"Geographical position of the Baikal-Amur Mainline

The Baikal-Amur Mainline (BAM) runs through the territory of the Irkutsk Region, the Trans-Baikal Territory, the Amur Region, the Republics of Buryatia and Sakha (Yakutia), and the Khabarovsk Territory.

Key stations of BAM:
Taishet;
Lena;
Taximo;
Tynda;
Neryungi;
New Urgal;
Komsomolsk-on-Amur;
Vanino;
Soviet harbor.

The total length of the BAM from Taishet to Sovetskaya Gavan is 4,300 km.

BAM is connected to the Trans-Siberian Railway by three connecting lines: Bamovskaya - Tynda, Izvestkovaya - Novy Urgal and Volochaevka - Komsomolsk-on-Amur.

At present, a double-track railway has been built from Taishet to Lena (704 km) and a single-track railway from Lena to Taksimo (725 km). On the rest of the BAM section, a single-track railway with diesel traction was built.

The length of the main route Taishet - Sovetskaya Gavan is 4287 km. BAM runs north of the Trans-Siberian Railway, branching off from it in Taishet, crosses the Angara in Bratsk, crosses the Lena in Ust-Kut, passes through Severobaikalsk, skirting Lake Baikal from the north, then passes through Tynda, crosses the Amur in Komsomolsk-on-Amur and ends on the shores of the Pacific Ocean in Sovetskaya Gavan. Branches: to Ust-Ilimsk (215 km); to the Chineyskoye field (66 km); to Bamovskaya station (179 km); to Yakutsk (at the end of 2010, 930 km were built, construction continues on the Kerdem - Yakutsk section) (1078 km); to the Elga field (300 km); to Izvestkovaya station (326 km); to Chegdomyn (16 km); to Volochaevka station (351 km); to the Black Cape station - the road to the abandoned construction site of an underwater tunnel to Sakhalin Island (120 km).

The route of the highway runs mainly in mountainous areas, including through the Stanovoye Upland, cutting through seven mountain ranges. The highest point of the route is Mururinsky Pass (1323 meters above sea level); the steep slopes when entering this pass require the use of dual traction and limiting the weight of trains. Ten tunnels have been pierced along the route of the road, among them is the longest North-Muysky tunnel in Russia.

The route of the road crosses 11 large rivers, in total 2230 large and small bridges were built on it. The highway passes through more than 200 railway stations and sidings, more than 60 cities and towns.

From Taishet to Ust-Kut the road is double-track and electrified on alternating current (25 kV), from Ust-Kut to Taksimo stations the road is single-track and electrified on alternating current (25 kV), to the east the movement is carried out on diesel traction.

By 1997, the traffic along the BAM had halved compared to the peak figure at that time in 1990 (only a few trains passed per day). By 2009, the volume of cargo transportation in the direction of Taishet - Tynda - Komsomolsk increased again and amounted to about 12 million tons per year. At the same time, even with such volumes of traffic, the road remains unprofitable.

In 2009, the entire BAM transported annually about 12 million passengers - just over 1% of passenger rail traffic throughout Russia

In 1997, the independent management of the Baikal-Amur Railway was liquidated, and the entire BAM route was administratively divided between two railways: East Siberian and Far East. The boundary is Hani station.

From the BAM branch - the Tynda - Berkakit line, the construction begun in 1985 to the north of the Amur-Yakutsk Mainline (AYAM) continues. In 2004, traffic was opened from Aldan to Tommot, in April 2009 traffic was opened to Amga station (105 km north of Tommot), on November 15, 2011, the construction of a branch line to Nizhny Bestyakh station was completed. "

The Baikal-Amur Mainline is one of the largest railways in the world. Its construction played a strategic role in the development of the Siberian region, became a catalyst for the formation of industrial enterprises, the emergence of new cities, and provided jobs for thousands of people in the country.

Design

The Russian government decided on the need to build the Baikal-Amur Mainline at the end of the 19th century. The road running through the north of Baikal would be a breakthrough in the development of the eastern territories. After the end of the war with the Japanese, it was necessary to solve the problems of supplying hard-to-reach eastern regions. The First World War, the revolutions and their consequences made it necessary to postpone this issue - in the USSR then there was neither technology nor the ability to implement a large-scale project.

They took it up again only in 1930. At a government meeting, special organizations were instructed to start work on a railway project that would duplicate the Trans-Siberian Railway, but would be located to the north and provide access to the Pacific coast. At the same time, the new routes were given a name - the Baikal-Amur Mainline. Large ones approach the Irkutsk, Amur regions, run through the Republic of Buryatia and the hard-to-reach lands of Yakutia. Already in 1933, the first area of ​​the railway track was installed.

Construction

Full-scale work on the construction of the BAM, which connected Taishet and Sovetskaya Gavan, a city on the coast of the ocean, started in 1937. BAM immediately received an unofficial name - "construction of the century." And this is not surprising. The construction of the Baikal-Amur Mainline dragged on for many years, stopped for several years due to the war, then due to lack of funding. To this day, BAM is one of the most expensive projects implemented in the 20th century.

Thousands of prisoners were involved in the construction from all prisons and camps of the country. The authorities agitated the population to take part in the construction of the road, which was to become the future of the state. The builders were provided with housing and all the necessary conditions. With the construction of the road developed and

In the period from 1942 to 1947, work was suspended due to the war. The next stop was in 1953. The expensive project required large investments and human resources.

Construction resumed only after almost 20 years - in 1974. The "construction of the century" began again at an accelerated pace, several directions were developed and mastered at once. It took another 12 years to connect all the sections. During this time, about 2 million builders worked in different areas in several regions of the country. In 1989, the BAM fully appeared on the map of Russia. Then it was officially accepted into operation.

Baikal-Amur Mainline: Major Transport Hubs

BAM starts at the Taishet station of the Trans-Siberian Railway and then goes to the East. It is here that the starting point of the road is located, connecting the two most ambitious transport projects in the country. When the Baikal-Amur Mainline was laid, large transport hubs began to actively "grow" with the population due to builders from all over the country who came here to work, and then remained for permanent residence.

The key stations of the road were: Taishet, Tynda, Neryungri, Komsomolsk-on-Amur, Sovetskaya Gavan. BAM was the first railway on the territory of Yakutia, which, due to the most difficult natural conditions, remained cut off from the country for a long time, and communication was carried out exclusively by air travel.

Development of territories around BAM

Designers, connecting the Trans-Siberian Railway with the Pacific coast, have chosen the path for the future road, covering the largest mineral deposits. Thus, it was planned to increase the efficiency of transportation. Railroad tracks were supposed to bring tangible profits and facilitate the process of transporting minerals.

The most studied on the BAM route are the following coal deposits: Ogodzhinskoye and Elginskoye, copper Udokanskoye, oil and gas deposits in Talakansky, Verkhnechonsky, Yarakta and other areas. There are also significant deposits of iron ores, copper, polymetals, apatites and gas in other sections of the route. In order to increase the performance and efficiency of work at these facilities, it is necessary to establish in the region and ensure the delivery of fossils directly to the place of loading into the car.

The largest stations along the road

Thanks to the construction of the road, they received the status of the cities of Ust-Kut, Tynda (the latter became known as the “heart of BAM”). Taishet is a strategically important station, the point where the Baikal-Amur Mainline begins. Large transport hubs also pass through Tynda, from which 2 branches follow: to the North (to Neryungri) and to the South (to Skovorodino), thus connecting with the Trans-Siberian Railway.

The final station is the city of Sovetskaya Gavan, located on the banks. It is known for another long-term construction project - an underwater tunnel that was supposed to connect Sakhalin and the mainland. So far, this project has not been implemented. There are 3 stations in Sovetskaya Gavan, but passenger trains stop in a different, neighboring area. Also, in order to go by passenger train to the West of the country, it is necessary to go through Vladivostok, which can be reached with trailer cars.

Other railway lines in the region

The Baikal-Amur Mainline is subordinate to the Eastern Railway on the Siberian section of the route, and the Far Eastern Railway - on the territory of the Amur Region and the Khabarovsk Territory. BAM repeats the Trans-Siberian Railway, passing along the southern border of Russia (similarly - through the Siberian and Far Eastern territories).

BAM development plans

The main problem with this is that, despite more than 15 years of operation, it is still unprofitable. Railway tracks have a huge potential that this road was fraught with when the designers created it, but it has not yet been realized.

The main difficulties lie in the fact that no communication lines have been laid to the main deposits of minerals and ores. After the construction was completed, it was decided to continue developing the direction, but first due to the collapse of the USSR, then due to the unstable economic situation in the 90s and the global economic crisis in the early 2000s, plans were repeatedly postponed. In 2011, Vladimir Putin raised this topic again. It is planned to increase the speed of trains, throughput and carrying capacity.

General characteristics of the Baikal-Amur Mainline

The total length of the road is 4300 kilometers, mainly it consists of one track. The two-track railway was built only from Taishet to Lena and has a length of about 700 kilometers.

The construction of BAM was complicated by the most difficult natural conditions. In many areas, it was necessary to build on permafrost lands, in earthquake-prone areas. 11 bridges were built across full-flowing rivers, more than 30 kilometers of the road runs through tunnels in rocks. The mountainous terrain also significantly complicated the process of building the railway.

The Baikal-Amur Mainline is a nationwide construction project, which was given great political and industrial importance in the Soviet Union. This road that goes...

Baikal-Amur Mainline: construction history, characteristics, natural conditions, significance, development prospects

By Masterweb

01.07.2018 20:00

The Baikal-Amur Mainline is a nationwide construction project, which was given great political and industrial importance in the Soviet Union. This road, going through the rich regions of Siberia, was supposed to be the shortest exit to the Pacific Ocean and provide for the transportation of goods and people.

Development of railway transport in the East of Russia

In the vast Russian expanses, which include a large number of climatic zones with diverse natural conditions and heterogeneous masses of the population, rail transport is perhaps the most widespread. Its main advantages: the possibility of uninterrupted operation in any weather and at any time of the year, the transportation of a large number of goods and people. To date, such transport is the safest, most profitable and environmentally friendly.

The idea of ​​developing the Siberian expanses located between the Urals and the Pacific Ocean has been put into practice since the time of Yermak's campaigns in the 16th century. Peasants moved here, fleeing serfdom, and the active part of the Cossacks, who wanted to stay away from state control.

The grandiose construction at the end of the 19th century of the Trans-Siberian Railway (Transsib) was carried out in order to strengthen the security of the eastern borders of the Russian Empire, as well as to promote goods and trade opportunities with the countries of China and Asia. However, this road passed along the “southern” version due to technical difficulties, because the idea of ​​laying a highway north of Lake Baikal could not be implemented in those years.

During 18-19 Art. a large number of researchers and scientists conducted exploratory expeditions in Siberia, discovering rich deposits of gold, precious stones, mica, copper and other minerals and minerals necessary for the country.

natural conditions

The BAM road passes through the regions of Siberia and the Russian Far East. Almost throughout the entire length of the Baikal-Amur Mainline, natural conditions are far from ideal: severe freezing of the soil (permafrost area), high seismic hazard (zone 8-9 points) and extremely low air temperatures (average annual +7.8 ° С, minimum -58 ° WITH).

In the west, the highway crosses mountain ranges (Baikalsky, Kodarsky, Severo-Muisky, Udokansky), as well as full-flowing Siberian rivers - Lena, Chara, Upper Angara. The site turned out to be very difficult in geological terms due to insurmountable crystalline rocks.

When laying the road in the east, a certain difficulty was represented by haze phenomena (fogs, haze), distorting the contours of objects. Rockfalls, kurums, shedding of soil were observed along the entire length of the highway.

On the Far East section of the road, medium and low-altitude mountains are located, and swampy plains appear closer to the coast.

The history of laying the first sections of the highway

The proposal to build a road through the Siberian expanses from Taishet (Northern Baikal) was put forward in 1888 by the Russian Technical Society. Survey work was started in 1907-1914, and then continued in the 1920s, already under Soviet rule.

Ideas for the construction of the "Second Trans-Siberian Railway" were put forward in the 1930s, at the same time the direction of the Baikal-Amur Mainline was determined - from Taishet through Northern Baikal, Tynda, Komsomolsk-on-Amur to Sovetskaya Gavan - and its name.

In 1935, the first small branch of the BAM - Tynda railway was laid, and a residential village of the same name was built at the site of its connection with the Trans-Siberian. Then, in 1933 and 1937, the decisions of the Central Committee of the All-Union Communist Party of Bolsheviks came out on laying a branch line to Tynda and from Taishet to the village of Sovetskaya Gavan. Already after the Great Patriotic War, a branch was put into operation between Komsomolsk-on-Amur and Sovetskaya Gavan with a length of 442 km.

Over the following years, several more sections of the BAM were built: Izvestkovaya - Urgal (1951, 340 km), Taishet - Lena (1958, 692 km). In total, 2075 km of railways were laid in the 1930s-1950s.

Full scale construction

Design and planning work was resumed in 1967. The government of the USSR attached great importance to the construction of the BAM highway for several reasons:

• the chosen direction of the Baikal-Amur Mainline, which runs from Taishet through the north of Lake Baikal to the Pacific Ocean, made it possible to shorten the route to the Far East compared to the already built Trans-Siberian;
• the road passes through rich regions of great economic importance for the country, i.e. BAM is an economically necessary facility;
• the laying of the BAM provided military-strategic protection of the eastern borders of the country.

In the 1970s, the BAM builders were given the tasks that the pioneers could not fulfill in the 1930s-1950s. According to calculations, the planned length of the Baikal-Amur Mainline was to be 3145 km, starting from the Lena station (Ust-Kut) and up to Komsomolsk-on-Amur. It was also planned to create the 2nd route Taishet - Lena (680 km) and the section BAM - Tynda - Berkakit (400 km).

Construction took place in difficult geological and climatic conditions. The slogan “BAM is being built by the whole country” was implemented in practice: hundreds of industrial enterprises (metallurgy, construction equipment, etc.) were engaged in the supply of necessary materials and components.

In April 1974, the first detachment of Komsomol members arrived at the construction site, and a year later, on the occasion of the Victory Day, the BAM - Tynda line was commissioned ahead of schedule, along which goods were transported for the construction of the main highway, and in 1977 traffic was launched along the Tynda branch - Berkakit. For the period 1979-1989. the railway line was put into operation in stages.

New technical developments

Difficult climatic and geographical conditions required the builders of the Baikal-Amur Mainline to implement and apply new technical and engineering developments.

During the construction of the highway were used:

• new principles and designs for the manufacture of foundations for bridge supports;
• innovations in tunneling;
• original technologies of drilling and blasting and construction of subgrade in permafrost conditions;
• improved methods of dealing with ice.

Cities and stations

The construction of stations and settlements was carried out in accordance with the General scheme of the regional planning of the BAM zone, which took into account multiple factors of the economic development of adjacent territories. When designing and erecting buildings, architectural solutions were used taking into account the national characteristics of the republics, whose representatives participated in the development and improvement of residential areas.

Key stations and transport hubs of the Baikal-Amur Mainline:

• Taishet is the starting point, a large railway junction (built in 1897 during the construction of the Trans-Siberian Railway), the first BAM builders lived here in 1930-1950, including Japanese and German prisoners of war.
• Severobaikalsk - a city since 1980, located on the shores of Lake Baikal, was founded during the construction of the BAM, the first settlers arrived here in 1974, now the population is more than 23 thousand people.
• Lena is a station on the 720th km of the highway, located in the city of Ust-Kut.
• Severomuisk is a station on the 1385th km of BAM.
• Tynda is the so-called heart of BAM, 2 roads branch off from it (to Neryungri in the north direction and to Skovorodino in the south).
• Neryungri is a railway station, a city in the Republic of Yakutia, located on the slopes and peaks of the Stanovoy Range, with a population of about 57 thousand (2017).
• Komsomolsk-on-Amur is a large industrial center of the Far East, located on the territory of the Khabarovsk Territory (about 250 thousand inhabitants), built by Komsomol members in 1932.
• Sovetskaya Gavan is the final destination, a city on the banks of the Tatar Strait.

During the construction period, many small settlements developed rapidly and received the status of cities on the Baikal-Amur Mainline: Ust-Kut, Tynda, Severobaikalsk, etc.

The fate of the highway builders

In 1974, BAM was declared an all-Union Komsomol construction site by a resolution of the Central Committee of the CPSU. Workers from all republics, regions and cities of the USSR came to the construction, in total 70 nationalities were represented. Over 10 years, 570 million cubic meters of earthworks were completed, 4,200 bridges and pipelines were built across rivers and other water obstacles. During the construction of the railway, 5 thousand km of tracks were laid, dozens of stations and residential buildings with a total area of ​​570 thousand square meters were erected. m, open a large number of hospitals, schools, kindergartens.

The first settlers of the Baikal-Amur Mainline came here and immediately received "lifting" from the state, they were also promised a big salary and a long annual vacation. However, at first they lived in tents and trailers, heated by autonomous batteries and stoves-potbelly stoves (electricity was often turned off). Then they began to build panel houses (with conveniences on the street) and "backfills", in which a layer of sawdust was poured between the wooden walls of the boards.

The project was international: young people and specialists from all regions of the USSR came, lived together and united. The villages were well provided with food and other goods, for their salaries the builders had the opportunity to fully relax on vacation and even buy a car.

However, everything changed in the 1990s, when enterprises began to collapse, the unemployed appeared and crime increased sharply.

Characteristics of the Baikal-Amur Mainline

The constructed BAM road passes through several regions of Russia: Irkutsk and Amur regions, Yakutia, Buryatia, Trans-Baikal and Khabarovsk regions.

Main technical and operational characteristics:

• the total length of the Baikal-Amur Mainline in the section from Taishet to Sovetskaya Gavan is 4,300 km;
• along the way, the road crosses 11 rivers, 7 mountain ranges, passes through 60 villages, stations and cities;
• tracks were laid in regions with permafrost and high seismicity - more than 1 thousand km;
• 66 railway stations and 144 sidings were built on the way;
• 8 tunnels were laid with a total length of almost 30 km, of which the longest Severo-Muisky tunnel (15,340 m) was built from 1977 to 2003;
• 2230 bridges of varying degrees of complexity were built.

A lot of reports in the press, as well as documentary and fiction books have been written about the construction process of the Baikal-Amur Mainline. However, there is still a lot of information that was classified, and now periodically appears in the press.

One of the legends that circulated among the builders of the road told about anomalous phenomena on the “ghostly” path (the segment between Taishet and Sovetskaya Gavan).

Some eyewitnesses spoke of the appearance of a silent ghost train, the story of which dates back to 1940. Then the prisoners involved in the construction rioted and seized the train with cargo, which was then bombed by aircraft. All the fugitives died, and the railway track was destroyed. After 30 years, the builders who arrived discovered a completely complete road with rolled rails. Later it turned out that it was used by the military.

The highest mountain tunnel of the Baikal-Amur Mainline is Kodarsky. Here, the workers allegedly met the ghost of the White Shaman, who usually appeared before the onset of natural disasters (earthquakes, etc.).

The most mysterious is the Severo-Muisky tunnel, which has been under construction for more than 25 years due to alternately arising technical problems and mystical surprises. Once, when a quicksand broke through, 30 people died when an already laid section collapsed, and before that, many workers heard the mysterious sounds of jackhammers from the depths of the mountain.

The most famous bridge on the BAM - Chertov, located on a sharp turn and standing on high supports 35 m high - was built to bypass the Severo-Muisky ridge until the tunnel was completed. The permitted speed of the train here is no more than 20 km / h, and sometimes it has to be pushed at all. Drivers, entering this difficult section of the road, always cross themselves and claim that “devils are dancing” in front of the locomotive.

Construction of BAM in modern Russia

In 1992, the Russian government adopted a resolution on the development of further measures to complete the construction of the BAM and the construction of the Berkakit - Tommot - Yakutsk line, but after 2 years the work was stopped due to insufficient financial support.

By 1997, the line's cargo turnover had halved compared to the maximum in 1990, at the same time the BAM self-government was liquidated, and the sections were administratively divided between the East Siberian and Far Eastern railways. In 2004, 2009 and 2011 new sections of roads were put into operation. In 2007, a decision was made to build an underwater tunnel to Sakhalin, but the work was not completed. Since 2009, the section between Komsomolsk-on-Amur and Sovetskaya Gavan has been reconstructed.

The role of BAM and its significance for Russia

The importance of the Baikal-Amur Mainline for the country can hardly be overestimated. It consists in solving many problems of the all-Russian scale:

• free access to natural resources that have been explored in the adjacent territories;
• transport support for the operation of new production complexes for the extraction and processing of gold, oil, coal, titanium, copper, etc., as well as enterprises of mining metallurgy, timber processing, shipbuilding and the coal industry;
• providing assistance in the development of vast territories rich in natural resources and minerals (1.5 million sq. km).
• ensuring the transit of goods along a shorter route (500 km less than the Trans-Siberian) between the West and the East;
• support and transfer of goods in case of malfunctions of the Trans-Siberian Railway.

prospects

In the 1970s, the construction of more than 10 territorial-industrial complexes was supposed to be built during the laying of the BAM railways, of which only one has been built today - the South Yakut coal mine. Now the route is operating at a loss, due to its insufficient workload.

According to experts and economists, the profitability of the highway can only be increased by intensifying industry and economic activity in the adjacent territories, with massive financial investments in mining and processing enterprises along the route of the road.

The prospects for the Baikal-Amur Mainline are associated with the adoption of the Strategy for the Development of Railway Transport in Russia, called "Strategy-2030", according to which the volume of investments in its construction and reconstruction should amount to 400 million rubles. It is planned to lay another 13 new railway lines.

Conclusion

The economic potential of the region is huge, but due to lack of funds, it is practically unused. There are coal and iron ore deposits, reserves of apatite, copper, gas and oil. Their development requires the further development of the transport infrastructure, the laying of new branches of the highway.

This gives hope that in the coming years the BAM resources will be used more efficiently and the work of thousands of pioneers and Komsomol members will not be forgotten, and the number of trains and transported goods will increase.

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University news

18.04.2014 To the 40th anniversary of BAM

Hero of labor and songs - BAM.
He is a lump of suffering.
BAM - and the wealth of nature temple.
BAM - and the shoulder of the Trans-Siberian.
V. Fedin. BAM - the hope of the world

Report (lecture)* on the topic "BAM - the road to the future of Russia"
(for students of educational institutions of railway transport)

Held in honor of:
40th anniversary of the construction of the highway (1974)
30th anniversary of the opening of through train traffic throughout the BAM (1984)
25th anniversary of the line commissioning (1989)

Time 60-90 minutes
Prepared by A.I. Belozerov
(Leading researcher of UNIR SGUP, Candidate of Technical Sciences,
participant in the construction of BAM)
Reviewer-editor L.S. Sotnikov
(honorary transport builder, BAM veteran)

1. Invite participants and construction veterans to a meeting with students.
2. Before the start of the lecture, the song “Live and hello forever, highway!” sounds in the audience (building). Music by P. Tolmachev, lyrics by L. Makhitarov.
3. Before the report, the lecturer briefly acquaints the audience with the scheme “Basic options for the BAM direction” showing the main points and lines (Southern option - Trans-Siberian Railway, Northern option - BAM, Taishet, Ust-Kut (Lena), Severobaikalsk, Severo-Muysky Range, Chara, Tynda , Urgal, Komsomolsk-on-Amur, Sovetskaya Gavan, etc.).
4. Further, in the course of the report, the head refers to the scheme-map of minerals in the BAM zone and the scheme for organizing the construction of the BAM.
5. The rest of the drawings are displayed on the screen (40 pieces) as needed.
6. During the presentation of the section on the trilogy, at least one scheme of the North Baikal region of the Eastern Railway, the Tyndinsky and Komsomol regions of the Far Eastern Railway is displayed on the screen.
7. After the lecture, memorable gifts are given to veterans, songs and poems of the BAM years are heard, short lively meetings with construction participants are held. The participants of the meeting get acquainted with BAM photomontages, albums, souvenirs…
8. The total time of this event, taking into account additional support, is at least 90 minutes.

Introduction

The attention of Russians has long been attracted by the vast uninhabited and hard-to-reach territories located beyond the Urals - Siberia and the Far East.
The researchers assumed that this unexplored land harbors large reserves of minerals in its bowels. Otherwise, why would the Creator so carefully protect this region with the harshness of the climate, impenetrable wilds, numerous water barriers, impregnable mountain ranges, permafrost? ..
For the vast expanses of Russia with different climatic and natural conditions, uneven distribution of natural resources and the population, railways are a mass, universal, safe, environmentally friendly and reliable mode of transport that provides all-weather round-the-clock operation and high carrying capacity at a relatively low cost of transportation.
In the 21st century The rapid process of globalization of the economy continues, in which transport in general and railways in particular play an important role. The role of transport corridors - the Trans-Siberian Railway and BAM - has sharply increased. The volume of transit cargo transportation along these highways, with the current transport capabilities, can be increased by 5-6 times. They are already capable of transporting up to 1 million containers per year. The time has come to differentiate transportation along the Trans-Siberian Railway (container and passenger) and along the BAM (freight).

(clickable)

In an insufficiently stable world, especially in connection with certain US claims to world leadership, the world system needs counterbalances that Russia can provide. For this purpose, Russia needs to develop the eastern regions, starting, first of all, with the implementation of plans for the modernization of the Trans-Siberian Railway, the construction of the North Siberian Railway and the continuation of the Small BAM to Central China.

Speaking about the importance of railway transport in our time, it is recommended to refer to an interesting century-old publication in the evening newspaper "Latest News" No. 50 for March 13 (28), 1908 under the heading "Does Russia Need the Amur Railway?"

In the 80s and 90s of the last century, the dream of M.V. Lomonosov, Decembrists and advanced minds of Russia - the Baikal-Amur Mainline was put into operation with a length of more than 4,200 km from Taishet on the Trans-Siberian Railway to the Pacific Ocean through the northern tip of the lake. Baikal.
The Baikal-Amur Mainline has become a symbol of patriotism, courage and labor heroism of the Soviet people. BAM was called the "construction of the century." It seems that it can be given an even more accurate name - "The Dream of the Ages."

Running a little ahead, let us briefly dwell on the natural conditions in the area where the BAM route passes.

Brief information about the natural conditions in the BAM zone

The natural conditions of the Baikal-Amur Railway are very diverse and complex. They are characterized by mountainous terrain in the western section and haze areas in the eastern.
Almost Arctic severity of the climate is typical for all areas of the passage of the highway, which determines the presence of permafrost, the widespread development of active physical and geological phenomena and processes, high seismicity, snow avalanches, mudflows, etc., which are the cause of large volumes of work and the complexity of construction .

Highway route passes through dissected mountain-taiga regions.
Over 3,500 streams crosses the road along its length. Among them are the largest rivers of Siberia and the Far East: Lena, Kirenga, Upper Angara, Vitim, Olekma, Nyukzha, Zeya, Selemdzha, Bureya, Amgun.
The rivers are mountainous and fast flowing.
Floods are characterized by short duration with sharp 6–10-meter rises and drops in levels, and high flow rates.

Climate the entire BAM zone is sharply continental with a long cold winter (8 months) and a short warm and rainy summer.
Average annual air temperatures throughout the BAM zone are negative and vary from minus 3.2 to minus 7.8 °С. The absolute minimum temperatures reach minus 60 °C, the absolute maximum air temperature is plus 40 °C.
The route of the highway for 410 km passes in the zone of 8 magnitude earthquakes and 740 km in the zone of 9 magnitude earthquakes.
The estimated score during design was taken no higher than 9 points, with catastrophic earthquakes with a force of 10–12 points noted.
The route passes in the southern zone of the development area eternal permafrost. This determines the combination of permafrost and thawed rocks, high-temperature (0 - minus 1.5 °С) and low-temperature (minus 1.5–6.6 °С) permafrost soils in a number of sections of the route, large differences in the thickness of the frozen strata (from 0, 5 to 100–200 m or more).
On the site from p. Lena to the Baikal Ridge, permafrost has an island character of the valley type. The thickness of the permafrost is about 30 m, the temperature is mainly from minus 0.2 to minus 0.8 °C.
Along the route, insular permafrost with a thickness of 5–20 to 60 m is also found within the Pribaikalsk and Transbaikalian high-mountain regions. There are ice lenses of various origins.
The thickness of permafrost soils at the site of st. Nizhneangarsk - st. Chara varies from 40–50 to 100 m or more. The temperature of permafrost soils ranges from minus 0.7 to minus 6.6 °C. Permafrost soils are characterized by subsidence III-IV (sandy loam, sands) and I-II categories (pebbles).
The strip of the route from Chara to Tynda is practically covered by continuous permafrost. The permafrost is confluent, mostly low-temperature.
The geocryological structure of the area of ​​the Tynda-Urgal route is more complex. Average annual temperatures here vary from 0 to minus 5 °C, and the thickness of permafrost varies in this area of ​​the route from 100–200 m in the village. Tynda up to 30-60 m in the area of ​​the village. Urgal.

In the area of ​​the Urgal-Komsomolsk-on-Amur highway, permafrost is developed, characterized by a continuous distribution of 32%, discontinuous - by 36% and insular - by 32% of the extent of frozen soils.

Throughout the highway icy conditions are observed phenomena. By type, they are river, ground and mixed.
The thickness of icing ice varies from 1–1.5 to 3–4 m, reaching 6 m in some watercourses in some winters.

underground ice are observed mainly on the floodplain and above-floodplain terraces of almost all major rivers in the highway zone. The depth of ice occurrence varies from 0.5 to 5 m, and the thickness of the ice varies from 2–3 to 10 m, and in some places reaches greater values. Underground ice develops along river terraces.
Thermokarst lakes and heaving mounds have smaller distribution areas than ground ice. The areas of individual thermokarst lakes reach 2–5 ha, and the sizes of individual heaving hillocks are up to 20–30 m in diameter and 4–6 m in height.
A characteristic feature of the landscape of permafrost regions are Marie(bogs on permafrost), covering almost the entire area of ​​floodplain terraces, low floodplain terraces and, in part, low areas of high terraces.
large-block talus, rockfalls, kurums are widespread in the area from Kirenga to Tynda and cover almost all slopes of the valleys of mountain rivers and streams.
Mudflows often form in the mountainous regions of the route, mainly from Kirenga to Tynda and from Urgal to Berezovka.
snow avalanches the highway is most threatened on the Baikal and Severo-Muisky ridges.
At the survey stage, 294 avalanche complexes were surveyed, crossed by the route or located near it. This made it possible to take into account the avalanche danger and lay the track almost along its entire length outside the avalanche zones.

Other engineering-geological processes are also developed in the area of ​​the route.

Natural resources in the BAM zone

On the vast territory adjacent to the highway, large deposits of minerals have been explored. The most promising of them are: Kholodninskoye and Chineyskoye deposits of polymetals, Molodyozhnoye deposit of chrysotile-asbestos, 25 km from the station. Taksimo, Udokan copper deposit, coal basin with Neryungrinsky section, Elga deposit and Bureinsky coal basin, gold deposits in the basins of the Vitim, Aldan, Zeya rivers. Throughout the highway there are vast forests.

Coal and hydro resources are energy sources of the development zone. In addition to the already operating Zeya and Bureyskaya HPPs and the Neryungri GRES, the Mokskaya, Mamakanskaya HPPs, Udokanskaya GRES, Tsipinsky and Nimansky hydropower cascades are proposed for development.
The development of production in the BAM zone will be concentrated around industrial hubs and promising territorial production combinations, the sequence and pace of formation of which are determined by investments and further infrastructure development. The main ones are Ust-Kutsky, Kirensky, Leno-Kazachinsky, Severo-Baikalsky, Vitimsky, Bodaibinsky, Udokansky, Tyndinsky, South Yakutsky, Verkhne-Zeysky, Selemdzhinsky, Urgalsky, Berezovsky, Komsomolsky, Aldan industrial centers.
The highway is of great importance for increasing the maneuverability of the railway network of Eastern Siberia and the Far East, for a more rational distribution of transit traffic, and in emergency situations, for a complete switching of traffic from the Trans-Siberian Railway.

Brief information about surveys, design and construction of BAM until the middle of the twentieth century

The first BAM projects arose in the 1880s, when the construction of the Trans-Siberian railway from Chelyabinsk to the Pacific Ocean began. The idea of ​​building the BAM escalated when they began to discuss the possible directions of the eastern part of the Trans-Siberian Railway, as it was then called. According to one proposal, the railway should have been built in the direction of Irkutsk, the southern tip of Baikal and along the southern shore of the lake to the Selenga and Khilok (southern version), according to another, from Taishet to the north of Baikal, from there to the Muya, then to the tributary of the Shilka River and beyond on the Amur (northern version).

It was decided to carry out surveys of the route of the future road according to both options. In 1889, a group of surveyors led by Colonel Voloshnikov made a "railway reconnaissance" of the territory between the Angara and Muya rivers. Another group led by engineer Prokhasko in the same year explored the area between the Muya and the Black Uryum (the left tributary of the Shilka).

The work carried out showed the great complexity of the relief and soils of the northern Baikal and Transbaikalia. In addition, this area was almost completely deserted. Therefore, during the construction of the Trans-Siberian Railway, preference was given to the southern option. The question of building a railway between the northern tip of Lake Baikal and the Amur disappeared, but not for long.

The possibility of laying a shorter railway line through the northern tip of Lake Baikal constantly attracted the attention of specialists in subsequent years. Instead of designing a large highway through the north of the Baikal region, projects began to be put forward to connect the Lena gold mines with the Trans-Siberian by a railway line. In order to solve this problem in the prewar period, that is, before 1914, a number of reconnaissance (purely preliminary) surveys were carried out in the following directions: Irkutsk - Bodaibo, Irkutsk - Zhigalovo, Irkutsk - Verkholensk, Irkutsk - Kachug, Taishet - Bratsk - Ust- Kut and others.

However, there was still no systemic picture of the mineral resource base, which was still not in demand by the Russian economy. The process of development by railways of the Euro-Asian spaces at that time was just beginning. The need to ensure the security of the eastern borders of the Russian Empire brought to life a grandiose project for the construction of the Trans-Siberian Railway, brilliantly implemented in an incredibly short time. And if the loss of Alaska did not cause any political reaction, then the defeat in the war with Japan, the loss of the Kuril Islands, South Sakhalin and influence in Manchuria put on the agenda a more balanced policy, led to the need for serious economic development of the regions of Siberia and the Far East, for which there was a catastrophic lack of population and transport routes. It is no coincidence that the plans for railway construction along the “northern route” in today's BAM zone date back to this time.

The railway to the Lena mines was not built, but the work on its exploration did not remain fruitless. As a result of the research, extensive material on the relief, soils, soils, etc. was collected and processed. And the direction Taishet - Ust-Kut was the western part of the BAM.
The outbreak of World War I interrupted the exploration of the steel route from the central part of Eastern Siberia to the Amur through the north of Lake Baikal. Thus ended the first period of the "biography" of BAM. The second was destined to begin under Soviet rule.

Russia's defeat in the Russo-Japanese War (1904-1905) showed the vulnerability of the Trans-Siberian Railway. Since the 1880s The main motive for the construction of BAM was the military-strategic goal of the government. This motif retained its significance in Soviet times.

In 1930, the Dalkraikom of the All-Union Communist Party of Bolsheviks sent a proposal to the Central Committee of the All-Union Communist Party of Bolsheviks and the Council of People's Commissars of the USSR to design and build a second Trans-Siberian Railway with access to the Pacific Ocean. In this document, the future railway was first called the "Baikal-Amur Mainline". In April 1932, the first government decree "On the construction of the Baikal-Amur Mainline" appeared. Design organizations have begun surveying the BAM route.

After the restoration of the economy, destroyed by the civil war and during the years of intervention, our country began the systematic involvement in the economic circulation of the natural resources of the eastern regions. Large-scale railway construction began in the sparsely populated parts of the country. Research began on the railway track on the BAM route as well.
The first survey work on the eastern section of the BAM began in 1926–1928. A special corps of the Railway Troops of the Red Army participated in them. The beginning of mass survey work at BAM dates back to May 1931.

Dalzheldorstroy of the People's Commissariat of Railways conducted reconnaissance surveys at the Klyuchi - Kirensk section and surveys at the Bochkarevo - Nikolaevsk-on-Amur and Khabarovsk - Sovetskaya Gavan sections. Initially, BAM was considered within the eastern section - from the Urusha station of the Trans-Baikal Railway to the village of Permskoye on the Amur.

To conduct research, a special East Siberian expedition of technical surveys was created - in short, Vostizheldor.

The survey used aerial photography. For the first time, Art. Bam (Tahtamygda, near the Trans-Siberian Railway docking point with BAM). The general direction of the BAM route with strongholds Taishet - Severobaikalsk - Tyndinsky - Urgal - Komsomolsk-on-Amur - Sovetskaya Gavan was determined.
As planned, in 1933 the final surveys on the site Takhtamygda - Tynda were completed, and in the same year from the station. Bam Trans-Baikal Railway construction began.

In the following year, 1934, final surveys were carried out at the Tynda - Ust-Niman section and preliminary surveys at the Ust-Niman - Komsomolsk-on-Amur section.

For 1932–1934 surveys of the railway line Volochaevka - Komsomolsk-on-Amur were completed and its construction began. The railway was needed by a large Komsomol construction site, which was unfolding at that time on the Amur. At the same time, it was the approach line to the BAM, that is, it was supposed to serve as a kind of its rocade.
The search for another access railway line to BAM Urgal - Izvestkovaya began in 1934.
Since 1932, exploration work has also been carried out on the extreme eastern section of the BAM - from Komsomolsk-on-Amur to Sovetskaya Gavan.

In the central and western sections of the Baikal-Amur Mainline, surveys were carried out on a much smaller scale.
In 1932–1936 The NKPS also carried out a number of surveys at the Taishet-Ust-Kut section.

In 1937, the second resolution on the construction of the BAM was issued. The current route from Taishet through Ust-Kut, Nizhneangarsk, Tynda, Urgal, Komsomolsk-on-Amur to Sovetskaya Gavan was approved. The brewing Soviet-Japanese conflict made it necessary to speed up the process of increasing military transportation along the Trans-Siberian Railway. In 1937–1938 a significant part of the workforce was involved in the construction of the second tracks of the Trans-Siberian. Work at BAM was curtailed. For the development of survey and design work, Bamtransproekt was created (since 1939 - Bamproekt).

At the end of 1937, through the efforts of Bamlag prisoners, the construction of the 178-kilometer section Bamovskaya - Tynda was completed, which was dismantled in 1942.
On the Izvestkovaya-Urgal section (339 km), work began in 1937. In 1942, the line was put into operation with large imperfections, and in 1943 it was dismantled.
By 1941, 123 km of track from Urgal to Komsomolsk had been built, and then mothballed.

On the Taishet-Padun section, construction began in 1938. By 1941, 68 km of track had been laid, which was mothballed at the end of 1941. At the same time, construction was suspended on the Komsomolsk-on-Amur-Sovgavan section.

During the Great Patriotic War, rails, metal spans and railway equipment of BAM were used to build the "Zavolzhskaya rokada" Saratov - Stalingrad.
As a result, in 1942, the railway communication on the already built sections of the BAM was terminated.
In 1943, the State Defense Committee of the USSR began the accelerated construction of the section Komsomolsk-on-Amur - Sovetskaya Gavan (468 km).

The tight deadlines for construction did not allow crossing the Sikhote-Alin ridge with a tunnel. The railway in this section was laid as an open track along the Kuznetsovsky Pass using curves with a radius of 200 m and triple traction slopes. Pass bypasses were operated during 1945–2012. Ferry (in summer) and ice (in winter) crossings at the Amur crossing near Komsomolsk functioned for more than 30 years (from July 1945 to September 1975).

In July 1945, the railway line to Sovetskaya Gavan went into operation. In 1945, the construction of the railway was resumed. line Taishet - Ust-Kut. In 1947, the Taishet-Bratsk line was opened. In July 1951, she was brought to st. Lena (Ust-Kut).
The Lime - Urgal branch was restored.

From the late 1950s to the late 1960s. minor work was carried out to fill the embankment, to develop the rock to the west of Komsomolsk-on-Amur. The constructed section of the road from Komsomolsk to Berezovka (Veli) was used for timber removal.

In the 1930s–1950s at the expense of public funds, 2,075 km of railways were built (mainly according to lighter standards) on the approaches to the BAM and on the end sections.
In 1953, after the death of I.V. Stalin, until the mid-1970s. there was a break in construction. However, the military confrontation between the USSR and China on Domanskoye forced the government to resume large-scale work on the BAM.

About the forty-year-old BAM

In 1967, the Central Committee of the CPSU and the Council of Ministers of the USSR issued a resolution on the resumption of design and survey work at the BAM. They were assigned to carry out by seven institutes of Glavtransproekt MTS.

Mosgiprotrans carried out the general management, the development of the main technical solutions for the projected highway, and the analysis of the general direction in the new design standards. The design of some of the most complex objects, the solution of scientific problems was carried out by specialized institutes of the MTS and the Ministry of Railways, as well as research and design organizations of other departments.

The All-Union Order of the October Revolution Scientific Research Institute of Transport Construction (TsNIIS) developed and implemented two all-Union scientific and technical programs for new progressive designs, technical solutions, and improvement of technological processes. He coordinated the activities of about 100 co-executing organizations.

In 1964–1974 design and survey work was carried out taking into account new technical conditions, seismic hazard, replacement of locomotive traction with diesel and electric ones.

Since 1974, work on the construction of the BAM unfolded on a broad front.

On July 8, 1974, the Decree of the Central Committee of the CPSU and the Council of Ministers of the USSR "On the construction of the Baikal-Amur Railway" was issued. A commission of the Council of Ministers of the USSR for the construction and development of BAM was created (July 1974), a powerful construction organization Glavbamstroy (heads K.V. Mokhortov and E.V. Basin (since 1986) in the rank of deputy ministers of transport construction). Glavbamstroy was entrusted with the construction of the western part of the highway from Ust-Kut to Tynda (inclusive), the line Bamovskaya - Tynda - Berkakit (Small BAM) and the second route from Taishet to Lena. On the section from Lena to Tynda with a length of 1,641 km, a dozen and a half production departments and construction associations, powerful trusts and more than 20 patronage organizations were involved.

The eastern section from Tynda to Komsomolsk-on-Amur, 1,459 km long, was built by the Railway Troops under the leadership of the chiefs, Colonel General A.M. Kryukov and K.M. Makartsev (1983) by the forces of the Tyndinsky and Chegdomynsky corps, consisting of eight separate railway brigades, two bridge regiments, the Urgalbamtransstroy trust, about 20 patronage organizations and partly Mostostroy-8.

The construction of the tunnels was entrusted to the Glavtonnelmetrostroy (completion of the 1,807-meter Duse-Alin tunnel in the eastern section by the railway troops), and the construction of large bridges over 100 meters long was carried out by the forces of the Glavmostostroy.

The necessary funds were allocated for the construction of the first category railway with a length of 3,100 km, the second line Taishet - Lena (721 km) and the Small BAM (399 km).

At Maly BAM, 300 km of highway roads were laid, and an earthen bed in the amount of 35 million m3 was erected. Volunteer Komsomol members, construction workers from the Ministry of Transport and Construction, student construction teams from the USSR, Bulgaria, Hungary, Mongolia and other countries became the main building forces.

A powerful flow of financial resources and equipment was sent to BAM.

On July 25, 1978 and July 12, 1985, the Decrees of the Central Committee of the CPSU and the Council of Ministers of the USSR "On measures to ensure the construction of the Baikal-Amur railway" and "On measures to further the construction of the Baikal-Amur railway" were issued; January 4, 1992 - Decree of the Government of the Russian Federation "On measures to complete the construction of the Baikal-Amur Railway and the construction of the railway line Berkakit - Tommot - Yakutsk."

The construction of the BAM main route was carried out in eight directions: from the station. Lena to the east, from st. Komsomolsk-on-Amur to the west, from the stations of Tynda, Novy Urgal and Berezovka (Postyshevo) to the east and west. Along with the laying of the railway line, residential settlements, cultural centers, consumer service institutions were built, industrial and technical buildings, communications were built, and settlements were improved.

The importance of the construction of the BAM for the economic development of Siberia and the Far East was never denied, its economic feasibility was implied, and the military-strategic necessity was emphasized. The large BAM, whose construction began in July 1974, was impossible without the preliminary implementation of connecting branches to it, invaluable experience in surveys, design and construction, accumulated since the early 1930s. The main direction of the route Ust-Kut - Nizhneangarsk - Chara - Tynda - Urgal - Komsomolsk-on-Amur - Sovetskaya Gavan, finally chosen in 1942, turned out to be optimal.

At the XVII Congress of the Komsomol, the highway was declared an All-Union Komsomol construction site. Construction organizations were sent from the republics, territories, regions and cities to build settlements at the stations. Uoyan was built by Lithuania, Kichera by Estonia, Tayura by Armenia, Ulkan by Azerbaijan, Soloni by Tajikistan, Alonka by Moldova, Zeysk by Bashkiria, Fevralsk by Krasnoyarsk, etc.

The BAM used the latest designs, methods of construction and operation of facilities in the most difficult hydrological conditions, powerful equipment and rational labor methods. So, for example, track ballasting was carried out immediately after the laying of the rail-sleeper grid. This made it possible to preserve the subgrade, increase the speed of trains, and ensure the safe passage of heavy cranes and heavy rolling stock.

During the construction of artificial structures, progressive structures and technologies were used: corrugated metal culverts, columnar and gantry bridge supports, unified concrete blocks, suspended installation and longitudinal sliding of superstructures. A way was found to preserve permafrost soils using liquid cooling systems. For the first time here, methods were developed and implemented to control the thermal regime of embankments on subsidence during thawing, using structures made of sorted stone, foam plastic and geotextiles.

During the electrification of sections of the BAM, unconventional solutions were found for the construction of longitudinal power lines. The operation of the constructed sections of the road was carried out in the conditions of the ongoing construction of the railway track. New methods of organizing the transportation process in difficult technological and climatic conditions were introduced.

June 29, 1979 on ra. Urkalt was docked at the Urgal-Berezovka section. The through movement of trains along the so-called Far Eastern Ring was opened.

17 (28) * April 1984 at times. Miroshnichenko (491 km east of Tynda, 2,835 km from Taishet), the eastern section of the BAM was docked.

On September 20 (29) *, 1984, the path of the western section of the BAM was docked at times. Balbukhta ( 1,608 km from Taishet, 876 km east of st. Lena).
* In parentheses are the dates of official celebrations dedicated to the opening of train traffic.

October 1, 1984 at st. Kuanda was laid the "golden link" of BAM. The 10-year stage of construction of the highway was completed. On October 27, 1984, the first two passenger trains with honorary passengers from Ust-Kut and Komsomolsk arrived in Tynda. Through traffic of trains along the BAM has opened!

During 1980–1988 sections of the highway were gradually put into permanent operation at start-up complexes. At the end of 1989, an act of the State Commission was signed on the acceptance into permanent operation of the last hauls of the BAM:
- in September 1989, the section Verkhnezeysk (Zeysk) - Tungala (156 km) was put into permanent operation;
- in October 1989 - Taksimo - Chara (250 km);
- at the end of 1989 - Angarakan - Taksimo (101.5 km) bypassing the Severo-Muisky tunnel with a slope of 18 ‰.

However, the longest 15-kilometer tunnel in Russia under the Severo-Muisky ridge remained unfinished. The tunnel route crosses four fault zones filled with water. Tunneling was associated with chemical fixation and freezing of soils. The constant movement of trains along it began on December 5, 2003. The reasons for the long construction were the erroneous assessment of all the difficulties of the future construction of the tunnel and delays in financing ( especially in recent years).

Before the tunnel was put into operation, the movement of trains was carried out from March 8, 1983 to November 1989 along a bypass 26.4 km long with a longitudinal guiding slope of 40 ‰, and from November 1989 to December 2003 - along a bypass with a length of 54, 3 km (open track of the second track) with a slope of 18 ‰.

The length of the tunnel is 15,343 m in a single-track double-slope design at a depth of up to 1,000 m. The length of all passed workings of various sections during the construction period was 43.1 km. The volume of rock removed from the faces during the construction of the tunnel is 2.9 million m3. At the peak of the construction work of the almost 30-year period of construction of the BAM (1974–2003), up to 6 thousand people were simultaneously involved. The builders did a colossal job: they removed more than 2 million m3 of soil, laid 700,000 m3 of monolithic reinforced concrete, and assembled 70,000 tons of metal structures. The mileage of double-traction trains along the detour was 39 km, the costs were 15 million rubles. per year, the travel time is 2.5 hours, and the mileage through the tunnel was 15 minutes with a single traction. As a result, the level of train traffic safety has increased.

In 1996, the BAMZhD was disbanded: its western section (up to the Hani station) went under the control of the East Siberian, and then - the Far Eastern Railway. BAM made it possible to solve complex issues of economic development of the region rich in raw materials, a new outlet to the Pacific Ocean, connected our state with the countries of the Asia-Pacific region. BAM reduces the range of cargo transportation compared to the Trans-Siberian to Tynda by 590 km, to Komsomolsk - by 488 km, to Khabarovsk - by 230 km.

So, the final point in the construction of BAM can be considered December 5, 2003 - date of commissioning of the Severo-Muisky tunnel.

Summing up the above, one should once again dwell on the phased overcoming of barrier places during the construction of the BAM and ice floes.

Detours of barrier places and anti-icing struggle

As mentioned above, the design and construction of the BAM was carried out in difficult natural conditions, with off-road, inaccessibility and little-studied area of ​​​​the route, which affected the organization and technology of work, the construction had a number of features. Let's focus on just two of them.

Firstly, on the phased overcoming of barrier objects using detours, and secondly, on the fight against icing when arranging excavations.

The approved projects provided for the construction of 18 bypasses of barrier places at the first stage, including the Baikal tunnel and bridges across the Vitim and Bureya rivers. During the construction of the highway, the number of objects constructed in stages for various reasons increased four times.

All sections of the pass tunnels (Baikalsky, Mysovykh, Severo-Muysky, Kodarsky and Nagorny (Small BAM)) were built at the first stage with bypasses and using curves of small radii (200 m) and longitudinal slopes up to 40 ‰.

These bypasses were operated up to 5–7 years or more. So, the detour along the open route of the Severo-Muisky tunnel with a slope of 18 ‰ was operated for more than 14 years, through the river. Vitim - more than 5 years, through the river. Bureya is more than 7 years old.

One of the main conclusions follows: the gradual overcoming of the barrier sections of the subgrade and artificial structures allows, with the same means and resources, to bring the timing of the opening of train traffic, to reduce the construction time of the line as a whole.

It should be regarded as an important technological technique that makes it possible to: deploy work on a wide front, significantly reduce the cost of the transport scheme for the delivery of construction and often commercial goods, solve the problems of technical cover of the most important railway facilities in advance and ensure the uninterrupted movement of trains in emergency situations.

At the same time, the costs of additional work on the arrangement of bypasses and other temporary solutions are covered by reducing the cost of transporting goods by rail instead of transporting by road, as a rule, within 2–3 years.

Noteworthy is the conclusion about the expediency of using a stage-by-stage scheme for the construction of settlements and stations in projects for the organization and production of work.

Only in the Zmeika-Verkhnezeisk section (120–341 km east of Tynda) with a length of 221 km out of 34 cuts with a volume of 100 thousand m3 or more, the icing hazard manifested itself in 17 cuts (50%). Further, in the section to Ulagir (120–470 km), the actual amount of icing increased during construction by more than five times compared to the number identified at the survey and detailed design stages.

At all excavations of the site, a whole complex of expensive anti-icing measures was often used (arrangement of temporary wooden trays with and without insulation of different heights, insulated reinforced concrete trays (with and without electric heating), drilling of water-reducing wells with drainage, drilling and blasting in rock excavations, etc.) . The cost of anti-icing fighting on a number of cuts in this section has become comparable to four times laying and ballasting the track.

From the experience of designing and building anti-icing devices on the eastern section of BAM, it follows that in the process of surveying it is necessary to provide for a deeper and more thorough examination of route options in order to minimize ice-prone areas, design effective anti-icing devices and measures in advance, strive to reduce the length and depth of excavations, apply for the period of construction of anti-icing devices in ice-dangerous excavations, temporary detours.

BAM in numbers

The volumes of the main survey works performed for the development of the BAM technical project only after 1967 amounted to:

• laying the track (with options) - 7,600 km,


• the same cameral - 36,200 km,


• aerial photography ( reduced to a scale of 1: 25,000) – 104,700 km2.

For more than 50 -year period of construction of the BAM (with the Small BAM), a huge amount of work was done.
During the period of development, consideration and approval of technical projects from 1967 to 1977. the initial data for design were repeatedly changed, including the size of transportation (from 35 million tons per year to 15 million tons). The changed size of traffic according to the updated technical designs of the BAM sections, taking into account the decisions made during the detailed design, amounted to:
– 24–26 million tons per year at the Ust-Kut – Tynda section;
– 8–9 million tons per year at the Tynda – Urgal – Komsomolsk section.

Through the rocks, through the taiga, through the swamps and permafrost, 5,823 km of main and 1,912 km of station railway ways. A total of 5,016 bridges and other artificial structures were built, including 142 large and out-of-class bridges.
BAM today is 3,507 km. This is the length of the railway track from west to east: from Ust-Kut to Komsomolsk-on-Amur (together with the Bamovskaya - Tynda - Berkakit branch). The construction length of the highway without the Small BAM is 3,100.6 km. More than 3,800 turnouts were installed at separate points, and about 10 million m3 of ballast were laid on the way.
To provide access to the BAM zone, the builders had to build more than 3,000 km of highway roads.

Near 500 million m3 of soil- this is the volume of earthworks on the construction of the highway.
For the construction of the highway, a territory with an area of 34.4 thousand ha, the total area of ​​allotment for temporary settlements amounted to 8.1 thousand hectares.
Built on the BAM route 48 settlements, the cities of Ust-Kut, Severobaikalsk, Tynda, Chulman were built.
Focusing your attention, we emphasize once again that 39 patronage organizations participated in the construction of 39 villages and 2 cities at the BAM stations, including: Leningrad (Severobaikalsk station), Latvian and Belorussian SSR (Taksimo station), Moscow (st. Tynda), Moscow region (st. Dipkun and st. Tutaul), Novosibirsk region (st. Tungala and st. Postyshevo), Ukrainian SSR (st. Urgal).

At the height of construction, the BAM team consisted of approximately 130 000 man over 75 nationalities, In total, over 15 years of construction at BAM, more than 50 000 students.
For 15 years only for Glavbamstroy received professional training 84 236 workers, completed off-the-job training 338 883 builder. Near 8 000 builders received secondary and higher education in absentia.
In the Railway Troops during the BAM period, the sergeants were trained in training units and subunits in 28 full-time specialties. The main full-time specialists were also trained in training units in 39 specialties (electricians, locksmiths, crane operators, bulldozer operators, drivers, riggers, slingers, train compilers, switchmen, station attendants, etc.). The training of specialists of mass professions was carried out directly in formations and units at training camps and in technical circles.
These two figures are given in order to better understand what damage has been done to the national economy of the country due to the almost complete disbandment of parts of the ZhDV in recent years.
In the trust "Urgalbamtransstroy" and the BAM units of the Railway Troops, there were civilian specialists 20 950 Human.
The number of BAMZhD employees in 1989 was 44 996 Human.

Construction BAM organizations had high technical equipment. For example,
- the car park of Glavbamstroy in 1983 consisted of 6 067 units.;

- as of January 1, 1982, he worked on the construction of facilities on the western section of the BAM 791 high-capacity bulldozer, including those made in the USA - 491 units, Japan - 300 units.

As of 01/01/1990, the organizations of the design and production construction association Bamtransstroy (Glavbamstroy) included:
– excavators – 681 units;
- bulldozers on tractors and tractors - 8215 units;
- cranes for various purposes - 1,045 pcs.
For the eastern section for the period 1974–1989. the total volume of road transport amounted to 503.8 million tons.

Here are some figures in terms of value.
The corrected projects for the construction of the BAM in accordance with the Decree of the Central Committee of the CPSU and the Council of Ministers of the USSR of July 12, 1985 No. 651 "On measures for the further construction of the Baikal-Amur Railway" were approved by the Ministry of Railways in the amount of 9,580.7 million rubles. in 1984 prices
The cost of construction of 1 km of tunnels in the western section (19.82 million rubles) in terms of capital investments exceeded the estimated limit for 1 km of the line excluding tunnels (3.09 million rubles) by 6.4 times.
The estimated limit on capital investments per 1 km of the western section is 1.75 times higher than for the construction of 1 km of the eastern section.

BAM awards

The country's leadership highly appreciated the work of the BAM workers. During the period of construction of the Baikal-Amur Mainline 1974-1990. for their labor heroism, professional skills, inventiveness and ingenuity, the most distinguished participants in the grandiose construction were awarded the high title of Hero of Socialist Labor, a number of organizations and tens of thousands of builders, designers and operators, representatives of all spheres of construction services were awarded orders and medals of the USSR, the RSFSR of various denominations.

In 1984, the year of the “golden docking”, 10 construction trusts and divisions were awarded high government awards, including for the great successes achieved during the construction of BAM, were awarded:

• Order of the October Revolution- the first (Chegdomynsky) railway building, the All-Union Scientific Research Institute of Transport Construction and the Nizhneangarsktransstroy trust;


• Order of the Red Banner of Labor- trusts "Zapbamstroy-mekhanizatsiya" and "Mostostroy-10", Voronezh bridge plant, construction department "Bamstroyput", 35th (Tyndinskaya) railway brigade;


• Order of the Badge of Honor- SMP No. 573 and design and survey institute "Dalgiprotrans".

The personnel of the 4th (Dipkunskaya) and 39th (February) railway brigades were awarded Pennants of the Minister of Defense of the USSR"For courage and high labor heroism shown during the construction of BAM."

Many construction organizations and enterprises were awarded commemorative banners.
More than 94,590 people were awarded orders and medals for labor achievements in the construction and operation of BAM.
medal "For the construction of the Baikal-Amur Mainline" from the moment of its establishment (October 1976) to 1990 (inclusive) was awarded 88 610 Human.
For outstanding success and heroism in the construction of BAM 34 participants in the construction were awarded the high title of Hero of Socialist Labor, among them: Efim Vladimirovich Basin, Vasily Serafimovich Belopol, Vladimir Aslan-Bekovich Bessolov, Ivan Nikolaevich Varshavsky, Grigory Iosifovich Kogatko, Mikhail Konstantinovich Makartsev, Konstantin Vladimirovich Mokhortov.
At the initiative of the Central Committee of the All-Union Leninist Young Communist League, more than 54 000 Human. Among the builders of the "road of the century" there are 60 laureates of the Lenin Komsomol Prize, more 25 000 Bamovites were awarded various awards of the Komsomol Central Committee.
More 1 million people made up the population of BAM before putting the highway into permanent operation. Unfortunately, the outflow of the population continues today.

About the release of the trilogy

On the eve of the approaching date - the 40th anniversary of the start of the construction of the Baikal-Amur Mainline (1974-2014), SGUPS released the trilogy "BAM - the road of our destiny: yesterday and today."
The three-volume edition was published with the aim of generalizing, preserving, studying the experience of building the BAM and using it in the construction of railways, perpetuating the memory of the participants in the construction and operation of the highway.
The application of BAM's experience will help reduce the duration of line construction, identify opportunities to reduce initial investment in the construction of railways and reduce their payback period in modern conditions.

In the publication on 1 756 A4 pages and 15 applications given:
168 articles and materials with memories 162 authors and immediate sites and veterans of those events 330 short biographies prospectors, designers, builders, operators and scientists, 1 375 illustrations.
A special place in the publication is occupied by the use of BAM's experience in the construction of railways in similar conditions, including, as mentioned above, the protection of the railway under construction from icing, the gradual overcoming of barrier facilities and sections, the determination of the role of BAM as a generator of innovation in transport construction , formulating proposals and recommendations for the construction of railways based on the experience of constructing a railway track at BAM.

Conclusion

BAM is a railway I category, equipped with the most advanced technology, with maximum automation of production processes, dispatcher centralization of train traffic control, electrical centralization of switches and signals, heavy-duty rails. All this is aimed at ensuring high throughput of the road.
Behind all this stands the titanic labor of all the people of our country, the Union of Soviet Socialist Republics. The main creators of the legendary highway are ordinary workers and soldiers from a worker to a minister and from an ordinary to a general. The entire construction site lived with one breath, with a thirst to fulfill the task set by the government to open the movement of trains on the head sections and put the launch complexes into permanent operation on time and with good quality. The photos below speak volumes about this. It can be unequivocally stated that the highway was built by the hands of young people.

The construction has gone through periods of praise and denigration, understanding of its necessity and censure. But life confirms the importance and correctness of construction. BAM is the road to the future of Russia!
The time has come for the revival of BAM. The volume of transit cargo transportation is growing. For the development of adjacent territories to the BAM, transport approaches are needed. The railway to Yakutsk (to the Bestyakh station) is being activated, coal is being shipped from the Elga deposit; On December 25, 2012, the movement of trains along the New Kuznetsovsky Tunnel was opened; the planned modernization of the line is underway with the opening of additional branch points, second-stage sidings, and the installation of double-track inserts; transport approaches to the Chineysky deposit of polymetals and chrysotile-asbestos in the area of ​​st. Taksimo, etc. Work is also underway to clear bottlenecks on the Trans-Siberian.

Up to 2018, it is planned to spend 562 billion rubles for the modernization of BAM and the Trans-Siberian Railway.
BAM was, is and will be needed for centuries!

I would like to end our conversation with Vasily Fedin's quatrain from the poem "BAM - the road to the wealth of Russia":

The dream of generations has passed through the centuries,
Breaking mountains and destinies.
Baikal-Amur road hand
From now on, it will be here forever!

Answer left Guest

1) 9298.2 km - this is the longest railway in the world
2) Northern - Moscow - Yaroslavl - Kirov - Perm - Yekaterinburg - Tyumen - Omsk - Novosibirsk - Krasnoyarsk - Vladivostok.
New - Moscow - Nizhny Novgorod - Kirov - Perm - Yekaterinburg - Tyumen - Omsk - Novosibirsk - Krasnoyarsk - Vladivostok.
Southern - Moscow - Murom - Arzamas - Kanash - Kazan - Yekaterinburg - Tyumen (or Petropavlovsk) - Omsk - Barnaul - Novokuznetsk - Abakan - Taishet - Irkutsk - Ulan-Ude - Chita - Khabarovsk - Vladivostok.
Historical - Moscow - Ryazan - Ruzaevka - Samara - Ufa - Miass - Chelyabinsk - Kurgan - Petropavlovsk - Omsk - Novosibirsk - Krasnoyarsk - Vladivostok.
4) Moscow, Nizhny Novgorod, Kazan, Samara, Ekaterinburg, Novosibirsk, St. Petersburg, Ufa, Tyumen, Perm, Omsk, Bratsk, Ust-Kut, Kirov, Lipetsk, etc.
5) The composition and direction of cargo flows along any line, and not just along the Trans-Siberian Railway, is determined by what and where is mined, produced and consumed in the gravity zone of the main line, and where this mined is sent, and from where the consumed is imported.
Here pollock, for example, is always transported along the Trans-Siberian Railway in a western direction, and the forest is from Siberia in the direction where it is scarce.
6) The Government of the Russian Federation and Russian Railways have developed and are implementing a set of measures to further increase the transit potential of the entire transport corridor between Europe and the countries of the Asia-Pacific region, formed on the basis of the Trans-Siberian Railway, namely:

large-scale investment projects are being implemented in the eastern part of the Trans-Siberian to ensure the growth of rail traffic and transit between Russia and China;
the necessary development of railway stations on the border with Mongolia, China and the DPRK is being carried out;
approaches to seaports are being strengthened;
container terminals are being modernized in accordance with international standards.
a comprehensive reconstruction of the Karymskaya-Zabaikalsk section is underway to ensure the growing volumes of cargo transportation to China (primarily oil).

Until 2015, Russian Railways plans to allocate about 50 billion rubles for the reconstruction of the Trans-Siberian Railway.

In accordance with the "Strategy for the development of railway transport in the Russian Federation until 2030", it is planned to specialize the Trans-Siberian Railway for the passage of specialized container trains and for passenger traffic.

Natural conditions for the functioning of the Trans-Siberian Railway, the impact of these conditions on the functioning of transport

Natural conditions for the functioning of the Trans-Siberian Railway, the impact of these conditions on the functioning of transport

• The Trans-Siberian Railway is a powerful double-track electrified railway line with a length of about 10,000 km.

  km, equipped with modern means of informatization and communication. It is the longest railway in the world, a natural continuation of the pan-European transport corridor No. 2. The technical capabilities of the Trans-Siberian Railway now allow transporting up to 100 million passengers.

  tons of cargo per year, including 200,000 twenty-foot equivalent containers (TEU) from the countries of the Asia-Pacific region to Europe and Central Asia. In the future (with the use of BAM capacities), the volume of these transportations can be up to 1 million units per year.

  The highway passes through the territory of 20 constituent entities of the Russian Federation and 5 federal districts. There are 87 cities on the Trans-Siberian with a population of 300,000 to 15 million people. 14 cities through which the Trans-Siberian Railway passes are the centers of the constituent entities of the Russian Federation. These resource-rich regions have significant export and import potential.

  In the regions served by the highway, more than 65% of the coal produced in Russia is mined, almost 20% of oil refining and 25% of commercial timber production is carried out. More than 80% of the country's industrial potential and main natural resources are concentrated here, including oil, gas, coal, timber, ferrous and non-ferrous metal ores, etc.
  In the east, through the border stations of Khasan, Grodekovo, Zabaikalsk, Naushki, the Trans-Siberian Railway provides access to the railway network of North Korea, China and Mongolia, and in the west, through Russian ports and border crossings with the former republics of the Soviet Union - to European countries.

  At present, Russian Railways is ready to increase the volume of container traffic along the Trans-Siberian Railway by 2-2.5 times, and, subject to an increase in the fleet of specialized cars and the capacity of port terminals, by 3-4 times.
  Since 1999, the volume of container traffic on the Trans-Siberian Railway has been constantly increasing by an average of 30-35% per year. In 2004, the total volume of container traffic along the Trans-Siberian Railway amounted to 386.95 thousand in twenty-foot equivalent (TEU), incl.

  including transit 155.4 thousand TEU, export - 118.6 thousand TEU, import - 113 thousand TEU. In the international communication for 2004.

  3247 container trains followed. The total volume of cargo transportation in containers along the Trans-Siberian Railway from the Asia-Pacific countries to Western Europe amounted to 155.7 thousand containers in TEU against 117.2 thousand in 2003 and 70.6 thousand in 2002.
  In 2005, the total volume of traffic amounted to 388.3 thousand TEU containers (including 139.2 thousand - import, 124.8 thousand - transit and 124.3 thousand

  export). In the communication between Russia and China, 134.9 thousand containers were transported (2004

  Characteristics of the Trans-Siberian Railway according to the plan:

  - 121.1 thousand containers). More than 65% of them were transported through the port of Vostochny, 25% - through the border crossing Zabaikalsk

Attention, only TODAY!

One of the biggest achievements of the 19th and early 20th century was the construction of the Trans-Siberian Railway
Learn the history of the Trans-Siberian Railway

History of the Trans-Siberian Railway

INTRODUCTION

The main route of the Trans-Siberian Railway starts from Moscow and goes to Vladivostok, however, the Trans-Siberian Railway has several branches:

Trans-Mongolian Highway was built in 1940-1956. between the city of Ulan-Ude, located just to the east of Lake Baikal, and the capital of China.

From Ulan-Ude the road goes south through the whole of Mongolia, crossing the Gobi Desert, and ends in Beijing. The length of the route from Moscow to Beijing is 7867 kilometers.

Transmanchurian Highway branches off from the main route of the Trans-Siberian at the Karymskaya station, located east of Lake Baikal. After Karymskaya, the railway line turns to the southeast and goes through Zabaikalsk and Manchuria through Chinese territory to Beijing. The length of the route from Moscow to Beijing is 9001 kilometers.

3. Baikal-Amur Mainline (BAM) was officially opened in 1984. This road starts in Taishet and stretches to Sovetskaya Gavan, a city on the Pacific coast.

BAM is located several hundred kilometers north of the Trans-Siberian Railway and runs parallel to it. For tourist trips, this section is practically not used, because.

there are no trains that would run along the entire highway from beginning to end. If you decide to take this railroad, you will have to make several transfers and possibly take a bus to get to your destination.

STORY

The impetus for the creation of the Trans-Siberian Railway was mainly economic considerations related to the size of our country. But in the end, the developed project became a matter of national pride.

Despite these worthy motivations, the railway project was in development for a long time, and the road construction progressed even more slowly.

The idea of ​​creating a railway to the outskirts of Siberia arose in the middle of the nineteenth century. But that was only the beginning of the story. Among those who proposed various projects for the creation of the road, there were also foreign companies. But the Russian leadership did not want to increase foreign influence in Siberia and the Far East. Thus, it was decided to build the road using funds from the Russian treasury.

In 1886, 25 years after the idea of ​​creating the Trans-Siberian Railway was first voiced, Emperor Alexander III finally decided that he had already heard enough considerations on this project.

It's time to act. Thus, in 1887, three research expeditions were formed and sent to study the lands through which the road was to pass. Continuing the policy of refusing foreign participation in the creation of the road, the authorities announced that "The Siberian railway, this great people's work, must be carried out by Russian people and from Russian materials." Construction began in February 1891 simultaneously from Chelyabinsk and Vladivostok.

Starting point - Vladivostok

Alexander III, inspired by the idea of ​​the Trans-Siberian Railway, instructed his son to start building a large railway through Siberia in order to "connect the abundant natural gifts of the Siberian regions with the network of internal rail communications."

Young Nikolai Alexandrovich, following the order of his father, on May 31, 1891, took part in a solemn prayer service on the occasion of the start of the construction of the road, as well as in the ceremony of laying the first stone of the railway station and a silver plate in honor of the start of construction. Construction has begun.

Difficult task

The implementation of the project was hampered by severe climatic conditions.

The railway ran through sparsely populated areas through the impenetrable taiga. Additional problems were created by large rivers that crossed the route of the new road, wetlands and permafrost areas that lay in the way of the builders. The most difficult was the construction near Lake Baikal, because. here the builders had to blow up the rocks to build tunnels and build railway bridges across the canyons washed by many mountain rivers flowing into Lake Baikal.

But the difficulties in laying the road were connected not only with nature.

In addition to the huge cost of construction, there was a big problem with personnel and labor. Specialists necessary for the project implementation were recruited in all major cities. Prisoners and soldiers, Siberian peasants and townspeople worked as ordinary workers at the construction site.

Despite these problems, up to 600 km of the railway were commissioned annually. The incredibly fast pace of construction of such a complex road - it was completed in just 12 years - amazed the world. The Trans-Siberian finally connected Europe with the Pacific coast.

Incentive to improve

Immediately after construction, the Trans-Siberian Railway began to have a significant impact on the economic development of the region and contributed to the growth in the turnover of goods.

However, the Russo-Japanese War (1905-1906) began, and then the insufficient capacity of the highway became obvious. At that time, only 13 trains a day passed on the railway. After the war, steps were taken to modernize the road. Then it became obvious that the speed of trains was insufficient for the implementation of this plan.

The rails were made more durable, some parts of the railway track were replaced from wood to metal, and the number and size of wagons and trains were increased. The Russo-Japanese War prompted the government to make the line continuous (until the section of the Circum-Baikal Railway was completed, the crossing of Lake Baikal was carried out by ferry).

The final stage

Continuous railway communication from Chelyabinsk to the Pacific Ocean through the territory of the Russian Empire was officially opened in October 1916, after the construction of the Amur Mainline and the Amur Bridge was completed.

During the First World War, the state of the Trans-Siberian road deteriorated, but the greatest damage was done to the road during the Civil War. A huge number of trains and structures were destroyed, many bridges were burned and blown up. However, immediately after the end of the Civil War, the restoration of the road was started. The main repair work was completed in 1924 - 1925, and in March 1925 the movement of trains along the entire length of the highway was resumed.

TRANSSIB TODAY

Road to the future

The Trans-Siberian not only connected Siberia and the Far East with the rest of Russia, it created a whole chain of new cities and towns in the most remote parts of the country.

The significance of the Trans-Siberian Railway today is evidenced by the fact that its 100th anniversary in 2001 was celebrated very widely.

And this gave a new impetus to the development of the road.

By the centenary of the road, measures were taken to modernize the Trans-Siberian Railway, designed to increase the throughput of the highway. Experience has shown that the delivery of goods from Japan to Germany via Vladivostok takes less time than the sea route. And this is the best way to use it.

Trans-Siberian Railway

Also, the importance of the Trans-Siberian Railway is undoubted when it comes to trade with South Korea.

The thousandth trip by train to Finland along the Trans-Siberian Railway was timed to coincide with the centenary.

The train departed from Nakhodka (a city in the Far East) and arrived at the Finnish border nine days later. That's an impressive amount of time for such a distance.

Currently, the Trans-Siberian Railway is the longest railway in the world, and this is registered in the Guinness Book of Records.

Regardless of Kipling's popular expression, "East is East and West is West, and they will never meet," the Trans-Siberian Road facilitates just such a meeting.

Sitemap TransSiberianExpress.net 2018

Abstract on the disciplines "History of bridge and tunnel construction" and OKPS

Completed by: Yakimenko M.K. (MT-111)

Siberian State Transport University

Novosibirsk 2010

Introduction.

The Trans-Siberian Railway or the Great Siberian Way is a well-equipped railroad across the entire continent, connecting European Russia, its largest industrial regions and the capital of the country, Moscow, with its median (Siberia) and eastern (Far East) regions.

This is the road that holds Russia, a country that stretches across 10 time zones, into a single economic organism, and most importantly, into a single military-strategic space.

Background.

At the beginning of the 20th century, the gigantic regions of Western and Eastern Siberia, the Far East remained socio-economically, politically and culturally backward outskirts of the Russian Empire, cut off from its European part.

Russia turned into a more or less unified economic organism with the development of transport, and primarily railway transport. In the second half of the 19th century, rail lines cut through the European part of Russia in different directions. At the end of the 19th and the beginning of the 20th century, when the needs for the development of Russian capitalism in breadth exacerbated the problem of developing new territories, the need to build a railroad through Siberia became ripe.

The Trans-Siberian Railway was designed to open Siberia to Russian capitalism. Its construction was also dictated by the foreign policy goals of the tsarist autocracy - the desire to gain a foothold both economically and politically in the Far East.

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 the military engineer D. Romanov to conduct surveys and draw up a project for the construction of a railway from the Amur to the De-Kastri Bay.

In the fifties and seventies of the XIX century, Russian specialists developed a number of new projects for the construction of railways in Siberia, but all of them did not find support from the tsarist government, which only in the mid-eighties of the XIX century began to resolve the issue of the Siberian railway. Many options for the construction and financing of the road were put forward by representatives of foreign capital. But the Russian government, fearing the strengthening of foreign influence in Siberia and the Far East, rejected the proposals of foreign capitalists and decided to build the road at the expense of the treasury.

In 1887, under the guidance of engineers N.

P. Mezheninov, O. P. Vyazemsky and A. I. Ursati organized three expeditions to find the route of the Central Siberian, Trans-Baikal and South Ussuri railways, which by the nineties of the XIX century had almost completed their work. In February 1891, the Committee of Ministers recognized that it was possible to start work on the construction of the Great Siberian Route simultaneously from two sides - from Chelyabinsk and from Vladivostok. May nineteenth, 1891

In Vladivostok, a solemn ceremony of laying the foundation stone for the Ussuri railroad, the first link of the Trans-Siberian Railway, took place.

Construction.

In 1894, the construction of the North Ussuri road began. The line passed through very rugged terrain, crossed many rivers and watersheds. Three and a half years later, after the start of work in December 1894 on the South Ussuri road, temporary traffic was opened from Vladivostok to Grafskaya, and two years later the first train came from Vladivostok to Khabarovsk. The entire Ussuri railway with a total length of 769 kilometers with thirty-nine separate points entered into permanent operation in November 1897. It became the first railway line in the Far East.

The construction of the West Siberian road began in June 1892.

The railway to the Ob entered into permanent operation in 1896, a year ahead of schedule. At the same time, less money was spent than was envisaged by the estimate.

In 1893, under the guidance of engineer N.P. Mezheninov, the construction of a road from the Ob to Irkutsk began.

In January 1898, a section of the road from the Ob to Krasnoyarsk with a branch line to Tomsk was put into operation, and a year later the trains went to Lake Baikal.

Traffic along the Trans-Baikal Mainline was opened in 1900.

Under an agreement between Russia and China in 1897, the construction of the Chinese Eastern Railway (CER) began, connecting the Siberian road with Vladivostok. In 1903, it went into operation. The new road with a length of 6503 kilometers made it possible to open through railway traffic from Chelyabinsk to Vladivostok. In eleven years, 7717 kilometers of track were laid, more than one hundred million cubic meters of earthworks were completed, bridges and tunnels were erected in sections with a total length of up to 100 kilometers.

In 1900, it was decided to build the Circum-Baikal Railway along the southern coast of Lake Baikal.

The construction was headed by engineer B. U. Savrimovich. The length of this section is an eighteenth of the total length of the road, but its construction required a fourth of the total cost of the road.

On this site, for the first time in the practice of railway construction in Russia, electricity was used to light the builders' barracks, as well as for drilling and other work.

A.V.Liverovsky conducted research on the selection of optimal explosives, determining the size and placement of wells in the production of blasting in rocks of various strengths. The total length of the drilled wells exceeded 700 kilometers, and the consumption of explosives was 2,400 tons. The builders put the road into permanent operation in 1905 - a year ahead of schedule.

In 1906, surveys of the Amur road began. Surveys on the Western section of Sretensk were conducted under the leadership of O.D. Drozdov. A group of E.Yu. worked on the Eastern section from Amozar to Khabarovsk.

Podrutsky. The work was carried out in winter, frosts reached -50 degrees. People lived in tents, often got sick.

At the beginning of 1907, the State Duma, ignoring public opinion, rejected the bill on the construction of the Amur road, but a year later it was decided to build a railway along its entire length with branches to Nerchinsk and Blagoveshchensk. Work on the first section, 193 kilometers long from Kuenga station to Uryum station, was completed in 1910.

Trans-Siberian, Trans-Siberian Railway

This 636 km section was named the West Amur Railway.

In 1911, the laying of a section of the Middle Amur Railway from the Kerak station to the Bureya River with a length of 675 kilometers with a branch to Blagoveshchensk began. In 1912, the construction of the last section of the Great Siberian Route from Bureya to Khabarovsk was headed by A.V. Liverovsky.

Here on the way the builders met many difficult mountain ranges, water barriers.

The bridge across the Amur River, 2600 meters long with spans up to 130 meters, was built according to the project of L.D. Proskuryakov.

In 1915, when the laying of the track was completed along the road, the bridge over the Amur was not yet ready. Wagons across the river were transported on ferries in summer, and in winter they were dragged by horses along the ice crossing.

In October 1916, the bridge across the Amur was put into operation.

Now, throughout the entire Great Siberian Way, trains went through the territory of Russia.

Present and future.

Currently.

Currently, a significant part of the cargo flows in the East-West direction goes by sea. The dominant or almost monopoly position of sea carriers in this direction does not allow shippers to count on a reduction in the transport component in their costs.

In this regard, rail transport is a reasonable economic alternative to sea transport.

In addition, transportation along the Trans-Siberian Railway has a number of objective advantages compared to sea transportation:

— the possibility of a two-fold reduction in the transit time of goods: as the experience of container transportation shows, the transit time for a container train from China to Finland via the Trans-Siberian Railway can be less than 10 days, while the usual travel time by sea is 28 days;

— low level of political risks, because

up to 90% of the route passes through the territory of the Russian Federation - a state with a stable democratic system of state power, a stable political climate and a steadily growing economy;

— minimizing the number of cargo transshipments, which reduces the costs of cargo owners and prevents the risk of accidental damage to cargo during transshipment.

The Trans-Siberian Railway is included as a priority route in communication between Europe and Asia in the projects of international organizations UNECE, UNESCAP, OSJD.

More than 50% of foreign trade and transit cargo is transported via the Trans-Siberian Railway.

The technical capabilities of the Trans-Siberian now allow transporting up to 100 million tons of cargo per year, including 200 thousand containers (TEU) of international transit. In the future, the volume of transportation of the latter can be up to 1 million units per year.

The quality of transport service on the Trans-Siberian Railway meets the highest international requirements:

The Transsib successfully uses modern information technologies that provide full control over the passage of trains and inform customers in real time about the location, following the entire route, the arrival of a container or cargo at any point in Russia.

Our program is a great opportunity to travel through vast Russia along the Trans-Siberian Railway - from Moscow to Vladivostok. We have selected the best regular trains, good hotels and have compiled a varied excursion program to the most interesting cities along the way. On the itinerary: Yekaterinburg - Novosibirsk with Akademgorodok - Krasnoyarsk with a trip to the famous Stolby National Park - two days of rest on Lake Baikal - Ulan-Ude and Ivolginsky Datsan - a picnic on the Chita hills - taiga outside the window - Blagoveshchensk with Amur - and, finally, Vladivostok.

The program is designed in such a way that we spend about half of the nights on trains, and half in good hotels.

Excursions alternate with active rest, a short break in movement is planned for Baikal - a day of rest surrounded by magnificent nature.

Departure is possible at any time for a group of 2 people.

Tour program:

Day 1	Departure from Moscow to Yekaterinburg from Kazansky railway station at 13.18 by train 118 or 56.
Day 2	We're moving hilly Ural mountains and arrive at Yekaterinburg at 18.03. Meeting, transfer to the hotel. Founded in 1723 as city-factory, Yekaterinburg in its history, it has been the center of the Ural mining district, the capital of the Ural region, which united gigantic lands from the Arctic Ocean to Kazakhstan, a closed military city and even the capital of the virtual Ural Republic.
Day 3	In the morning, the city tour begins: the 18th century dam on the city ponds, the quaint mansion of the merchant Sevastyanov, a walk through the pedestrian city center is a good opportunity to buy a souvenir and dine in some beautiful place. Visiting the famous Church-on-the-Blood on the site of the execution of the royal family. Optionally - a mineralogical museum, where a representative collection is collected Ural gems. conditional visit Europe-Asia borders. Transfer to the station, departure at 17.39 to Novosibirsk. Outside the window, woodlands and swamps begin Western Siberia. Night on the train.
Day 4	Arrival at Novosibirsk at 15.00. Meeting, accommodation at the hotel. Excursion program (on this day or in the morning of the next day): Akademgorodok, central streets and Krasny Prospekt, inspection of the iconic buildings of the city: the opera house, the "hundred-apartment building" of the Stalin era - an architectural monument of federal significance, built at the turn of the 90th and 20th centuries mansions of Siberian merchants: stone and wooden - a wonderful architectural heritage of Novonikolaevsk. On request - a visit in the evening to a performance in the most famous opera house in Siberia. Overnight at the hotel.
Day 5	Departure by train number 100 at 13.29 to Krasnoyarsk. A good opportunity to see how swampy birch woodlands Western Siberia are replaced by the present taiga. Arrival at Krasnoyarsk at 01:20 the next morning. Meeting, transfer to the hotel.
Day 6	Day in Krasnoyarsk. City tour, trip to Stolby National Park and a walk along the pedestrian tourist route, visiting the Krasnoyarsk hydroelectric power station (viewing from the outside) and the observation deck Tsar-Ryba over the Yenisei. Overnight in Krasnoyarsk.
Day 7	Transfer to the station, at 12.47 - departure to Irkutsk by train number 78. Day and night on the train.
Day 8	Arrival at Irkutsk at 08.32 am. A short sightseeing tour of the city with a walk along the embankment of the Angara River and a visit to "one-story Irkutsk" - wooden houses richly decorated with traditional wooden carvings. moving to Baikal, to Listvyanka, one of the oldest Russian settlements on the shores of the great lake. Accommodation and rest. Day recreation on Baikal. Optional excursion program: visit to the art gallery and to the shaman-stone on the Angara, visit to the Taltsy architectural and ethnographic museum; transfer by boat to Port Baikal, short walk along the Circum-Baikal Railway along the shore of Lake Baikal: we will go through several tunnels made in the rocks. Stunning views of Lake Baikal, its far shore and the Khamar-Daban ridges open from the steep shore. Return to Listvyanka in the afternoon (the entire excursion program on this day is additional, for an additional fee). Independent walks - on the Baikal embankment you should definitely try smoked omul and grayling.
Day 9	Free day on Baikal (the hotel room must be vacated by 12.00). In the evening transfer to Irkutsk, departure by train number 362 to Ulan-Ude at 21.32.
Day 10	Arrival at Ulan-Ude at 06.00 am. We are in Buryatia. Departure to Ivolginsky datsan- the center of Russian Buddhism. Presentation on the topic "Characteristics of the transport highway" Walk around the territory of the monastery, communication with the monks. Lunch at the cafe Buryat cuisine: we will definitely try "poses" - a type of large dumplings or manti, a national dish (payment on the spot). Return to the city, excursion "Introduction to Verkhneudinsk": the old center, the famous monument "Lenin's head". Boarding the train, crossing Ulan-Ude - Chita. Train number 70, departure at 18.10.
Day 11	Arrival at Chita at 06.20 am. Meeting, time for breakfast. A small sightseeing tour of the city and a trip out of town. We will climb one of the hills surrounding Chita, picnic lunch in nature overlooking the birch and larch taiga. Return to the city, transfer to the railway. station, departure at 18.00 by train number 392 "Chita-Blagoveshchensk" to Blagoveshchensk.
Day 12	A day on the train and only in the morning of the next day we arrive in a city on the Chinese border. On this day we pass famous villages of the Trans-Siberian like Shilka, Erofei Pavlovich, Skovorodino. Outside the window is the taiga.
Day 13	Arrival in Blagoveshchensk at 08.01 am, meeting and transfer to the hotel (accommodation is guaranteed after 12.00). Blagoveshchensk is a cozy, well-groomed city. Late in the morning - a city tour: the Arc de Triomphe, which was originally built in Blagoveshchensk in honor of the arrival of the heir to the throne, Tsarevich Nikolai Romanov, the future Emperor Nicholas II, in 1891 (later the arch collapsed during a flood in 1928, and in 2005 it was restored on the old foundation). Square im. Lenin and Victory Square, Embankment of the Amur River- a favorite place for recreation of urban residents. Departure to the observation deck, from where panorama of the city. From here you can also see the Chinese Heihe - a large trading zone on the Amur. If possible: a boat trip along the Amur (tickets about 500 rubles, payment on the spot).
Day 14	Transfer to Belogorsk station, departure to Vladivostok at 07.30 in the morning by branded train number 2 "Russia" or by train number 8. Another day on the train.
Day 15	"This is where the Great Trassiberian Railway ends. Distance from Moscow - 9288 km. Arrival in Vladivostok- city ​​of military glory - at 07.00 in the morning. Transfer to the hotel, breakfast (accommodation is guaranteed after 12.00). Half day program in Vladivostok: City tour with a visit to the pedestrian centre, one of Vladivostok forts located within the city, visiting Russian Islands on the new bridge, inspection of facilities built for the APEC summit. The second half of the day is free: you can buy the last souvenirs and prepare for your departure home. Well deserved rest. If you still have the strength, we recommend taking a walk in the pedestrian center of the city near the embankment and having dinner in one of the good restaurants in the city.
Day 16	Transfer to the airport, flight to Moscow by one of Aeroflot's daily flights (at 14.00 or another). Arrival in Moscow on the same day an hour later (local time).

The cost of the program per person (excluding train tickets): 118,000 rubles
(the price is valid for a trip of at least 2 people)

The total cost of tickets for all trains (approximate):
Coupe, top shelf: 38,000 rubles
Coupe, lower shelf: 44,000 rubles

The tour price includes: accommodation in hotels of 3-4 * level along the route (double occupancy, the list of hotels is below); meals - breakfasts at hotels, all excursions according to the program (except for additional ones), tickets for boats and ferries along the route, all transfers to trains and to the airport, entrance tickets to the Stolby park, picnic lunch in nature in the Chita region.

Tour price not included: air flight Vladivostok-Moscow (from 12,000 rubles), meals (except breakfasts in hotels and 1 lunch), entrance tickets to museums and photography fees, train tickets (the program shows the approximate cost of tickets), a tour of Listvyanka, personal expenses.

Accommodation along the route:
Ekaterinburg: Park Inn by Radisson 4*
Novosibirsk: hotel Marins Park 4*
Krasnoyarsk: Novotel 4* hotel
Blagoveshchensk: hotel "Asia" 3*+
Vladivostok: Zhemchuzhina Hotel 3*
Listvyanka: "Cross Pad".

Draw your attention to: depending on the day of the start of the journey, the numbers of trains along the route may be different, because

some trains run "on even", some - "on odd", some - on certain days of the week. Therefore, the number of the train and the time of its departure may vary very slightly, your final program may differ slightly from the declared basic one.

We accept tour requests 65 days in advance before departure - it is in this case that we can most likely buy exactly the tickets you are counting on (for example, only the lower shelves, or seats in one compartment for a family).

Ticket sales start 60 days before the train's departure. In summer, the desired tickets must be bought on the day the sale opens, otherwise you will have to make changes to the route if there are no seats.

Optional:

Overnight in Chita (so that there are no three nights in a row on trains).

In this case, we can offer accommodation in a 3* Mont Blanc hotel (from 7,000 rubles per room per day) and an extended excursion program (fishing on Lake Arakhley, 100 km from Chita, including a lunch of freshly caught fish on a fire, from 25,000 rubles per person ),

Organization of recreation in 5* lodge-hotel "Baikal residence" near Severobaikalsk.

Located in the northern part of Lake Baikal on one of the cliffs between the Baikal and Barguzin ranges, the Baikal Residence Lodge Hotel is an ideal secluded place to explore Lake Baikal.

The cost of rooms is from 19,000 rubles per day (+ road: train Irkutsk-Severobaikalsk or flight Irkutsk-Nizhnyeangarsk or in summer - motor ship "Kometa" from Irkutsk or Port-Baikal to Severobaikalsk).

Excursion day and overnight in Khabarovsk, one of the largest cities in the Far East.

Presentation on the topic "Trans-Siberian Railway"

About company

The company Trans Highway Kit is located in Moscow and is located at Krasnobogatyrskaya street, 6s8. The fields of activity of the company include the following types: Logistics, Construction and repair of railway tracks.