23
COST OF GENERAL CONSTRUCTION WORK 1 893 927 520.94 142 406 053.09 383 736 688.41 313191.58
- 129 289 124.18 171955.23

1 2 3 4 5 6 7 8 9 10
. CONSTRUCTION EXPENSES - (%=114 - 269 350 345.91
по стр. 1, 33-37, 39, 40; %=95 - по стр.
2-4,
7, 9, 12, 14, 15, 17, 18, 20, 23, 26, 28-31;
%=80 - по стр. 6, 11, 16, 19, 22, 25, 32;
%=142 - по стр. 38)
. ESTIMATED PROFIT - (%=55.25 - по 124 497 335.19
стр. 1, 33-37, 39, 40; %=42.5 - по стр. 2-
4,
7, 9, 12, 14, 15, 17, 18, 20, 23, 26, 28-31;
%=38.25 - по стр. 6, 11, 16, 19, 22, 25,
32;
%=80.75 - по стр. 38)
TOTAL, THE COST OF GENERAL 2 287 775 202.04
CONSTRUCTION WORK - .
COST OF CARRIAGE OF GOODS - 568 102 441.78 568 102 441.78

TOTAL, THE COST OF CARGO 568 102 441.78

TRANSPORTATION - .

. TOTAL ON THE BUDGET 2 855 877 643.82

by reference

Wages of main workers 142 406 053.09

Operating costs of machines 951 839 130.19
Wages of machine operators 129 289 124.18
overhead costs 269 350 345.91
Estimated profit 124 497 335.19
Total construction and installation works 2 855 877 643.82
VAT 12 342 705 317.26
TOTAL BUDGET with VAT 3 198 582 961.09

Prepared by:
(Designation, Signature, Family name and Name)

Checked by:
(Designation, Signature, Family name and Name)
 Construction: Construction of the Balykchy-Kochkor railway line
Object: Construction of the Balykchy-Kochkor railway line

§ 9.4 local resource estimate recalculation № 2

(to local estimation № 1)
K2 - coefficient of recalculation of basic wages;
K3 - recalculation coefficient for the operation of construction machinery;
K4 - including the payment of mechanics;
K5 - cost conversion factor for materials.
K6 - equipment cost conversion factor.
Total according to the estimate: 3711035,333

Unit of measure Estimated cost in basic prices Estimated cost in current

Number of units (KGS) prices (KGS)
№ пп according to Ind
Resource code Name Number of design data fo
machine p
per unit. total per unit. total s
operators

1 2 3 4 5 6 7 8 9 1

Labor costs of construction workers

1 З000-1003-0 Mid-level construction workers 3,0 man-hours 134556.1359 105.760 14 230 656.93 173.446 23 338 277.37
2 З000-1002-8 Mid-level construction workers 2,8 man-hours 73360 102.330 7 506 928.80 167.821 12 311 363.23
3 З000-1001-8 Mid-level construction workers 1,8 man-hours 42653.0628 85.180 3 633 187.89 139.695 5 958 428.14
4 З000-1002-0 Mid-level construction workers 2,0 man-hours 26037.0286 88.610 2 307 141.10 145.320 3 783 711.41
5 З000-1002-6 Mid-level construction workers 2,6 man-hours 14184.1854 98.900 1 402 815.94 162.196 2 300 618.14
6 З000-1002-7 Mid-level construction workers 2,7 man-hours 10614.8 100.620 1 068 061.18 165.017 1 751 620.33
7 З000-1003-5 Mid-level construction workers 3,5 man-hours 6580.76 114.340 752 444.10 187.518 1 234 008.32
8 З000-1003-4 Mid-level construction workers 3,4 man-hours 3670 112.620 413 315.40 184.697 677 837.26
9 З000-1002-4 Mid-level construction workers 2,4 man-hours 1531.25 95.470 146 188.44 156.571 239 749.04
 10 З000-1003-2 Mid-level construction workers 3,2 man-hours 4.3595 109.190 476.01 179.072 780.66
Total for the section 313191.5822 31 461 215.79 51 596
393.90

1 2 3 4 5 6 7 8 9 10
Labor costs of machinists

11 З1000-0001 Labor costs of man.-hours 171955.229 166.109 28 563 283.07 272.420 46 843 784.20 1.64
machinists 66

Machines and mechanisms

12 Т03-21-01-050 Transportation of cargoes of the 1st 1 ton cargo 514062 265.87 136 673 663.94 509.41 261 868 323.42 1.916
class by
Dump trucks with carrying capacity of
10 t operating outside the quarry for a
distance up to 50 km (stones)
13 Т03-21-01-005 Transportation of cargoes of the 1st 1 ton cargo 1516320 65.50 99 318 960.00 125.50 190 298 160.00 1.916
class by
by dump trucks with load-carrying
capacity of 10 t operating outside the
open pit at a distance up to 5 km
(stones)

14 Х06-0025 Single-bucket diesel tracked .

mach.-h 53459.2345 1 045.67 55 900 717.74 2 003.50 107 105 775.19 1.916
excavators when working on other (1) 164.21 8 778 540.90 269.30 14 396 807.07 1.64
types of construction 0.65 m3
15 Х07-0015 Bulldozers when working on mach.-h. 50288.9330 654.64 32 921 147.14 1 254.29 63 076 917.92 1.916
other types of construction 79 (1) 6 164.21 8 257 945.70 269.30 13 543 030.94 1.64
(108) kW (hp)
16 Т03-21-01-005 Transportation of cargoes of the 1st 1 ton cargo 343080 65.50 22 471 740.00 125.50 43 056 540.00 1.916
class by Dump trucks with carrying
capacity of 10 t operating outside the
quarry for a distance up to 5 km
17 Т03-21-01-005 Transportation of cargoes of the 1st 1 ton cargo 283920 65.50 18 596 760.00 125.50 35 631 960.00 1.916
class by dump trucks, 10 t capacity,
operating outside the open pit at a
distance up to 5 km
18 Х01-0068 Crawler tractors when working on other mach.-h . 20422.214 616.40 12 588 252.71 1 181.02 24 119 092.19 1.916
types of construction (except water) 79 (1) 182.12 3 719 293.61 298.68 6 099 641.53 1.64
(108) kW (hp)
19 Т03-21-01-005 Transportation of Class I cargoes by 1 ton cargo 153120 65.50 10 029 360.00 125.50 19 216 560.00 1.916
dump trucks with carrying capacity of 10
tons operating outside the quarry at a
distance of up to 5 km
20 Х06-0024 Single-bucket diesel tracked mach.-h . 10446.8822 864.28 9 029 031.35 1 655.96 17 299 624.06 1.916
excavators when working on other (1) 164.21 1 715 482.53 269.30 2 813 391.34 1.64
types of construction 0.5 m3
21 Х13-0822 Broad gauge shunting diesel locomotives mach.-h . 2777.7768 2 603.90 7 233 053.01 4 989.07 13 858 529.57 1.916
883 kW (1200 hp) (2) 292.58 812 721.94 479.83 1 332 863.98 1.64
22 Х12-0266 Trailed pneumatic-wheeled road rollers 25 20422.214 339.86 6 940 693.65 651.17 13 298 369.03 1.916
tons mach.-h.
23 Х02-0113 Railway cranes 16 tons mach.-h. 5041.93 1 331.51 6 713 380.21 2 551.17 12 862 836.49 1.916
(2) 310.50 1 565 519.27 509.22 2 567 451.59 1.64

1 2 3 4 5 6 7 8 9 10
24 Т03-21-01-005 Transportation of cargoes of the 1st class 1 ton cargo 84840 65.50 5 557 020.00 125.50 10 647 420.00 1.916
by Dump trucks with carrying capacity of
10 t working outside the quarry at a
distance of up to 5 km
25 Т03-21-01-005 Transportation of cargoes of the 1st class 1 ton cargo 58884 65.50 3 856 902.00 125.50 7 389 942.00 1.916
by Dump trucks with carrying capacity of
10 t operating outside the quarry at a
distance of up to 5 km
26 Х12-0287 Semi-trailed rollers on pneumatic- mach.-h . 2595.06 1 141.54 2 962 364.79 2 187.19 5 675 890.94 1.916
wheels with a tractor 15 tons (1) 182.12 472 612.33 298.68 775 084.22 1.64
27 Х07-0043 Tractor-mounted ripper bulldozers for mach.-h . 3169.1134 667.75 2 116 175.47 1 279.41 4 054 592.21 1.916
other types of construction 79 (108) kW (1) 182.12 577 158.93 298.68 946 540.65 1.64
(hp)
28 Х13-0425 Correction and straightening machines mach.-h . 907.5768 2 129.45 1 932 639.42 4 080.03 3 702 937.12 1.916
with capacity up to 2000 Railroad (3) 582.20 528 391.21 954.81 866 561.59 1.64
tie/hour
29 Х13-0530 Platforms of broad gauge 71 tons mach.-h . 29500.7 65.07 1 919 610.55 124.67 3 677 973.81 1.916
30 Х06-0070 Trench excavators, multi-bucket chain- mach.-h . 2056.086 735.18 1 511 593.31 1 408.60 2 896 212.77 1.916
drawn excavators when working on (2) 292.58 601 569.64 479.83 986 574.21 1.64
other types of construction 12 years
31 Х02-0077 Truck-mounted cranes when working on маш.-ч 1249.68 985.13 1 231 097.26 1 887.51 2 358 782.35 1.916
other types of construction 16 t (1) 164.21 205 209.95 269.30 336 544.32 1.64

32 Х12-0023 mach.-h . 947.9209 1 183.28 1 121 655.84 2 267.16 2 149 092.59 1.916
Medium motor graders 99 kW (135 hp) (1) 164.21 155 658.09 269.30 255 279.27 1.64
33 Х13-0500 Ballast planners mach.-h . 691.5486 1 569.01 1 085 046.67 3 006.22 2 078 949.42 1.916
(3) 528.45 365 448.86 866.66 599 336.13 1.64
34 Х02-0075 Truck-mounted cranes for other types of mach.-h . 1012 828.40 838 340.80 1 587.21 1 606 260.97 1.916
construction 10 tons (1) 164.21 166 180.52 269.30 272 536.05 1.64

35 Х06-0014 Single-bucket diesel tracked excavators mach.-h . 923.247 906.44 836 868.01 1 736.74 1 603 439.11 1.916
Crawler-mounted single-bucket diesel (1) 164.21 151 606.39 269.30 248 634.48 1.64
excavators when working on water
construction 0.65 m3
36 Х13-0740 Dynamic track stabilizers mach.-h . 318.3058 2 511.61 799 460.03 4 812.24 1 531 765.42 1.916
(3) 582.20 185 317.64 954.81 303 920.92 1.64
37 Х13-0426 Railroad track ballasting machines on mach.-h . 286.9553 2 576.56 739 357.55 4 936.69 1 416 609.06 1.916
reinforced concrete sleepers (3) 456.79 131 078.31 749.14 214 968.43 1.64
38 Х13-0422 Duomatic straightening machines mach.-h . 79.46 5 523.16 438 870.29 10 582.37 840 875.48 1.916
(4) 782.24 62 156.79 1 282.87 101 937.14 1.64
39 Х16-0080 Truck-mounted drilling and crane machines mach.-h . 400.2 1 004.74 402 096.95 1 925.08 770 417.75 1.916
with a drilling depth of 3.5 m (1) 146.29 58 545.26 239.92 96 014.22 1.64
40 Х13-0531 Broad gauge platforms with a 972.5075 263.71 256 459.95 505.27 491 377.27 1.916
roller conveyor mach.-h.
41 Х12-0400 Street washing truck 6000 l mach.-h. 218.694 773.37 169 131.38 1 481.78 324 055.72 1.916
(1) 146.29 31 992.75 239.92 52 468.10 1.64

1 2 3 4 5 6 7 8 9 10
42 Х13-0821 Broad gauge shunting diesel locomotives mach.-h . 44.62 1 822.00 81 297.64 3 490.95 155 766.28 1.916
552 kW (750 hp) (2) 292.58 13 054.92 479.83 21 410.07 1.64
43 Х13-0640 Hydraulic jacks mach.-h . 1587.905 41.63 66 104.49 79.76 126 656.19 1.916
44 Х40-0001 Flatbed trucks with carrying capacity up to 5 mach.-h . 131.0145 473.79 62 073.36 907.78 118 932.56 1.916
tons (1) 146.29 19 166.11 239.92 31 432.42 1.64
45 Х13-0241 Broad gauge trolleys with a crane 3.5 t mach.-h . 17.81 1 369.81 24 396.32 2 624.56 46 743.34 1.916
(2) 328.42 5 849.16 538.61 9 592.62 1.64
46 Х03-0060 Hydraulic jacks with lifting capacity up to 5974.2715 3.72 22 224.29 7.13 42 581.74 1.916
25 tons mach.-h.
47 Х13-0280 Universal track tongs mach.-h. 8391.606 2.49 20 895.10 4.77 40 035.01 1.916
48 Х13-0082 Wide gauge cars 20 tons mach.-h. 641.845 17.87 11 469.77 34.24 21 976.08 1.916
49 Х13-0880 Railroad ties mach.-h. 1271.3803 6.22 7 907.99 11.92 15 151.70 1.916
50 Х13-0760 Rail cutting machines mach.-h. 89.115 79.86 7 116.72 153.01 13 635.64 1.916
51 Х03-0020 Handling - lifting - automatic machines 5 t mach.-h. 13.8 416.88 5 752.94 798.74 11 022.64 1.916
(1) 128.38 1 771.64 210.54 2 905.50 1.64
52 Х13-0660 Hydraulic straighteners mach.-h. 439.8933 11.13 4 896.01 21.33 9 380.76 1.916
53 Х13-0762 Drilling and grinding 237.36 15.91 3 776.40 30.48 7 235.58 1.916
machines (drilling and mach.-h.
 grinding machines)
54 Х13-0761 Rail drilling machines mach.-h . 106.825 14.12 1 508.37 27.05 2 890.04 1.916
55 Х13-0340 track hammering tool for hammering mach.-h . 237.36 3.83 909.09 7.34 1 741.81 1.916
crutches into wooden sleepers and rail-tie
bars
56 Х13-0521 Motorized platforms for track laying mach.-h . 0.3105 1 978.09 614.20 3 790.02 1 176.80 1.916
machines (1) 235.86 73.23 386.81 120.10 1.64
57 Х13-0361 Motorized platforms for track laying mach.-h . 0.155 2 807.97 435.24 5 380.07 833.91 1.916
machines (2) 471.72 73.12 773.62 119.91 1.64
58 Х07-0018 Bulldozers when working on mach.-h . 0.185 919.20 170.05 1 761.19 325.82 1.916
other types of construction (1) 164.21 30.38 269.30 49.82 1.64
121 (165) kW (hp)
Total amount to section 446 512 998.00 855 525 1.916
367.76

Material resources

59 Market price m/path 136000.00

Railroad rails of broad gauge type P65 11150.28 1516438080

60 Market price Pcs. 114240.00

Concrete sleepers type I for elastic rail
fasteners type P65 4000.00 456960000

61 Market price Pcs. 456960.00

Vossloh track screws 148.00 67630080

1 2 3 4 5 6 7 8 9 10
62 Market price Double-headed rail pads 2R65 GOST pcs. 10880.00
8200.00 89216000
33184- 2014
63 Market price pcs. 456960.00
Elastic clamp P65 Vossloh 274.00 125207040

64 Market price Bolts butt M27h160 P65 assembly (washer ton 24.68
268000.00 6615312
M27, nut M27)
65 Market price pcs. 456960.00
Corner pressure plate 12 155.00 70828800

66 Market price pcs. 228480.00

Gaskets 700 SF 150 182.00 41583360

67 Market price pcs. 456960.00

Dowel 44.00 20106240

68 Market price pcs. 10880.00

Wooden sleepers 2661.00 28951680
69 Market price Crutch pad railway fasteners P65 GOST ton 166.60
285000.00 47481000
32694-2014
70 Market price Crutches for railroads 16х16х165мм GOST ton 41.14
32694-2014г 207000.00 8515980

71 Market price m3 136000.00

Crushed stone track 1180.00 160480000

72 Market price Timber beams for track switches

Quantity-t 68.00
Track bars of wooden switches impregnated
550000.00 37400000
of II type set А4 (68 pcs.) set.
73 Market price Ordinary points of type P 1/9 and Quantity-t 23.00
1/11 5500000.00 126500000

Total to section 2 803 913 572

Total to estimatiom 3 711 035
333.66

Prepared by: (Designation, Signature, Family name and Name)

Checked by: (Designation, Signature, Family name and Name)

10. ECONOMIC EFFICIENCY AND TECHNICAL AND ECONOMIC INDICATORS OF CONSTRUCTION

§ 10.1 Economic efficiency
Calculation of economic efficiency of construction of the new railway line is made by comparing the cost of development of the estimated
freight turnover by rail with the current situation - the transportation of goods by road.
Transportation tariffs for the projected section Kochkor - Balykchy length of 63+1=64km are shown in Table 10.1.1, which is presented by State
Enterprise "Kyrgyz Temir Jolu". The reserve of 1 km for the movement of trains within Balykchy and Kochkor stations.
Тable 10.1.1.

INFORMATION
On the amount of carriage charges for coal transportation in an inventory wagon
 Route Wei Tariff Тariff
ght Sw.fr sum VAT 12% Total
tn Sales tax 2%
t
1тн 6,05 533,79 74,73 608,52
sum
Kochkor -Rybache 64
t
km
t/km 0,0945 8,34 1,17 9,51
sum
T* km

Route Wei Tariff

ght Sw.fr sum VAT 12% Total
tn Sales tax 2%
t

1t 7,52 663,49 92,89 756,38

sum
Kochkor -Rybache -
Alamedin T
227km t/km 0,0331 2,92 0,41 3,33
sum
t km

Som/t per wagon (t)

Additional charges related to 153,77 10610,13
transportation 12% 1273,22
2% 212,20
total 11883,35
per tonne 172.22 som/t
Exchange rate of CHF at 08.04.2022 = 88.2304som.
Expenses on cargo transportation by railway and motor transport are determined with the use of
the "Manual on the determination of integrated technical and economic indicators of operational
costs for comparison of options and choice of modes of industrial transport",
Soyuzpromtransniyproekt, release 5693, 1988 and the "Kazgiprotrans" project. Capital
expenditures and operating costs for transport service options are shown in Table 22.1 ."The
operating costs of the Balykchy - Kochkor railroad are determined by Table 22-1 of the
Kazgiprotrans project at the price of 1991 in rubles.
From the table given operating costs for the 10th year of operation 13.36 million/ruble at the price
of 1991. The project was completed in 1994 about 28 years ago. At that price, the average annual
mln . rub mln . rub
operating costs would be 13.36/10=1.336
per year per year
(5 years of construction and 10 years of operation) at the price of 1991.
Then the annual operating costs of the Balykchy - Kochkor railroad, taking into account the
increase in the intensity of road transport and, accordingly, the cargo intensity of the railroad,
which are taken into account by the coefficients of the State Agency for Architecture, Construction
and Housing and Communal Services (Gosstroy) under the Cabinet of Ministers.
1,336∗26673∗1,69 mln . som
Kyrgyzstan would be = 301,12 for the price in 2022
200 per year
The average railroad construction period is 5 years and the 10th year of operation operating costs increase
as a function of the growth of truck traffic.
To determine the annual operating costs by 2037, we can use annual intensity growth P=3%, since the
railroad's freight intensity is directly proportional to the intensity of road transport.
Then the annual operating cost of the railroad after completion of construction in 2027 will be, taking into
account the annual increase P=3%,
mln . som
= 349,08 . Annual operating costs in 2037 for the 10th year of operation =
per year
mln . som
469,13 .
per year
The estimated cost of construction of the railway line, operating costs and the values of economic
damage from atmospheric air pollution of railroads and roads, as well as the cost of transportation
are shown in Table 10.1.2.
Table 10.1.2
 № Name of costs, Indicators by option
п/п expenses Railway Road

1 Construction of a railway line, KGS 9 472,19 -

mln.

2 Operating costs, 469,13 1490,93

KGS million/year
3 Values of economic damage from 1185,31 1987,91
atmospheric air pollution,
million KGS/year

4 Cost of cargo transportation, 1586 -

million KGS/year without taxes and
charges

Annual operating costs and economic damage from atmospheric air pollution are from Table
10.1.2:
- for railway transport 469,13+1185,31=1654,million som/year;
- for motor transport 1490,93+1987,91=3478,84mln.som/year.
Payback period for operating consumption and emission of pollutants to atmospheric air will be:

So, the payback period of Balykchy-Kochkor railroad construction in terms of operating costs and
economic damage from atmospheric air pollution will be T1=5 years.
The payback period from freight transportation during the operation of the Balykchy-Kochkor
railroad is determined by the formula:

Т 2  С / С ПГ (10.1)

where, C - estimated cost of railroad construction, mln.soms; mln . som

С ПГ - the cost of transported cargo via Balykchy- Kochkor for the year, year ¿
¿
According to the coal transportation tariffs of the State Enterprise NC "Kyrgyz Temir Jolu" Table
10.1.1. the Balykchy-Kochkor railroad will mainly transport coal, transportation of other goods
leads to increased profits.
som
Coal transportation – ton excluding all taxes and fees (see Table

10.1.1.)
mln .t
Load intensity of the projected railroad on the intensities of trucks.
year
Then, during the year cargoes are transported in the amount of

som mln .t mln . som

= 687,56 * 2, 307 = 1586,20 excluding taxes and fees.
ton year year
Payback period according to formula (10.1) for coal transportation

Customers are mostly interested in the payback period by profit.

The cost-effectiveness from profit is determined by the formula:

where, C - estimated cost of construction of the Balykchy-Kochkor railway million soms;

mln . som
- profit from the transportation of goods for the year,
year
Profit is determined by the formula:

Where - annual freight transportation cost on the Balykchy-Kochkor railway,

million KGS/year

- annual operating costs for the year on the Balykchy-Kochkor railway

The railroad under consideration will be operating at a profit in 8.5 years.

Table 10.1.3 shows the economic indicators of the Balykchy-Kochkor railway line.
Table 10.1.3
№ Name of expenses Measure of Railroad 63 km long
п/п units
1 Construction of the railroad mln.som 9472,9
Balykchy-Kochkor
2 Operating costs of the railway. mln.som/year 469,13
3 Economic damage from mln.som/year 1185,31
of atmospheric pollution during
operation of the railway.
4 The cost of freight transportation in the mln.som/year 1586
operation of the railway without taxes and
fees
5 Profit of railroad in transportation of cargoes mln.som/year 1117,07
per year
6 Payback period by of operating costs year Т1=5years
and atmospheric pollution per year

7 Payback period for transportation year Т2=6years

for a year
8 Payback period for profit for the year year Т3=8,5years
year

It should be noted in the FS the economic indicators in Table 10.1.3. are defined only for coal
transportation. According to the presented tariffs of the State Enterprise "Kyrgyz Temir Jolu",
other goods have high prices for transportation by railroad transport. Therefore, the results in
Table 10.1.3. on the cost of transportation and profit have minimum values.
CONCLUSION
This feasibility study considers the feasibility of designing and constructing the Balykchy-Kochkor
section as a railway branch with an independent transport and economic significance in freight
transportation, in conjunction with the construction of the North-South alternative road, which is
nearing completion, as part of the formed Unified Transport Network of the Kyrgyz Republic.
The feasibility study was performed on the basis of archival materials of complex economic and
technical surveys and data of the National Statistical Committee.
The study of the area of gravity of this line showed 3 main possible sources of freight flow:
1. Near Balykchy and Kochkor stations there are 9 deposits of the following minerals - facing
stone, lead, rock salt, tenardite, nepheline syenite, brown coal and barite. The expected
freight traffic from the development of mineral deposits - the raw material base of the
 mining industry in the area of gravity of the projected railway line Balykchy - Kochkor, are
from 3.6985 million tons to 3.7415 million tons per year. This data is a strong argument
for laying a railway line to facilitate the industrial development of the fields. At the same
time, these expected volumes of freight traffic cannot be included in the calculations for
determining the reduced freight load, since the terms of development of these fields are
still unknown, nevertheless, these volumes should be taken into account in the design as
promising.
2. Data from the Kara-Kecha lignite deposit to determine the coal requirements of the
northern regions of Kyrgyzstan and to determine The reduced load intensity of the
projected line Balykchy-Kochkor. By the method of squaring quadratic functions the
present load intensity for the designed railroad for the 10th year of operation - 4.656
million tons per year - is determined.
3. Calculations have been made to determine the volume of cargo transported by road in the
area of Balykchy and Kochkor stations to capture this cargo flow by rail. According to these
calculations in the 10th year of operation (conditionally in 2032) the projected
experimental load of the railroad is 3.091 million tons/km per year.
It is assumed that this rail line will be operated mainly in the freight direction, so the
passenger turnover in determining the reduced load factor is not taken into account. As a
reduced load factor is assumed:

mln. t-km per year/km

The analysis of transportation mastery shows that according to the given freight intensity with
the organization of the paired non-packet traffic schedule the line capacity will be exhausted by
the 7th year after commissioning, and with the paired partly-packet schedule - more than 10 years
after commissioning of the railroad.
Further, in order to cope with the increasing volume of traffic, it is necessary either to transfer the
line to a road interlocking or to lay double-track inserts.
According to the results of calculations to determine the category of the projected railway line,
according to the given parameters and the mastery of freight traffic by road transport in the
project area, the site belongs to the IV technical category. However, given the prospects of
development of mineral deposits, increase in coal production and increase in freight traffic with
the completion of the alternative highway "North-South" in the area of gravity of the station
"Kochkor".
The Balykchy-Kochkor railway line is recommended to be designed according to the technical
parameters of the III technical category.
The area of the projected railway line is located in the Ton and Kochkor districts of Issyk-Kul and
Naryn oblasts, respectively, at an altitude of more than 1,500 m.
In general, the region is part of the Tien Shan mountain system. Relief is characterized by a sharp
contrast and a great variety of types, subtypes and forms. Seismicity of the construction area is 8-9
points.
The feasibility study analyzes the climate of the future construction area of the railway line to take
into account when designing the plan, longitudinal and transverse profiles of the railway line.
The earth bed of the railroad is supposed to be constructed from local construction materials. For
this purpose, 13 deposits of draining soil have been explored, with deposits of ordinary soil and
one deposit of rocky soil (see appendix: Scheme of location of quarries).
The main technical parameters of the route were developed according to the technical assignment
on the basis of technical surveys.
Two variants of the route were considered: the project of RP KAZGIPTRANS and the variant
proposed by Scientific and Technical Center "Technopark", taking into account the existing
situation in the direction of the route.
The route variant was chosen taking into account the best solution for the location in terms of
occupation of agricultural land and saving the volume of earthworks.
In addition to the standard design of the earth bed along the route of the new railway line, there is
a need for individual design on marshy and rocky areas
The average volume of earthworks was 31.9 thousand m3 per 1 km.
Capacity of the track structure on the projected line is accepted by the standards of III technical
category of railroads.
The feasibility study proposes laying the main track of R-65 rails on reinforced concrete sleepers at
1840 pcs/km in straight sections and curves with a radius of 1200 m and more, and in curves with
a radius of less than 1200 m - 2000 pcs/km. Crushed stone ballast with a thickness under the
sleeper when constructing embankments (excavations) - 35 cm. The installation of intermediate
fastenings as intermediate fastenings "foslos”. In order to ensure traffic safety when passing the
projected railway line on the combined ground with the existing roads, the project provides for
the installation of barrier fencing.
Provision is planned for a total of 7 crossings with automatic crossing signaling and 1 crossing on
two levels with the road.
Means of signaling and communication on train traffic are accepted according to the Customer's
proposal as follows:
- Relay-processor electrical interlocking along the Kochkor station - Rybachie station.
- Microprocessor semi-automatic interlocking on the line Balykchy - Kochkor.
Communication device based on multiplexers SMK-30 (Switching station) as a node channel
switching center and a hub for remote local lines with the functions of connection control, laying
of FOC with redundancy via copper cable, at stations provide for park communication, train
communication and shunting communication according to the scheme adopted by KTJ with the
installation of base stations RVS-1 (Locomotive stationary radio station RVS-1). Data transmission
network not less than 10 mB per switching station.
Artificial structures based on the longitudinal profile, site plans, calculation cost sheets,
engineering and geological cards have been placed in advance. According to preliminary data,
there are 88 small artificial structures along the railroad route, 3 medium-sized bridges at
crossings with watercourses.
The exact number of artificial structures will be determined in the course of detailed design.
Estimated costs are assumed probability of exceeding 2%, maximum - 1%. Engineering and
geological conditions of artificial structures construction are complicated, construction sites are
located in areas with seismicity of 8-9 points.
All structures are designed for C14 load. All structures of artificial constructions are ordinarily
designed for average ambient temperature of the cold five-day period in the area of construction
with probability of 0,92 and 0,98 above - 40 degrees C. С.
The issue of the impact of vehicles on atmospheric air was developed: the calculation of emissions
from motor transport was made, the environmental efficiency of the transition to rail transport
was assessed. Measures to reduce the level of biosphere pollution and cargo losses during cargo
transportation were developed.
The annual value of preventable economic damage from atmospheric air pollution during
transition to railway transport was 804.63 million som/year.
Calculation of economic efficiency of construction of the new railway line is made by comparing
the cost of development of the estimated freight turnover by rail with the current situation - the
transportation of goods by road.
The cost of cargo transportation in the operation of the railway without taxes and fees - 1586
million KGS/year;
Profit of railroad in freight transportation for a year - 1117.07 million KGS/year;
Payback period for operating costs and air pollution for a year - 5 years;
Payback period for cargo transportation for a year - 6 years;
Payback period for profit per year - 8.5 years.
The total estimated cost of the selected route variant is 9,472,191.20 soms.
Normative and technical documents used
 SNiP KR- CONSTRUCTION STANDARDS OF THE KYRGYZ REPUBLIC
 SP- Code of practice
 SN- Building code
 GOST- Interstate Standard (GOST)
- SNiP 32-01-95. Railroads of 1520mm gauge. Moscow 1995. Adopted by the International
Scientific and Technical Committee on Standardization and Technical Norming in Construction as
Interstate Construction Norms "Railways of Gauge 1520mm". April 20, 1995.
- SP 261.1325800.2016 Code of Practice Railway track of industrial transport. Rules for design and
construction.
- SP 32-104-98 Designing the earth bed of railroads of 1520 mm gauge.
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- SNiP 2.03.01-84 * Concrete and reinforced concrete structures. M, 2004: 80s.
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- GOST 25100. "Soils" Moscow 2021g.
- SNiP20-02:2018. Earthquake-proof construction. Design standards. Bishkek 2018.
- SNiP 2.02.01-83*. Foundations of buildings and structures. Moscow 2006.
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- SNiP KR 11-01-98. Engineering Surveys for Different Types of Construction. Bishkek, 1998.
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- SN 435-72. Guidelines for determining the estimated hydrological characteristics.
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enterprises, buildings and structures.
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enterprises, buildings and structures.
- SNiP KR 12-02:2004 Organization of Building Production.
- GOST 7394-85 Gravel and gravel-sand ballast for railroad. Technical specifications.
- GOST 7392-2002 Crushed stone of solid rocks for railroad ballast. Technical specifications.
- SNiP 2.04.02-84* Water supply. External networks and structures.
- OSP-72/87. Basic sanitary rules for working with radioactive substances and other sources of
ionizing radiation.
- Electrical installation regulations.
- СН 245-71 Sanitary Regulations for Design of Industrial Plants
- SNIP KR 11-03-2002 The structure, development, coordination, approval and examination of
investment and construction projects of enterprises, buildings and structures Ord.
Goskomarkhstroy at PKR from 08.01.2002 № 8
- MSN 2.02-01-97 Fire safety of buildings and structures CNIISK.
- GOST R 54984-2012 exterior lighting of railroad transport facilities. Norms and methods of
control
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SN 435-72 Guidelines for determining the calculated hydrological characteristics.
- SNIR-91 Collection of estimates and prices for construction work Approved by Decree of the
State Construction Committee of the Kyrgyz Republic of 28.01.92, № 2 Collection 3. Drilling and
blasting operations
- SNiP KR 11-01-98 Engineering Surveying for Various Types of Construction Pr.
Gosarhstroyinspektsiya at PKR 07.07.1998.
- "Manual for determining the consolidated technical and economic indicators of operating costs
to compare options and choose types of industrial transport," Soyuzpromtransniiproekt, Issue
5693, 1988.
- "Methodical instructions on the calculation of emissions of harmful substances by road transport.
Hydrometeoizdat 1985."
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state of atmospheric air in areas of railway stations and hubs" CPE90-13, MPS, Moscow, 1987).
- "Methodical recommendations for determining the economic efficiency of the implementation of
environmental protection measures in transport construction" and source: Kazgiprotrans project,
1994.
- Temporary Methodical Guide for Calculating Emissions from Unorganized Sources in the
Construction Materials Industry. 1985г.
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approval of design and estimate documentation for the construction of enterprises, buildings and
structures.