Borders of the East Siberian Railway. History of the East Siberian Railway

road map

East Siberian Railway- is part of the Russian Railways and runs through the territories of the Irkutsk region. and Trans-Baikal Territory, Buryatia and partially Yakutia. Road Administration in Irkutsk.

Technical and operational characteristics

The operational length is 3820.5 km. The road borders on a nearby railway station. D.: Krasnoyarsk (st. Yurta), Transbaikal (st. Petrovsky Zavod), Far East (st. Khani); in the south it comes to the state border with Mongolia (st. Naushki). From Jan. 1997 the road works without branches; to represent the protection of its interests in the bodies state power and bodies local government the Ulan-Ude representative office in Buryatia, the Taishet and Severobaikalsky branches and the Irkutsk regional department were created.

The road connects the districts Eastern Siberia, Transbaikalia and Far East with the rest of the country's railway network, serves large industrial areas for the extraction iron ore and coal, oil refining, logging and processing of timber, energy and chemical industry, machine and machine tool building, non-ferrous metallurgy, etc., is one of the most important transit highways. The largest stations of departure and arrival of goods: Cheremkhovo, Korshunikha-Angarskaya, Kitoy-Kombinatskaya, Sukhovskaya, Irkutsk-Sorting, Ulan-Ude, Lena, Bratsk, Taishet. The length of the double-track sections is 1938.5 km, the length of the three-track sections is 168.1 km.

Story

The idea of ​​building a railway highway through Eastern Siberia was expressed in the 70-80s. 19th century After the completion of construction in 1884, the section of the railway. from Yekaterinburg to Tyumen, preliminary surveys were carried out in 1886-1888. along the road in Eastern Siberia. In 1891, the construction of the Trans-Siberian Railway began on both sides - from Chelyabinsk and from Vladivostok. In 1893, the Administration for the Construction of the Siberian Railway and the Committee of the Siberian Railway were created. The first section of the Central Siberian Railway (R. Ob - Krasnoyarsk) was completed in 1895 (the first train arrived in Krasnoyarsk on December 6, 1895). On the second section Krasnoyarsk-Irkutsk with a length of 1009.5 versts, traffic began in 1899; took place official opening Central Siberian Railway from Novonikolaevsk (Novosibirsk) to Irkutsk. In 1900, a ferry across the lake began to operate. Baikal. In 1899-1905. the construction of the Circum-Baikal railway bypassing the lake was carried out. In 1907-1915. A second track was being built on the Trans-Siberian.

In 1916, the laying of the tracks of the Trans-Siberian Railway along Russian territory(7420 km). The Trans-Siberian Railway (01/01/1915) administratively consisted of 4 roads: Omskaya, Siberian (since 01/01/1916 Tomskaya), Zabaikalskaya, Ussuriyskaya. The road includes 221 railway stations , where turnouts are equipped with electrical interlocking . Almost all stations can accept trains of increased weight and length.

Technical base

On the road, there is a Transportation Control Center equipped with the most modern electronic equipment that allows you to control the process of movement on landfills with dispatching sections of 300 km or more. There is an economic and financial management center that allows automated accounting on a modern computer base. There is a transport service center that provides prompt resolution of all issues related to servicing consignors and consignees. The centralization of personnel work, logistics, construction and other areas of activity has been completed. All this works in a single information technology space in the form of local computer networks, united into a single road network. The work carried out on the road to centralize control functions during the transition to a non-departmental control structure was a practical testing ground for testing important elements industry management reforms in general.

The railway has a powerful technical base for the repair of rolling stock, the manufacture of spare parts and equipment. The railway includes (since January 1, 1999) the Ulan-Ude Locomotive Car Repair Plant, the second largest enterprise in Buryatia, which has a powerful technical base for the repair and restoration of rolling stock. Entered into operation (2000) the first stage of the enterprise for the repair of rolling stock at the station. Nizhneudinsk with an annual factory repair capacity of 5,000 tanks, 15,000 depot repairs and 85,000 wheel sets overhaul, a rail-welding train was put into operation at the station. Cape, which will allow to restore 600 pieces of crosses per year, to weld more than 320 km of rails. The road includes the Alzamay Mechanical Repair Plant and the Irkutsk Electrotechnical Plant.

The road was awarded the Order of the Red Banner of Labor (1976).

The East Siberian Railway was built as one of the sections of the Great Siberian way. At present, the highway passes through the territory of the Irkutsk, Chita, Amur regions, Buryatia, Yakutia and Khabarovsk Territory and borders on the Krasnoyarsk and Trans-Baikal railways.
In 1857, the Governor-General of Eastern Siberia N.N. Muravyov-Amursky raised the question of building a railway on the Siberian outskirts of Russia. He instructed engineer D. Romanov to conduct surveys and draw up a project for the construction of the road. In the 50-70s. In the 19th century, Russian specialists developed a number of projects for the construction of a railway line, but all of them did not find support from the government. Only in the mid-1980s, given the threatening growth military power Japan, it began to address the issue of building a railway.
One of the prerequisites for making this decision was also the completion of the construction of the section of the Ural railway from Yekaterinburg to Tyumen in 1884. Then it became necessary to connect the industrial Urals with the sparsely populated and almost unexplored Siberia.
In 1887, three expeditions were sent to explore the future route under the leadership outstanding engineers N.N. Mezheninova, O.P. Vyazemsky and A.I. Ursati. A few years later, in May 1893, a committee for the construction of the Siberian Railway appeared.
Construction began in 1891 and was carried out simultaneously from Vladivostok and Chelyabinsk. Three years later, the committee decided to suspend construction between Irkutsk and Transbaikalia, and the Irkutsk-Krasnoyarsk route began to be built at an accelerated pace.
The builders faced a difficult task - to pave the way in a short time, so the work went in an atmosphere of responsibility and risk. A wooden bridge was erected on the Irkut River. The construction was led by engineer V. Popov. In 1898, a trial locomotive was launched across the bridge. According to eyewitnesses, V. Popov got into the locomotive with a revolver in his hand. When the engineer was asked why he took the revolver, Popov said: "If the bridge had failed, I would have shot myself." The wooden bridge withstood the test and stood for another 10 years.

Already in 1897, the Siberian railway line came to Irkutsk: stations, depots, and railway stations were built in the city and province. August 16 (28), 1898 was a real holiday for Irkutsk: the city residents met the first train. The locomotive was decorated with flowers and flags, and the governor himself was present at the station.
The building of the Irkutsk railway station, erected on the left bank of the Angara in 1896, was reconstructed in 1907 due to the growth in traffic. A freight station, a depot and a small station were built in 1896 near the skete of the Ascension Monastery. At the end of the century, the Innokentievskaya station arose there, and later two settlements grew up - Innokentievskiy and Novo-Innokentievsky.
Meanwhile, a road was being built on the section from Irkutsk to Baikal. And although the path was ready in 1898, it took another two years to develop it. At the source of the Angara, the Baikal station arose, and on the southern shore of the lake, the Mysovaya station, which completed the Mysovaya - Sretensk line.
To connect these so far scattered branches, two powerful icebreaker-ferries were ordered in England, which ran from the port of Baikal to Mysovaya station. The first icebreaker "Baikal" was delivered in parts to the village of Listvennichnoye on Lake Baikal, where by that time workshops and an extensive dock had been built. There, under the guidance of engineer V. A. Vablotsky, the icebreaker was assembled and put on the water. But the ferry crossing turned out to be impossible in winter, so the railway workers urgently laid a sledge track on the ice of the lake, and the carriage of goods, mail, and passengers began by horse traction.
When the construction approached Baikal, the designers of the road faced the question of overcoming the rocky coast of the lake. After the research, it was decided to "go" along the southern coast, which is more difficult for builders, but without steep ascents and descents. Thus began the history of the Circum-Baikal Railway, which has truly become a monument to Russian builders and scientists.
The construction of the Circum-Baikal Railway was carried out from 1899 to 1905, although the surveys were carried out much earlier. In the summer of 1903, the Mysovaya - Tankhoi section was put into operation, which turned out to be the calmest in terms of relief. The next section of the road, to Slyudyanka station, went along wide coastal terraces, and only the mountain spurs near Slyudyanka itself interfered with the builders. In the spring of 1902, work began on the most difficult section of the route - from Slyudyanka to Baikal station. This part of the road can be called technically unique: it includes 39 tunnels with a total length of 7 kilometers; 16 galleries, including reinforced concrete on columns. For every kilometer of the way, on average, a wagon of explosives was used up. The harsh land did not want to submit and threatened with landslides and rockfalls, therefore, for the safety of the road, fences were built to protect against boulders and sea ​​waves. Well-known geologists and engineers worked on the construction of the road: I.V. Mushketov, B.U. Savrimovich, L.B. Krasin, A.V. Liverovsky and others. During Russo-Japanese War work sometimes went on around the clock, since the road was necessary for the transport of troops and equipment. In 1905, the passage of military echelons began.
Initially, the entire line was single-track and designed for three pairs of trains per day. But already during the Russo-Japanese War, the passage of trains increased significantly. In 1907, the construction of the second track began, which was completed in 1916.

That's how it started new era in the life of Siberians: the harsh region began to gradually change, turning from the Siberian wilderness into an industrial and strategic important part Russia.
In the 1920s and 1930s, it became necessary to build new lines. Geological exploration continued, industry developed rapidly, which means that cities grew, factories were built. Lines were drawn to large deposits, forests, as well as the banks of Siberian rivers. Young people came from all over the Union - geologists, builders, engineers. Lines were added to the East Siberian route connecting different parts of the country with Siberia. New railway lines provided communication with other states, for example, the Ulan-Ude-Naushki line, which connected the USSR and Mongolia.
In 1934, the East Siberian Railway became an independent administrative and economic unit with its own borders (st. Mariinsk - st. Mysovaya). Two years later, the Krasnoyarsk Railway was separated from its composition.
During the years of the Great Patriotic War The East Siberian Railway has become a strategic important way: rolling stock was prepared here, repairs were made military equipment. Volunteer detachments were formed - twenty railway workers were awarded the title of Heroes of the Soviet Union.
After the war, the pre-war level of traffic was restored quite quickly. Geological developments were carried out in Siberia, which means that the road continued to grow. In 1956, during the construction of the Irkutsk hydroelectric power station on the Angara River, a foundation pit was flooded. As a result, the Irkutsk-Baikal railway line, part of the famous Circum-Baikal Railway, disappeared under water. Instead, a new electrified road was built across the mountains from Irkutsk to Slyudyanka. After that, the life of the Circum-Baikal route actually ended, it became a dead end. People left, and the road gradually fell into disrepair.
The improvement of the East Siberian Railway was carried out taking into account the latest scientific and technological achievements, for example, the Abakan-Taishet line, commissioned in 1965, became an example of a high-class highway (remote dispatch control, electrical centralization of switches, perfect communication). With its construction, an exit from Siberia to Kazakhstan and Central Asia appeared. In 1958, the Taishet-Lena line was built, linking Siberia and Yakutia.
On July 19, 1974, a government decree "On the construction of the Baikal-Amur Railway" was adopted. It was supposed to go from Ust-Kut (Lena station) to Komsomolsk-on-Amur through Nizhneangarsk, Chara, Tynda, Urgal. It was also planned to build the lines Taishet - Lena and Bam - Tynda - Berkakit. The Baikal-Amur Mainline was laid in difficult engineering and geological conditions. Screes, rockfalls, snow avalanches, salt flows and other unfavorable natural phenomena interfere with the builders.
Construction of the road began in 1974. Many construction companies were relocated from other regions. In 1977, the Bamovskaya - Tynda line was put into operation. In 1978, on the Lena - Tynda section, labor movement from Lena station to Nizhneangarsk and from Tynda to Elgakan station. In 1979, the construction of a section from Urgal to Komsomolsk-on-Amur was completed.
In 1981, the Baikal-Amur Railway was organized with management in Tynda.
In 1984, the "golden link" was laid, connecting the route all the way from Taishet to Vanino. Constant movement at BAM began in 1988. But the construction of several tunnels was still ongoing, the movement around which was carried out through temporary transitions. And only in 1990, the main construction work was completed, and the volume of traffic increased significantly.
In 1997, the railway was reorganized, and its part, which runs through the territory of the Irkutsk, Chita regions, as well as Buryatia and Yakutia, became part of the East Siberian Railway.
During the operation of the East Siberian Railway, latest achievements science and technology. AT post-war years the route became an experimental testing ground for the Ministry of Railways, where electric locomotives were tested on alternating current, elements of contact communication, signaling, centralization and blocking, etc. The result of these tests was the improvement railway network MPS.
Today, the East Siberian Road is implementing more than 20 investment programs, including those aimed at improving traffic safety, resource conservation, research and development, informatization and improvement of the service department. The operational length of the road is about four thousand kilometers, of which more than three thousand kilometers are electrified.
Once abandoned, the Circum-Baikal is now experiencing a rebirth. famous road attracted tourists, now camp sites are being built here, roads are being restored.
The head office of the East Siberian Railway is located in Irkutsk. The centralization of train traffic control has significantly improved the quality of operational work. The track is supported on modern level- almost all sections are equipped with automatic blocking and dispatcher centralization. All turnouts are equipped with electrical interlocking. The laying of a modern fiber-optic communication line (FOCL) is nearing completion.

Vasily Fyodorovich Frolov.

VSZhD: encyclopedic reference

The East Siberian Railway was separated in 1934 from the Tomsk and Transbaikal roads. The first train arrived in 1898. The Siberian Railway (from Chelyabinsk to), the Transbaikal Railway with its center in Irkutsk (from to Chita and Manchuria station) were formed. The center of the All-Russian Railways became.

In 1961 the road boundaries were changed. She covered the area Krasnoyarsk Territory, Buryatia, Kemerovo and Chita regions. It bordered on the West Siberian Railway (st. Mezhdurechensk and Mariinsk), on the Trans-Baikal Railway (st. Petrovsky Zavod). In the south, the Eastern Railway approaches the border of the Russian Federation with the Mongolian People's Republic (Naushki station).

The operational length of the Eastern Railway is 5312 km (3.9% of the length of the entire railway former USSR). The road connects the regions of Transbaikalia and the Far East with the rest of the railway. country network.

VSZhD serves large prom. areas for the extraction of iron ore and coal, oil refining, logging and processing of timber, machine and machine tool building, non-ferrous metallurgy, etc. In addition, the Eastern Railway serves agricultural areas for the production of grain and livestock products.

Irkutsk is the largest railway junction on the highway. The main line of the Eastern Railway, Mariinsk - Petrovsky Zavod (part of the future), was built in 1898-1905. (Baikal - Kultuk station) - the only section along the entire length of the Great Siberian Railway where the railway has been preserved in its original form: bridges, retaining walls, tunnels with portals lined with Baikal marble - a natural museum of nature and technology. Later lines were built: Achinsk - Abakan (1926), Zaudinsky - Naushki (1940), - - Lena (1958). Abakan - Mezhdurechensk (1959), (1965), Achinsk - Abalakovo (1967), Reshoty - Boguchany and Khrebtovaya - Ust-Ilim (1971).

Since 1974, a ten-year epic began, part of which, within Eastern Siberia (from the Lena station to the east), became part of the All-Russian Railway. All these lines tied in single system large industrial areas grouped around, Ust-Ilimsk, Boguchansk, Krasnoyarsk and Shushensk power plants, around natural complexes with reserves of coal (Achinsk,), iron, aluminum, copper (, Zheleznogorsk, Udokan), timber, petrochemistry (), etc.

Subsequently, parts of the Eastern Railway were transferred to neighboring roads, but in 1996 the North Baikal branch of the Baikal-Amur Mainline was attached to the Eastern Railway. In 2001, the Eastern Railway bordered on the Krasnoyarsk (station Yurta), Transbaikal (station Petrovsky Zavod), Far Eastern (station Khani) railways. In the south, the Eastern Railway approaches the border with Mongolia (station Naushki). Total length highways 3828 km.

Irkutsk. Historical and local lore dictionary. - Irkutsk: Sib. book, 2011.

Road construction history

The idea of ​​building a road through a sparsely populated and almost unexplored region of Eastern Siberia was expressed in the 1870-80s. After the completion in 1884 of the construction of the section of the Ural railway from Yekaterinburg to Tyumen, the need for laying the road became obvious.

Three expeditions were created in 1887 to conduct surveys along the future route of the Trans-Siberian Railway. In 1893, a committee for the construction of the Siberian railway was created. By 1895, the laying of a line from Chelyabinsk to the Ob station near the village of Novonikolaevsky (now the city of Novosibirsk) was completed.

The first train arrived in Krasnoyarsk on December 6, 1895. It was from Krasnoyarsk that the laying of the railway line to Irkutsk began. From Krasnoyarsk to Irkutsk, a direct connection was opened on January 1, 1899. In July 1899, the line was extended from Irkutsk to the Baikal pier.

The section Petrovsky Zavod - Mysovaya was opened for traffic on December 16, 1899. In 1900, the construction of the Trans-Baikal section from Mysovaya station to Sretenskaya was completed. The Circum-Baikal Railway was built until 1905.

In its current form, the road was organized by order of the NKPS dated March 3, 1934 from parts of the Trans-Baikal and Tomsk railways.

In 1936, the Krasnoyarsk railway (stations Mariinsk - Taishet) was separated from the Eastern Railway. In 1976, the road was awarded the Order of the Red Banner of Labor. In 1996, the Severobaikalsky branch of the Baikal-Amur Railway named after I.I. Lenin Komsomol.

Road characteristic

The road is integral part Transsib. The road also includes part of the Baikal-Amur Railway (BAM). The road administration is located in Irkutsk. The road borders on the Krasnoyarsk, Trans-Baikal, Far Eastern railways, as well as in the south along the Naushki station with the railways of Mongolia.

The operational length of the road in 1990 was 2,665.4 km, in 2009 3,876 km.

The largest stations of the road:

kite

Sukhovskaya

road structure

The road includes regional offices:

Taishet (Taishet)

Irkutsk (Irkutsk)

Ulan-Ude (Ulan-Ude)

Severo-Baikalskoye (Severobaikalsk)

Each local representative office is headed by the deputy head of the road. Linear subdivisions of infrastructure and locomotive depots are under the operational subordination of each manager.

branded trains

The passenger depot "Irkutsk" forms and services several passenger trains: "Baikal": (Irkutsk - St. Petersburg), "Barguzin": (Irkutsk - Zabaikalsk).

Previously, there were other branded ones, for example, Angara (Irkutsk - Gidrostroitel ().

Innovations

The pilot project of the All-Russian Railways “Alternative Energy Sources” started last year at Mysovaya station. The equipment includes solar panels and a wind generator with a total capacity of 40 kW. Only for one month this system allows you to save more than 3.4 thousand kWh. According to experts, the installation is of particular interest as the first step in the use of non-traditional energy sources.

The station has 2 large modulators solar energy and 1 wind generator. The wind generator is designed to generate electrical energy through transformation kinetic energy wind into electricity with the help of a generator in the process of rotation. There is enough wind and sun in Buryatia, and a wind generator, unlike solar panels, works day and night.

Indicators (half year 2014)

Since the beginning of the year, the East Siberian Railway has carried more than 7.4 million passengers. AT long distance about 1.3 million people were sent, 6.1 million people in suburban traffic, among which a little more than 479 thousand people took advantage of regional benefits, 421.7 thousand people used federal ones. The trains of the Baikal Passenger Suburban Company transported 482.9 thousand schoolchildren and students and 747.6 thousand employees of Russian Railways in six months.

In connection with the holiday season, an increase in the number of passengers was noted. Yes, compared to March current year, the growth in the number of passengers in suburban traffic was 17.3%, in long-distance traffic - 15.5%.

Report on the topic:

"East Siberian Railway"

Completed by: Ekaterina Banina

Checked:

Ulan-Ude

2015

East Siberian Railway(branch of JSC Russian Railways) - a railway running on the territory of the Republic of Buryatia, the Irkutsk region, the Trans-Baikal Territory and the Republic of Sakha (Yakutia). Office in the city of Irkutsk. Head of the Higher Railways - Vasily Fedorovich Frolov (since December 2011).

Road construction history

The idea of ​​building a road through a sparsely populated and almost unexplored region of Eastern Siberia was expressed in the 70s - 80s of the XIX century. After the completion in 1884 of the construction of the section of the Ural railway from Yekaterinburg to Tyumen, the need for laying the road became obvious. Three expeditions were created in 1887 to conduct surveys along the future route of the Trans-Siberian Railway. In 1893, a committee for the construction of the Siberian railway was created. By 1895, the laying of a line from Chelyabinsk to the Ob station near the village of Novonikolaevsky (now the city of Novosibirsk) was completed.

The first train arrived in Krasnoyarsk on December 6, 1895. It was from Krasnoyarsk that the laying of the railway line to Irkutsk began. From Krasnoyarsk to Irkutsk, a direct connection was opened on January 1, 1899. In July 1899, the line was extended from Irkutsk to the Baikal pier. The Petrovsky Zavod-Mysovaya section was opened to traffic on December 16, 1899. In 1900, the construction of the Trans-Baikal section from Mysovaya station to Sretenskaya was completed. The Circum-Baikal Railway was built until 1905.

In its current form, the road was organized by order of the NKPS dated March 3, 1934 from parts of the Transbaikal and Tomsk railways.

In 1936 from the East Siberian road The Krasnoyarsk railway (line Mariinsk - Taishet) was allocated.

In 1939, the southern line Ulan-Ude - Naushki was put into operation, with the prospect of developing a branch to Mongolia.

In 1950, the movement of trains was opened on the section Naushki - Ulaanbaatar.

In 1961, the Krasnoyarsk Railway was included in the railway, in 1979 it was allocated back.

In June 1964, the branded train "Baikal" (Irkutsk - Moscow) began to run.

Fully electrified in 1970 main course VSZhD.

In 1976, the road was awarded the Order of the Red Banner of Labor.

In 1986, the branded train "Angara" (Irkutsk - Bratsk) was formed, in 1987 - "Selenga" (Ulan-Ude - Irkutsk).

In 1996, the Severobaikalsky branch of the Baikal-Amur Railway named after I.I. Lenin Komsomol.

In 2001, the main work on the Severomuysky tunnel was completed. The first train passed through the tunnel.

In 2005, the route of the branded train "Barguzin" (Irkutsk - Zabaikalsk) was opened.

Road characteristic

The road is an integral part of the Trans-Siberian. The road also includes part of the Baikal-Amur Railway (BAM). The road administration is located in Irkutsk. The road borders on the Krasnoyarsk, Trans-Baikal, Far Eastern railways, as well as to the south of the Naushki station on the railways of Mongolia. The operational length of the road in 1990 was 2665.4 km, in 2009 3876 km.

The largest railway stations: Slyudyanka, Cheremkhovo, Korshunikha-Angarskaya, Usolye-Sibirskoye, Kitoy, Sukhovskaya, Angarsk, Irkutsk-sorting, Irkutsk-passenger, Mysovaya, Ulan-Ude, Naushki, Lena, Bratsk, Ust-Ilimsk, Taishet, Severobaikalsk .

road structure

EP1 on the stretch Slyudyanka-I - Utulik

Until 2011, the road included the following branches: Taishet, Irkutsk, Ulan-Ude, Severo-Baikal.

The decision to switch the East Siberian road from January 1, 1997 to a non-departmental control system was made at the board of the Ministry of Railways in December 1996. Branches were liquidated on the road and it worked without branches until 2004. The unsatisfactory operational performance of the road over a number of years and the difficult state of ensuring the safety of train traffic forced the leadership of the Ministry of Railways to decide to return to the structure with branches.

Since 2011, the branches have been liquidated again and now the road includes representative offices in the regions:

Irkutsk region (Irkutsk)

Severobaikalsky region (Severobaikalsk)

Taishet region (Taishet)

Ulan-Ude region (Ulan-Ude)

Each local representative office is headed by the deputy head of the road. Linear subdivisions of infrastructure and locomotive depots are under the operational subordination of each manager.

Railway station station Slyudyanka

Basic indicators

Key figures for 2009:

Operating length - 3,876 km

Number of employees - 42114 people (in 2014 - 41,000)

Medium wage- 31697 rubles.

Cargo transported - 66.8 million tons

Passengers carried: distant communication- 3.6 million people., in the suburban area - 21.9 million people.

branded trains

Passenger depot Irkutsk forms and services passenger trains: "Barguzin" (Irkutsk - Zabaikalsk). Previously, there were other branded ones, for example, Baikal (Irkutsk - St. Petersburg), Angara (Irkutsk - Gidrostroitel (Bratsk)).

History of the East Siberian Railway

The East Siberian Railway was built as one of the sections of the Great Siberian Route. At present, the highway passes through the territory of the Irkutsk, Chita, Amur regions, Buryatia, Yakutia and the Khabarovsk Territory and borders on the Krasnoyarsk and Trans-Baikal railways. In 1857, the Governor-General of Eastern Siberia N.N. Muravyov-Amursky raised the question of building a railway on the Siberian outskirts of Russia. He instructed engineer D. Romanov to conduct surveys and draw up a project for the construction of the road. In the 50-70s. In the 19th century, Russian specialists developed a number of projects for the construction of a railway line, but all of them did not find support from the government. Only in the mid-80s, given the threatening growth of Japan's military power, did it begin to address the issue of building a railway. One of the prerequisites for making this decision was also the completion of the construction of the section of the Ural railway from Yekaterinburg to Tyumen in 1884. Then it became necessary to connect the industrial Urals with the sparsely populated and almost unexplored Siberia. In 1887, three expeditions were sent to explore the future route under the leadership of the outstanding engineers N.N. Mezheninova, O.P. Vyazemsky and A.I. Ursati. A few years later, in May 1893, a committee for the construction of the Siberian Railway appeared. Construction began in 1891 and was carried out simultaneously from Vladivostok and Chelyabinsk. Three years later, the committee decided to suspend construction between Irkutsk and Transbaikalia, and the Irkutsk-Krasnoyarsk route began to be built at an accelerated pace. The builders faced a difficult task - to pave the way in a short time, so the work went in an atmosphere of responsibility and risk. A wooden bridge was erected on the Irkut River. The construction was led by engineer V. Popov. In 1898, a trial locomotive was launched across the bridge. According to eyewitnesses, V. Popov got into the locomotive with a revolver in his hand. When the engineer was asked why he took the revolver, Popov said: "If the bridge had failed, I would have shot myself." The wooden bridge withstood the test and stood for another 10 years.

Meeting of the first train in Irkutsk.

Already in 1897, the Siberian railway line came to Irkutsk: stations, depots, and railway stations were built in the city and province. August 16 (28), 1898 was a real holiday for Irkutsk: the city residents met the first train. The locomotive was decorated with flowers and flags, and the governor himself was present at the station.
The building of the Irkutsk railway station, erected on the left bank of the Angara in 1896, was reconstructed in 1907 due to the growth in traffic. A freight station, a depot and a small station were built in 1896 near the skete of the Ascension Monastery. At the end of the century, the Innokentievskaya station arose there, and later two settlements grew up - Innokentievskiy and Novo-Innokentievsky.
Meanwhile, a road was being built on the section from Irkutsk to Baikal. And although the path was ready in 1898, it took another two years to develop it. At the source of the Angara, the Baikal station arose, and on the southern shore of the lake, the Mysovaya station, which completed the Mysovaya - Sretensk line.
To connect these so far scattered branches, two powerful icebreaker-ferries were ordered in England, which ran from the port of Baikal to Mysovaya station. The first icebreaker "Baikal" was delivered in parts to the village of Listvennichnoye on Lake Baikal, where by that time workshops and an extensive dock had been built. There, under the guidance of engineer V. A. Vablotsky, the icebreaker was assembled and put on the water. But the ferry crossing turned out to be impossible in winter, so the railway workers urgently laid a sledge track on the ice of the lake, and the carriage of goods, mail, and passengers began by horse traction.
When the construction approached Baikal, the designers of the road faced the question of overcoming the rocky coast of the lake. After the research, it was decided to "go" along the southern coast, which is more difficult for builders, but without steep ascents and descents. Thus began the history of the Circum-Baikal Railway, which has truly become a monument to Russian builders and scientists.
The construction of the Circum-Baikal Railway was carried out from 1899 to 1905, although the surveys were carried out much earlier. In the summer of 1903, the Mysovaya - Tankhoi section was put into operation, which turned out to be the calmest in terms of relief. The next section of the road, to Slyudyanka station, went along wide coastal terraces, and only the mountain spurs near Slyudyanka itself interfered with the builders. In the spring of 1902, work began on the most difficult section of the route - from Slyudyanka to Baikal station. This part of the road can be called technically unique: it includes 39 tunnels with a total length of 7 kilometers; 16 galleries, including reinforced concrete on columns. For every kilometer of the way, on average, a wagon of explosives was used up. The harsh land did not want to submit and threatened with landslides and rockfalls, so for the safety of the road, fences were built to protect against stone blocks and sea waves. Well-known geologists and engineers worked on the construction of the road: I.V. Mushketov, B.U. Savrimovich, L.B. Krasin, A.V. Liverovsky and others. During the Russo-Japanese War, work sometimes went on around the clock, since the road was needed to transport troops and equipment. In 1905, the passage of military echelons began.
Initially, the entire line was single-track and designed for three pairs of trains per day. But already during the Russo-Japanese War, the passage of trains increased significantly. In 1907, the construction of the second track was started, which ended in 1916. This was the beginning of a new era in the life of Siberians: the harsh region began to gradually change, turning from the Siberian wilderness into an industrially and strategically important part of Russia.
In the 1920s and 1930s, it became necessary to build new lines. Geological developments continued, industry developed at a rapid pace, which means that cities grew, factories were built. Lines were laid to large deposits, forests, as well as to the banks of Siberian rivers. Young people came from all over the Union - geologists, builders, engineers. Lines were added to the East Siberian route connecting different parts of the country with Siberia. New railway lines provided communication with other states, for example, the Ulan-Ude-Naushki line, which connected the USSR and Mongolia.
In 1934, the East Siberian Railway became an independent administrative and economic unit with its own borders (st. Mariinsk - st. Mysovaya). Two years later, the Krasnoyarsk Railway was separated from its composition.
During the Great Patriotic War, the East Siberian Railway turned into a strategically important route: rolling stock was being prepared here, and military equipment was being repaired. Volunteer detachments were formed - twenty railway workers were awarded the title of Heroes of the Soviet Union.
After the war, the pre-war level of traffic was restored quite quickly. Geological developments were carried out in Siberia, which means that the road continued to grow. In 1956, during the construction of the Irkutsk hydroelectric power station on the Angara River, a foundation pit was flooded. As a result, the Irkutsk-Baikal railway line, part of the famous Circum-Baikal Railway, disappeared under water. Instead, a new electrified road was built across the mountains from Irkutsk to Slyudyanka. After that, the life of the Circum-Baikal route actually ended, it became a dead end. People left, and the road gradually fell into disrepair.
The improvement of the East Siberian Railway was carried out taking into account the latest scientific and technological achievements, for example, the Abakan-Taishet line, commissioned in 1965, became an example of a high-class highway (remote dispatch control, electrical centralization of switches, perfect communication). With its construction, an exit from Siberia to Kazakhstan and Central Asia appeared. In 1958, the Taishet-Lena line was built, linking Siberia and Yakutia.
On July 19, 1974, a government decree "On the construction of the Baikal-Amur Railway" was adopted. It was supposed to go from Ust-Kut (Lena station) to Komsomolsk-on-Amur through Nizhneangarsk, Chara, Tynda, Urgal. It was also planned to build the lines Taishet - Lena and Bam - Tynda - Berkakit. The Baikal-Amur Mainline was laid in difficult engineering and geological conditions. Screes, rockfalls, snow avalanches, salt flows and other adverse natural phenomena interfered with the builders.
Construction of the road began in 1974. Many construction companies were relocated from other regions. In 1977, the Bamovskaya - Tynda line was put into operation. In 1978, on the Lena - Tynda section, working traffic was opened from the Lena station to Nizhneangarsk and from Tynda to the Elgakan station. In 1979, the construction of a section from Urgal to Komsomolsk-on-Amur was completed.
In 1981, the Baikal-Amur Railway was organized with management in Tynda.
In 1984, the "golden link" was laid, connecting the route all the way from Taishet to Vanino. Continuous traffic on the BAM began in 1988. But the construction of several tunnels was still ongoing, the movement around which was carried out through temporary transitions. And only in 1990, the main construction work was completed, and the volume of traffic increased significantly.
In 1997, the railway was reorganized, and its part, which runs through the territory of the Irkutsk, Chita regions, as well as Buryatia and Yakutia, became part of the East Siberian Railway.
During the operation of the East Siberian Railway, the latest achievements of science and technology have always been used. In the post-war years, the route became an experimental testing ground for the Ministry of Railways, where electric locomotives on alternating current, elements of contact communication, signaling, centralization and blocking, etc. were tested. The result of these tests was the improvement of the railway network of the Ministry of Railways.
Today, the East Siberian Road is implementing more than 20 investment programs, including those aimed at improving traffic safety, resource conservation, research and development, informatization and improvement of the service department. The operational length of the road is about four thousand kilometers, of which more than three thousand kilometers are electrified.
Once abandoned, the Circum-Baikal is now experiencing a rebirth. The famous road attracted tourists, now camp sites are being built here, the paths are being restored.
The head office of the East Siberian Railway is located in Irkutsk. The centralization of train traffic control has significantly improved the quality of operational work. The route is maintained at a modern level - almost all sections are equipped with automatic blocking and dispatcher centralization. All turnouts are equipped with electrical interlocking. The laying of a modern fiber-optic communication line (FOCL) is nearing completion.