Schemes of stations of the Far Eastern railway dvzhd. Far Eastern Railway: history and characteristics

Far East Railway It was built as part of the Trans-Siberian Railway, its first name - Ussuri - it received from the Ussuri River.
Celebrations on the occasion of laying the first rail of the Ussuri railroad took place on May 19, 1891 in Vladivostok. This was preceded by numerous disputes. In particular, back in 1875, a proposal was made by the local administration to build a railway from Vladivostok to Lake. Khanka.

In 1886, the governor-generals of the Amur Region and Eastern Siberia made a proposal to build a number of plots Siberian road from Tomsk to Sretensk and a section from Vladivostok to the Busse post (Bussovka settlement). In June 1887, at a meeting of ministers, it was decided to start surveying the South Ussuri section of the road in the near future.
In 1887, an expedition was sent to carry out survey work on the site from st. Busse on the Ussuri to Vladivostok, headed by engineer A. I. Ursati. The work was carried out in difficult climatic conditions. The expedition was attended by topographers, engineers, geologists who carried out survey work and description of the area, collected data on the climate, local fuel resources, building materials, and also the possibilities of agriculture. Within two years, the survey of the road was completed, and all materials were transferred to the Ministry of Railways.
In 1890, the Amur Governor-General A. N. Korf sent a petition to St. Petersburg for the speedy construction of a rail track from Vladivostok to the Amur. In February 1891 Alexander III approved the decision on the construction of the South Ussuri road Vladivostok - Nikolskoye (Ussuriysk) - Spasskoye (Spassk-Dalniy) - Grafskaya station (Dalnerechinsk). In 1891, a solemn prayer service was held in Vladivostok on the occasion of the laying of the Ussuri section of the Great Siberian Railroad. The ceremony ended with an artillery salute of all ships and fortress cannons standing in the roadstead.
May 19, 1891 future emperor Nicholas II, while in Vladivostok on his way from Japan to St. Petersburg, personally laid the first stone in the foundation of the Vladivostok railway station.
The construction of the route in the first period was headed by A. I. Ursati, who failed to work well with the local administration. In 1892, he was released from leadership, and engineer O.P. Vyazemsky, an experienced specialist who had worked on the survey and construction of railways for more than 30 years in many regions of Russia, was appointed construction manager. Organization of work on separate sections the routes were carried out by graduates of the St. Petersburg Institute of Railway Engineers: Drozdov, Prohasko, Kiparisov, Kruglikov, Dormidontov, Sviyagin, Ebergardt, Bocharov, Rosengardt and others.
The Ussuri railway was supposed to run from Vladivostok along the Amur Bay north to the Suifun river basin, and from there to the Nikolskaya station, from which it was planned to build a line to the Chinese border. Then, through the watersheds of the Suifun and Lefk rivers, the road went to the Ussuri River past Khanka Lake and, crossing it, ended in Khabarovsk. Throughout its length, the railway crossed dense taiga forests and marshy floodplains.
The laying of the upper structure of the track on most of the route - from Vladivostok to Dukhovskaya station - was carried out from south to north, and only in a small section - from the north, from Khabarovsk. This organization of work was explained by the absence of an unloading port on the Amur and the shallow water of its mouth at that time. Building materials for laying the track on the Khabarovsk - Dukhovskaya section were brought by sea and transported along the river. Ussuri to Khabarovsk. Numerous dirt roads were built, which were then used for the transport needs of the region.
The most acute and intractable was the problem of providing construction with a labor force. AT late XIX century, the Ussuri region did not have a developed system dirt roads, therefore, from the first days, the builders faced great difficulties. Peasant settlers and local Cossacks who inhabited nearby lands could not be attracted to construction work. And the delivery of labor from European Russia was associated with significant difficulties and monetary costs. Therefore, the bulk of the workers were exiled prisoners and soldiers. The total number of convicts in the Amur region by 1895 was over 11 thousand people. Stationary camps were created, consisting of barracks for convicts, premises for guards, canteens, baths, observation towers.
Soldiers were delivered by steamers from Odessa. At the stations Nikolskoye (Ussuriysk), Iman (Dalnerechensk), Vyazemskaya, Khabarovsk and lower ranks, officer wings, canteens, kitchens, baths, glaciers, stables.
Laying the South Ussuri road from Vladivostok to the station. Muravyov-Amursky (Lazo), begun in April 1891, ended in 1894, and three years later its northern section from the station. Muraviev-Amursky to Khabarovsk. Temporary traffic on the section from Vladivostok to Khabarovsk with a length of 772 km was opened on October 26, 1897, permanent traffic - on November 13, 1897.
Initially designed for 7 pairs of trains per day, the route very soon required urgent measures to increase the carrying and throughput capacity. The construction of second tracks, new branches, the expansion of the locomotive and carriage fleets, and the strengthening of the repair base began.
In the early years Soviet power the road was nationalized. In 1929, the Nadezhdinskaya - Tavrichanka line was built to serve the agricultural areas adjacent to Lake Khanka. In 1931, the line Sibirtsevo - Turiy Rog was put into operation.
In 1936, the Ussuri railroad was divided into Amur (Svobodny) and Far East (Khabarovsk). In 1939, Primorskaya (Voroshilov-Ussuriysky) left the Far Eastern Railway. In the prewar years, in connection with the development of the region's industry, new railway lines were built. Lines were built: Volochaevka - Komsomolsk-on-Amur (1940), Sibirtsevo - Varfolomeevka (1940), Birobidzhan - Leninsk (1941), Partizansk - Nakhodka (1941), Smolyaninovo - Danube (1941). ), Partizansk - Sergievka (1941), Baranovsky - Gvozdevo with branches Gvozdevo - Kraskino and Gvozdevo - Posyet (1941).
In 1947, the line Komsomolsk-on-Amur - Sovetskaya Gavan was put into operation, which reduced sea transportation of goods to Sakhalin, Magadan and Kamchatka by 1000 km.
In 1953, Primorskaya became part of the Far Eastern Railway. In 1950 - 1959, the Taishet - Lena (Ust - Kut) railway was built. These two lines marked the beginning of the construction of the Baikal-Amur Mainline (BAM). By the beginning of the 1960s, more than 1,150 out of 4,000 km of the BAM route had been put into operation. The second meridional connection between the BAM and the Trans-Siberian Railway was put into operation - the Izvestkovaya - Urgal route. In 1963, the South Sakhalin Railway became part of the Far East.
1974 can be considered the year of the second birth of the BAM. Then the active construction of the highway began in several directions at once. In 1974, the Central Committee of the CPSU and the Council of Ministers of the USSR adopted a resolution "On the construction of the Baikal-Amur Railway", which provided for the completion of construction within 10 years.
In 1979, a section was built from Urgal to Komsomolsk-on-Amur; in 1984, the eastern section of the BAM from Tynda came into operation. In the same year, 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 going on, the movement around which was carried out through temporary crossings that did not allow normal loading of the route.
In 1981, the Baikal-Amur Railway was organized with management in Tynda. The route passes through such a difficult terrain that almost a third of its length is made up of bridges, tunnels, viaducts, avalanche walls and other engineering structures. In total, 113 large, 38 medium and 2412 small bridges, more than two and a half thousand small bridges and culverts were built. There are 11 tunnels on the route with a total length of 34.5 km, including the longest Severo-Muysky tunnel in Russia with a length of 15,343 meters.
In 1997, the Baikal-Amur Railway was reorganized, its parts became part of the East Siberian and Far Eastern Railways.
In 1975, a unique railway bridge near Komsomolsk-on-Amur was opened for train traffic, and direct railway traffic began on the Volochaevka - Sovetskaya Gavan section. In 1992, the Sakhalin branch of the railway was transformed into an independent railway (Yuzhno-Sakhalinsk).

The Far Eastern Railway passes through the territory of the Khabarovsk and Primorsky Territories, Magadan, Kamchatka Regions and other regions Far North, it borders on the Trans-Baikal and West Siberian Railways.

The Far Eastern Railway is the main passenger and freight artery connecting the center of Russia with the regions adjacent to the Pacific Ocean. At present, the importance of this highway is difficult to overestimate. More than a century of history of the Far Eastern Railway is of interest not only to enthusiasts, but also to everyone who cares about the past of our country.

A look into the past

The idea of ​​building a new railway line arose a long time ago - the communications were too stretched, the delivery of goods to the remote lands of the empire was difficult. In 1886, the governors-general of Eastern Siberia and the Amur region put forward proposals to lay several railway lines from Tomsk and Vladivostok to remote settlements. By the middle of 1887, this proposal had already been considered at a meeting of ministers, and an engineering expedition was sent to the region of Southern Siberia to consider the possibility this project and studying the timing of its implementation.

Pioneer and engineer

The Far Eastern Railway owes a lot to one of its first engineers. The name of the pioneer builder of the Far Eastern highway turned out to be undeservedly forgotten. But it was Alexander Ivanovich Ursati who had the honor of being the first to travel the entire long journey from Grafskoye to Vladivostok. In various ways, making his way along the impassability to small villages and deaf camps of nomads, he built a route and studied the area along which the Far Eastern Railway would pass. Unfortunately, to date, none of the highways are named after him.

Project implementation

At first, the planned railway line was called Ussuriyskaya. It received this name from the large flowing through the vast territory of Primorsky Krai - from Khabarovsk to Vladivostok. Separately, two sections of the highway were planned: the North-Ussuriyskaya branch covered the section from st. Grafskoy to Khabarovsk. The southern section was planned to run from the same station to Vladivostok. The ceremonial laying of the first rail took place in 1891, in Vladivostok, in the presence of members royal family and cabinet ministers. The first stone in the foundation of the Vladivostok railway station was laid by Tsarevich Nicholas - the future Emperor of Russia Nicholas II.

First plots

In 1892, Russia began the direct construction of railway lines. O. P. Vyazemsky, an experienced builder who had worked for about thirty years in various regions of Russia, was appointed head of the project. In some sections of the highway, work was instructed to be carried out by graduates of the St. Petersburg Institute of Railway Engineers. For the supply of the necessary materials, auxiliary ones were laid, which later became important transport arteries of the entire Primorsky Territory.

The primary problem suddenly arose the question of providing construction with a labor force. There were too few local residents - they had to attract exiled prisoners and soldiers. By 1895, the number of people serving sentences for criminal and political reasons was about 11 thousand people. Stationary camps were created for them, consisting of barracks, premises for guards, baths, canteens and watchtowers. As for the soldiers, they were transported by sea long south way from Odessa across the Atlantic and Indian Ocean. The voyage took several months, accompanied by outbreaks of tropical epidemics. The final destination was Vladivostok.

Thanks to the selfless labor of soldiers and prisoners, by 1894 the South Ussuriysk branch of the road was put into operation, and three years later the northern section of the road was completed. The Far Eastern Railway, whose stations covered the Amur Region and the Far East, began to exist.

Railway stations

Old Ussuri road to original version had 39 stations. Among them is Ruzhino station, founded by settlers from Ukraine, st. Manzovka (now Sibirtsevo), st. Busse, named after the Russian officer and explorer of the Far Eastern region N.V. Busse. Topographers and civil engineers did not forget: the sections from Khabarovsk to Bikin were named after L. M. Rozengard, V. S. Ilovaisky, V. V. Gedike. And at present, the Far Eastern Railway has 358 functioning stations on different sections of the track.

Economic and geographical characteristics of the Far Eastern Railway

Currently, the Far Eastern Railway has about 7470 km total length more than 6,000 km of tracks are in constant operation. Geographically, this highway passes through the territory of five Far Eastern regions - the Amur Autonomous Region, the Jewish Autonomous Region, Primorsky, and Khabarovsk Territory, its branches are also in the Republic of Sakha. It extends its influence to other regions of the Far East. In total, over 40% of the territory is in the zone of influence of the Far Eastern Railway Russian Federation.

The Far Eastern Railway borders at Khani Station with the East Siberian Railway, and at Shturm and Arkhara Stations it joins the Zabaiskalskaya Railway. Along the entire length of its path are divided into four sections, which are supervised various departments united under the auspices of the Far Eastern Railway. Khabarovsk - branch NOD1, Vladivostok - NOD2, Komsomolsk - NOD3, and Tynda - NOD4. In addition, the Far Eastern Railway is conditionally divided into two main directions - the northern latitudinal route and main course. They are interconnected by small road sections of the track: Komsomolsk-Volochaevka-2, Tynda-Sturm, Izvestkovaya-Urgal. Such logistics allows you to form trains along the entire route.

Significance of the Far Eastern Railway

The basic characteristics of the Far Eastern Railway give grounds to consider it one of the main logistics and passenger highways in the region. Over the past 2015, over 42 thousand tons of various cargoes were transported along the routes of the Far Eastern Railway, and about 5 thousand people used the services Far Eastern road as passengers. The highway carries out transportation of domestic and international importance - entrepreneurs from Japan, Mongolia, Korea and China are interested in its uninterrupted operation, who sell their products on the territory of our country. Cargo traffic is managed from located in Khabarovsk.

The Far Eastern Railway Artery rightfully occupies a leading position in the ranking of transportation of exported and imported goods, the share of which is about a third of total number freight traffic in the Russian Federation and more than a quarter of transit traffic of imported products from other states. Thanks to well-established logistics, the Far East Railway Department reported that in 2016 it is planned to transport more than 116 million tons of cargo to ports via the Far Eastern Railway Pacific Ocean. Favorable growth trends in trade turnover since eastern neighbors allow us to predict with confidence a significant increase in rail traffic in the very near future.

Control

As of 2015, the number of employees of the Far Eastern Railway was over 40 thousand people employed in servicing this highway. This highway gives local residents jobs and confidence in the future.

The Department of the Far Eastern Railway is directly subordinated to Russian Railways and is its structural branch. N. V. Maklygin has been the head of the Far Eastern Railway since 2015. Under his leadership are all the working sections operated by the Far Eastern Railway. The office address of the Far Eastern Railway is Komsomolsk-on-Amur, Khabarovsk Territory. Various territorial administrations have their own leadership.

Security

According to the head of the Khabarovsk Department of the Far East Railway, the prevention of the safety of the operation of the tracks and trains of the Far Eastern Railway is a priority. In 2015, 18 emergencies were registered on the Far Eastern road network, in which three people died. All accidents occurred due to the fault of drivers who were driving vehicles and violated the rules of the road.

The site of the security raid was chosen to be a section of the route along the Nogliki-Korsakov line. To draw attention to the consequences of non-compliance with road safety rules, the railway workers put several cars wrecked as a result of the accident in a conspicuous place. Thus, railway workers tried to remind car owners of the risks accompanying the driver when crossing the railway tracks. In addition to employees, traffic police officers and representatives of the Transport Company Municipal Unitary Enterprise took part in the action.

Key figures for 2016:

Operating length - 6,854 km

Number of employees - 52 678 people.

Cargo transported - 170.5 million tons

Passengers carried: distant communication- 3.5 million people, in suburban traffic - 6.5 million people.

The Far Eastern Railway is one of the largest branches of Russian Railways, in whose service area there are 6 constituent entities of the Russian Federation: Khabarovsk and Primorsky Territories, Amur, Sakhalin, Jewish Autonomous Regions, the Republic of Sakha (Yakutia). Geographical position provides access to the Far Eastern Mainline to the largest Pacific seaports and to railway border crossings, which gives the road a significant potential for development and stimulating the growth of the domestic economy.

Transshipment of goods is carried out through 8 main ports:

OJSC "Vostochny Port" - Art. Nakhodka-Vostochnaya;

JSC "Nakhodka Commercial Sea Port" - st. Nakhodka, st. Cape Astafiev;

OJSC "Vladivostok Commercial Sea Port" - st. Vladivostok;

OJSC "Trading Port Posyet" - Art. Posyet;

JSC "Trading Port of Vanino" - Art. Vanino;

JSC "Sea Port in Troitsa Bay" - st. Sukhanovka;

OJSC "Vladivostok Sea Fishing Port" - st. Cape Churkin;

JSC "Nakhodka Fishing Port" - st. Rybniki.

Taking into account the growing demand for rail transportation to the Pacific ports, employees of the Far Eastern Railway are constantly working to improve the services provided and increase the level of safety of the transportation process.

On the Far Eastern Railway is formed 20 passenger and fast trains long distance, 61 suburban passenger train.

Deservedly popular are the Yunost branded trains on the Khabarovsk-Komsomolsk-on-Amur line, Gilyui on the Blagoveshchensk-Tynda line, Amursky Express on the Khabarovsk-Blagoveshchensk line, Sakhalin on the Yuzhno-Sakhalinsk-Nogliki line and, of course, the famous Okean ”, plying between Khabarovsk and Vladivostok. This train over 20 years ago, the first to Far East, received the status of a brand.

As part of the implementation of the Transsib in 7 Days project, the movement of container trains was organized. Their route speed within the boundaries of the railway was 904 km/day, which is 18 km higher than the average network indicator.

The international cooperation

Currently, there are 3 railway border crossings on the road range:

Grodekovo (RF) - Suifenhe (PRC),

Makhalino (PRC) - Hunchun (PRC),

Khasan (RF) - Tumangan (DPRK) - Rajin port (DPRK).

669 wagons - a daily record for the number of wagons transferred with export cargo through railway border crossings;

9 thousand tons - a record set in February 2015 for the volume of coal transportation through the border crossing between Khasan (RF) and Tumangan (DPRK), the best figure since 1988.

The re-equipment of border crossings opened up new opportunities for the provision of integrated transport and logistics services and the development of intermodal transportation, which attracted significant volumes of cargo at the station of the Far Eastern Railway. In 2014, the Far Eastern Railway transported 7.8 million tons of export cargo alone, and at the beginning of 2015 a number of new records were set in terms of the volume of cargo transported through border crossings.

In January 2015, the first batch of 20 40-foot containers proceeded through the Suifenhe-Grodekovo railway border crossing to the Nakhodka-Vostochnaya station. Then the cargo was loaded onto the ship and sent to the southern Chinese ports of Shanghai and Huangpu. The transit is organized within the framework of the Primorye-1 international transport corridor, which provides for the delivery of goods from the northern provinces of China to the south of the country or to other states of the Asia-Pacific region.