(historical name) is a rail track connecting the European part of Russia with its middle (Siberia) and eastern (Far East) regions.
The actual length of the Trans-Siberian Railway along the main passenger route (from Moscow to Vladivostok) is 9288.2 kilometers, and by this indicator it is the longest on the planet. The fare length (at which ticket prices are calculated) is slightly longer - 9298 km and does not coincide with the real one.
The Trans-Siberian Railway passes through the territory of two parts of the world. Europe accounts for about 19% of the length of the Transsib, Asia - about 81%. The 1778th kilometer of the highway was adopted as the conditional border of Europe and Asia.
The question of the construction of the Transsib has been brewing in the country for a long time. At the beginning of the 20th century, vast areas of Western and Eastern Siberia and the Far East remained torn off from the European part of the Russian Empire, so there was a need to organize a path along which it would be possible to get there with minimal expenditure of time and money.
In 1857, the Governor-General of Eastern Siberia Nikolai Muravyov-Amursky officially voiced the need to build a railway on the Siberian outskirts of Russia.
However, only by the 1880s did the government begin to resolve the issue of the Siberian railway. They refused the help of Western industrialists, they decided to build at their own expense and on their own.
In 1887, under the leadership of engineers Nikolai Mezheninov, Orest Vyazemsky and Alexander Ursati, three expeditions were organized to explore the route of the Central Siberian, Transbaikal and South Ussuri railways, which by the 90s of the XIX century had basically completed their work.
In February 1891, the committee of ministers recognized it possible to begin work on the construction of the Great Siberian Route simultaneously from both sides - from Chelyabinsk and Vladivostok.
Emperor Alexander III gave the meaning of an extraordinary event in the life of the empire to the beginning of work on the construction of the Ussuriysky section of the Siberian railway.
The official date for the start of the construction of the Transsib is considered May 31 (May 19, old style), 1891, when the heir to the Russian throne and future Emperor Nicholas II laid the foundation stone of the Ussuriysk railway to Khabarovsk on the Amur near Vladivostok. The actual start of construction took place somewhat earlier, at the beginning of March 1891, when the construction of the Miass - Chelyabinsk section began.
The construction of the Trans-Siberian Railway was carried out in harsh natural and climatic conditions. Almost the entire length of the route was laid through a sparsely populated or uninhabited area, in an impassable taiga. It crossed the mighty Siberian rivers, numerous lakes, areas of increased swampiness and permafrost.
During the First World War and the Civil War, the technical condition of the road deteriorated sharply, after which restoration work began.
During the Great Patriotic War, the Transsib performed the tasks of evacuating the population and enterprises from the occupied regions, uninterrupted delivery of cargo and military contingents to the front, while not stopping intra-Siberian transportations.
In the postwar years, the Great Siberian Railway was actively built and modernized. In 1956, the government approved a master plan for the electrification of railways, according to which the Transsib was to become one of the first electrified directions on the section from Moscow to Irkutsk. This was done by 1961.
In the 1990s - 2000s, a number of measures were taken to modernize the Transsib, designed to increase the capacity of the highway. In particular, the railway bridge across the Amur near Khabarovsk was reconstructed, as a result of which the last single-track section was eliminated.
In 2002, the full electrification of the line was completed.
At present, the Trans-Siberian Railway is a powerful double-track electrified railway line equipped with modern means of information and communication.
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.
The highway passes through the territory of 20 constituent entities of the Russian Federation and five federal districts. More than 80% of the country's industrial potential and main natural resources, including oil, gas, coal, timber, ferrous and non-ferrous metal ores, are concentrated in the regions served by the highway. There are 87 cities on the Transsib, of which 14 are the centers of the constituent entities of the Russian Federation.
More than 50% of foreign trade and transit cargoes are transported via the Transsib.
The Trans-Siberian Railway is included as a priority route in the communication between Europe and Asia in the projects of international organizations UNECE (UN Economic Commission for Europe), UNESCAP (UN Economic and Social Commission for Asia and the Pacific), OSJD (Organization for Cooperation between Railways).
The material was prepared on the basis of information from open sources
For a century, the Trans-Siberian Railway was the main "window" to the Far East, linking together huge Russia, from its western to eastern borders. Its construction, despite the fact that almost a hundred years have passed since its completion (next year, in 2016, the anniversary will be celebrated) is the most ambitious (in terms of effort and time spent) and the most expensive project in the history of imperial Russia.
Construction prerequisites
Russia reached the shores of the Pacific Ocean back in the 17th century, but the remoteness of these places with the means of transportation at that time was simply incredible - just remember the tragicomic story of a long trip to the capital, to the coronation of Empress Elizaveta Petrovna, "handsome Kamchatka girls." Only by the time of their arrival Elizabeth had been crowned long ago, and the "slightly late" girls categorically refused to go back.
In the practical plane, this problem has moved only in the 19th century. The era of steam has dramatically reduced the time it takes to move people and goods over long distances. There remained, however, one snag - to lay the rails and run trains along them.
Railway construction was caused by the needs of the industrial era and itself became its locomotive: after all, for the construction of hundreds, or even thousands of kilometers of railways, powerful metallurgy, and developed mechanical engineering were needed, and a lot of other things accompanying - the production of construction equipment and the industry of building materials, communication systems, training and so on.
At the same time, railway construction became the largest source of super-profits and scams phenomenal in arrogance in the era of initial accumulation. When the United States decided to link the Atlantic and Pacific Oceans by rail, paying contractors for every kilometer of track paved, it turned out that the "on-site" railroad was twice as long as it should have been under normal construction. The Transsib, alas, did not escape this fate either: with an initial estimated cost of half a billion rubles, it eventually “pulled” a full one and a half. For clarity, we will point out that a million rubles of that time was more than a ton of gold.
Construction and modernization
Having acquired a railway network in the European part of the country in the second half of the 19th century, the Russian Empire was ready for larger-scale projects. After preliminary exploration work, in the spring of 1891, Alexander II the Peacemaker signed a decree on the beginning of the construction of the "Great Siberian Route" (as the Transsib was originally called). Moreover, construction began both from European Russia and from Vladivostok.
Incredible difficulties in the construction of the highway - despite the fact that the main "mechanism" was a shovel and a wheelbarrow, and the road passed through sparsely populated, or even uninhabited terrain, through all kinds of obstacles created by nature. They had to build bridges and punch tunnels, tear down hills and erect embankments, make their way through the dense taiga. However, construction - section by section - was completed mainly within the design timeframe. And this record - both the duration and the speed of construction in the most difficult conditions - has not been broken so far!
The Trans-Siberian Railway includes the following sections:
- Ussuriyskaya road;
- West Siberian road;
- Central Siberian road;
- Transbaikal road;
- Manzhurskaya road;
- Circum-Baikal road;
- Amur road.
Its significance for Russia is most clearly evidenced by the fact that work to increase the capacity did not stop even in the "dashing nineties", and in 2002 the full electrification of the highway was completed. And the "turn of Russia to the East" will be carried out, as it was a hundred years ago, precisely along the rails of the Great Siberian Road.
(historical name) is a rail track connecting the European part of Russia with its middle (Siberia) and eastern (Far East) regions.
The actual length of the Trans-Siberian Railway along the main passenger route (from Moscow to Vladivostok) is 9288.2 kilometers, and by this indicator it is the longest on the planet. The fare length (at which ticket prices are calculated) is slightly longer - 9298 km and does not coincide with the real one.
The Trans-Siberian Railway passes through the territory of two parts of the world. Europe accounts for about 19% of the length of the Transsib, Asia - about 81%. The 1778th kilometer of the highway was adopted as the conditional border of Europe and Asia.
The question of the construction of the Transsib has been brewing in the country for a long time. At the beginning of the 20th century, vast areas of Western and Eastern Siberia and the Far East remained torn off from the European part of the Russian Empire, so there was a need to organize a path along which it would be possible to get there with minimal expenditure of time and money.
In 1857, the Governor-General of Eastern Siberia Nikolai Muravyov-Amursky officially voiced the need to build a railway on the Siberian outskirts of Russia.
However, only by the 1880s did the government begin to resolve the issue of the Siberian railway. They refused the help of Western industrialists, they decided to build at their own expense and on their own.
In 1887, under the leadership of engineers Nikolai Mezheninov, Orest Vyazemsky and Alexander Ursati, three expeditions were organized to explore the route of the Central Siberian, Transbaikal and South Ussuri railways, which by the 90s of the XIX century had basically completed their work.
In February 1891, the committee of ministers recognized it possible to begin work on the construction of the Great Siberian Route simultaneously from both sides - from Chelyabinsk and Vladivostok.
Emperor Alexander III gave the meaning of an extraordinary event in the life of the empire to the beginning of work on the construction of the Ussuriysky section of the Siberian railway.
The official date for the start of the construction of the Transsib is considered May 31 (May 19, old style), 1891, when the heir to the Russian throne and future Emperor Nicholas II laid the foundation stone of the Ussuriysk railway to Khabarovsk on the Amur near Vladivostok. The actual start of construction took place somewhat earlier, at the beginning of March 1891, when the construction of the Miass - Chelyabinsk section began.
The construction of the Trans-Siberian Railway was carried out in harsh natural and climatic conditions. Almost the entire length of the route was laid through a sparsely populated or uninhabited area, in an impassable taiga. It crossed the mighty Siberian rivers, numerous lakes, areas of increased swampiness and permafrost.
During the First World War and the Civil War, the technical condition of the road deteriorated sharply, after which restoration work began.
During the Great Patriotic War, the Transsib performed the tasks of evacuating the population and enterprises from the occupied regions, uninterrupted delivery of cargo and military contingents to the front, while not stopping intra-Siberian transportations.
In the postwar years, the Great Siberian Railway was actively built and modernized. In 1956, the government approved a master plan for the electrification of railways, according to which the Transsib was to become one of the first electrified directions on the section from Moscow to Irkutsk. This was done by 1961.
In the 1990s - 2000s, a number of measures were taken to modernize the Transsib, designed to increase the capacity of the highway. In particular, the railway bridge across the Amur near Khabarovsk was reconstructed, as a result of which the last single-track section was eliminated.
In 2002, the full electrification of the line was completed.
At present, the Trans-Siberian Railway is a powerful double-track electrified railway line equipped with modern means of information and communication.
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.
The highway passes through the territory of 20 constituent entities of the Russian Federation and five federal districts. More than 80% of the country's industrial potential and main natural resources, including oil, gas, coal, timber, ferrous and non-ferrous metal ores, are concentrated in the regions served by the highway. There are 87 cities on the Transsib, of which 14 are the centers of the constituent entities of the Russian Federation.
More than 50% of foreign trade and transit cargoes are transported via the Transsib.
The Trans-Siberian Railway is included as a priority route in the communication between Europe and Asia in the projects of international organizations UNECE (UN Economic Commission for Europe), UNESCAP (UN Economic and Social Commission for Asia and the Pacific), OSJD (Organization for Cooperation between Railways).
The material was prepared on the basis of information from open sources
The Trans-Siberian Railway, formerly called the Great Siberian Railway, today surpasses all railway lines on earth. It was built from 1891 to 1916, that is, almost a quarter of a century. Its length is just under 10,000 km. The direction of the road is Moscow-Vladivostok. These are the starting and ending points of trains traveling along it. That is, the beginning of the Trans-Siberian Railway is Moscow, and the end is Vladivostok. Naturally, trains run in both directions.
Why was the construction of the Transsib necessary?
Giant regions of the Far East, Eastern and at the beginning of the 20th century remained cut off from the rest of the Russian Empire. That is why there is a need to create a road along which it would be possible to get there with minimal cost and time. It was necessary to lay railroad tracks through Siberia. Governor-General of all Eastern Siberia, in 1857 he officially announced the issue of construction on the Siberian outskirts.
Who funded the project?
Only by the 1980s did the government allow the construction of the road. At the same time, it agreed to finance the construction on its own, without the support of foreign sponsors. The construction of the highway required colossal investments. Its cost, according to preliminary calculations carried out by the Committee for the Construction of the Siberian Railway, amounted to 350 million rubles in gold.
First works
A special expedition, led by A. I. Ursati, O. P. Vyazemsky and N. P. Mezheninov, was sent in 1887 in order to outline the optimal location of the route for the passage of the railway.
The most intractable and acute problem was the provision of construction. The solution was to send the "army of constant labor reserve" to compulsory work. Soldiers and prisoners made up the bulk of the builders. The living conditions in which they worked were unbearably difficult. The workers were housed in dirty, cramped barracks, in which there was not even a floor. Sanitary conditions, of course, left much to be desired.
How was the road built?
All work was done manually. The most primitive tools were the shovel, saw, ax, wheelbarrow and pick. Despite all the inconveniences, about 500-600 km of track were laid annually. Carrying out a grueling daily struggle with the forces of nature, engineers and construction workers coped with the honor of building the Great Siberian Way in a short time.
Creation of the Great Siberian Way
By the 90s, the South Ussuriysk, Transbaikal and Central Siberian railways were practically completed. The Committee of Ministers in 1891, in February, decided that it was already possible to start work on the creation of the Great Siberian Way.
It was planned to build the highway in three stages. The first is the West Siberian road. The next one is Zabaikalskaya, from Mysovaya to Sretensk. And the last stage is the Circum-Baikal, from Irkutsk to Khabarovsk.
The construction of the route began at the same time from the two terminal points. The western branch reached Irkutsk in 1898. At that time, passengers here had to change to a ferry, covering 65 kilometers on it along Lake Baikal. When it was frozen in ice, the icebreaker cut the way for the ferry. Weighing 4,267 tons, this colossus was custom made in England. Gradually, the rails ran along the southern shore of Lake Baikal, and the need for it disappeared.
Difficulties during the construction of the highway
The construction of the highway took place in the harsh climatic and natural conditions. The route was laid almost along its entire length through deserted or sparsely populated areas, in the impassable taiga. The Trans-Siberian railway crossed numerous lakes, mighty rivers of Siberia, regions of permafrost and increased swampiness. The area around Lake Baikal presented exceptional difficulties for the builders. In order to pave a road here, it was necessary to blow up rocks, as well as erect artificial structures.
Natural conditions did not contribute to the construction of such a large-scale object as the Trans-Siberian Railway. In the places of its construction, up to 90% of the annual precipitation rate fell in two summer months. The streams turned into mighty streams of water in a few hours of rain. Large areas of fields were flooded with water in areas where the Trans-Siberian Railway is located. Natural conditions greatly impeded its construction. The high water did not begin in spring, but in August or July. Up to 10-12 strong rises in water happened over the summer. Also, work was carried out in winter, when frosts reached -50 degrees. People kept warm in tents. Naturally, they were often sick.
In the mid-1950s, a new line was laid - from Abakan to Komsomolsk-on-Amur. It is located parallel to the main highway. For strategic reasons, this line was located much further north, at a sufficient distance from the Chinese border.
Flood of 1897
A catastrophic flood occurred in 1897. For more than 200 years there was no equal to him. A powerful stream with a height of more than 3 meters demolished the built embankments. The flood destroyed the city of Dorodinsk, which was founded in the early 18th century. Because of this, it was necessary to significantly adjust the initial project, according to which the construction of the Trans-Siberian Railway was carried out: the route had to be transferred to new places, to build protective structures, to raise embankments, to strengthen the slopes. For the first time, builders met here with permafrost.
In 1900, the Trans-Baikal Mainline began to work. And at the Mozgon station in 1907, the first building in the world was erected on the permafrost, which still exists today. Greenland, Canada and Alaska have adopted a new method of building facilities on permafrost.
Location of the road, city of the Trans-Siberian Railway
The next route is made by a train departing along the Trans-Siberian Railway. The road follows the direction Moscow-Vladivostok. A train departs from the capital, crosses the Volga, and then turns towards the Urals to the southeast, where about 1800 km from Moscow passes. From Yekaterinburg, a large industrial center located in the Urals, lies the way to Novosibirsk and Omsk. Through the Ob, one of the most powerful rivers in Siberia with intensive shipping, the train goes on to Krasnoyarsk, located on the Yenisei. After that, the Trans-Siberian Railway follows to Irkutsk, overcoming a mountain ridge along the southern shore of Lake Baikal. Having cut off one of the corners of the Gobi Desert and passing Khabarovsk, the train leaves for its final destination - Vladivostok. This is the direction of the Trans-Siberian Railway.
87 cities are located on the Transsib. Their population ranges from 300 thousand to 15 million people. The centers of the constituent entities of the Russian Federation are 14 cities through which the Trans-Siberian Railway passes.
In the regions it serves, coal is mined in the amount of more than 65% of all produced in Russia, as well as about 20% of oil refining and 25% of the production of commercial timber. About 80% of the deposits of natural resources are located here, including timber, coal, gas, oil, as well as non-ferrous and ferrous metal ores.
Through the border stations Naushki, Zabaikalsk, Grodekovo, Khasan in the east, the Trans-Siberian Railway provides access to the road network of Mongolia, China and North Korea, and in the west, through border crossings with the former republics of the USSR and Russian ports, to European countries.
Features of Transsib
The two parts of the world (Asia and Europe) are connected by the longest railway on earth. The track here, as on all other roads in our country, is wider than the European one. It is 1.5 meters long.
The Trans-Siberian Railway is divided into several sections:
Amur road;
Circum-Baikal;
Manchu;
Transbaikal;
Central Siberian;
West Siberian;
Ussuriyskaya.
Description of road sections
The Ussuriyskaya road, the length of which is 769 km, and the number of points on its way - 39, entered into permanent operation in November 1897. It was the first railroad in the Far East.
In 1892, in June, the construction of the West Siberian one began. It runs, besides the watershed between the Irtysh and Ishim, along flat terrain. Only near bridges over large rivers does it rise. The route deviates from the straight line only for bypassing ravines, reservoirs, crossing rivers.
In 1898, in January, the construction of the Central Siberian road began. Along its length there are bridges over Uda, Oia, Tom. LD Proskuryakov designed a unique bridge over the Yenisei.
Zabaikalskaya is part of the Great Siberian Railway. It starts at Lake Baikal, from the Mysovaya station, and ends on the Amur, at the Sretensk pier. The route runs along the shore of Lake Baikal, on its way there are many mountain rivers. In 1895, the construction of the road began under the direction of A. N. Pushechnikov, an engineer.
After the signing of an agreement between China and Russia, the development of the Trans-Siberian Railway continued with the construction of another road, the Manchurian, connecting the Siberian Railway with Vladivostok. The through traffic from Chelyabinsk to Vladivostok made it possible to open this route, the length of which is 6503 km.
Last of all, they began to build the Circum-Baikal section (since it was the most expensive and difficult area. Engineer Liverovsky led the construction of its most difficult section between Sharazhangai and Aslomov capes. The length of the main line is the 18th part of the total length of the entire railway. A quarter of the total costs required its construction .. A train passes through 12 tunnels and 4 galleries along this route.
The construction of the Amur road began in 1906. It is divided into the East Amur and North Amur lines.
The value of the Transsib
The creation of the Transsib was a great achievement of our people. The construction of the Trans-Siberian Railway took place on humiliation, blood and bones, but the workers nevertheless completed this great work. This road allowed transporting a huge amount of cargo and passengers across the country. The uninhabited Siberian territories were settled thanks to its construction. The direction of the Trans-Siberian Railway contributed to their economic development.
The Trans-Siberian Railway was called by her contemporaries as one of the great and significant achievements of the human mind, placing this constructed structure on a par with the laid Suez Canal or the discovery of the American continent by Christopher Columbus.
Our contemporary, historian Alexander Goryanin claims that Russians are proud of the built Transsib as well as the first artificial satellite of our planet Earth launched.
The length of the entire Trans-Siberian railway line is 9288.2 kilometers, which connected, at the same time, the capital of our Russia with the major cities of Siberia and the Far Eastern region. It is considered one of the longest roads in the world. The highest point of the paths is at the Yablonovy Pass with an altitude of one thousand and forty meters. It should also be noted that the full completion of the electrification of the entire route was completed only in the twenty-first century, in 2002.
Construction history
The history of the Trans-Siberian Railway begins at the end of the eighteenth century, on March 29, 1891, the Russian Emperor Alexander III signed a decree on the beginning of construction work to create the Great Siberian Way. This is the name that the Trans-Siberian Railway originally bore in the documents.
There were no grand celebrations for the 100th anniversary of the road. The reasons may be different, if you remember, in 1991, a hundred years after the start of the operational period of the Transsib, a country like the USSR ceased to exist. The years that followed were not the best either. The country was now trying to build capitalism, however, for the bulk of people, such an economic system, basically, showed its animal grin.
In society, the existence of this railway was treated with a philosophical outlook: it exists, it works - it means that everything is already fine, while people did not show any emotions.
The official birth of the Trans-Siberian Railway is considered the date 01.07.1903 according to the Julian calendar. Russia switched to chronology according to the Gregorian calendar in 1918. As for the movement of trains on the Trans-Siberian Railway, the first of them went back in the mid-nineties of the nineteenth century.
Tomsk on the map of Transsib
Throughout the history of the Trans-Siberian Railway, there are many different anecdotal and not very funny cases. Somewhere, in the distance, on a July day in 1896, the townspeople of Tomsk heard the sounded locomotive whistles. But they sounded not at the Tomsk railway station, which did not exist yet, but were heard on the highway passing south of Tomsk. All this could mean that from a city of provincial significance, Tomsk could turn into a provincial town, and the young ladies would become ordinary provincial women. In fact, the reason that the main route of the Transsib was laid to the south of the provincial town was economic problems.
If the tracks were laid through Tomsk, then the railway would become longer by as much as eighty-six miles, which is 91.744 kilometers. Given the complexity of the local relief, and the fact that it is possible to deliver any cargo directly to the railroad, then the rulers decided that the laying of the tracks would be carried out south of Tomsk, although the public of the city and the merchants actively opposed such a decree. In 1910, the townspeople made a petition to the then Prime Minister Pyotr Stolypin. There were several projects for solving this problem, starting with a connection with the Altai railway, then another proposal appeared, to lead the routes from the Ural region, from Krasnoufimsk through the city of Tobolsk. At a time when civil war was raging throughout Russia, this issue was not removed from the agenda of the government of the young socialist republic.
Despite the fact that the townspeople of Tomsk had a grudge against the Russian government, there were those who didn’t go to waste, according to a widespread myth - they were local cabbies. Legend has it that the designers of the road were bribed by representatives of horse transport, and the railway began to be built south of Tomsk. In those days, the stables of cabbies numbered 5,000 horses. In fact, at the end of the nineteenth century, every fifth inhabitant of the Tomsk province was engaged in transport. People then argued that they were fed not by arable land, but by the hard work of cabbies on the transport route. If the railways were originally laid through Tomsk, then animal-drawn transport in this province simply ceased to be considered the main type of transportation carried out, and the Tomsk city treasury would have lost a significant part of its profits. True, scholars of historical sciences testify to the absence of such real events associated with bribery of road designers, as well as the myth of the Tomsk elder Fyodor Kuzmich, who, allegedly, was in fact Alexander the First, remains only a fictional myth. After all, the main mission of all existing legends is nothing more than an attempt to present reality in a different color or perspective, thereby embellishing reality.
The start of the operation of the Trans-Siberian Railway allowed the economy of the Siberian region to jump forward. The people of the Tomsk province began to actively engage in butter-making. It became profitable for the peasants to donate milk received at their farmsteads, delivering it to reception points, in return receiving cash. Small dairy factories also appeared. The value of Siberian oil was no lower than that of the Vologda products of this type, but now there is an opportunity to transport your best goods over longer distances to other Russian regions, where they were in great demand. Oil products were also exported to Western European countries. All this became possible thanks, nevertheless, to the appearance of that very dead-end railway line, which connected with the main highway. And the bulk of the people were satisfied that their city of Tomsk did not lose its provincial status.
But there are no drawbacks in such situations. First of all, the economy of the provincial town was influenced by its remoteness from the main main line of the tracks. Tomsk has ceased to be a significant transit point for the Siberian region. The palm passed to the newly formed city of Novosibirsk, built on the site of the godforsaken settlement of Krivoshchekovo. The modern city grew rapidly, becoming a huge metropolis, thanks to the Transsib railway.
What should have happened during the second decade, the twentieth century, the city of Tomsk ceases to be considered a provincial center. The Tomsk province also disappeared from the map, and it was only with the onset of 1944 that the Tomsk region was formed.
After a century, the Trans-Siberian transit still has a negative impact on the Tomsk regional economy. The presence of remoteness from the main route leads to an increase in the cost of incoming various products. There is practically no benefit for large wholesale companies to be engaged in transshipment of small cargo consignments, following in two or three wagons. This does not affect the total volume of cargo, and the delivery times are significantly increased. Sometimes, no one even ventured to predict the end date of such a transaction.
The station point of Bely Yar is a working-type settlement, but the track laid to it only aggravates similar economic problems in Tomsk.
One of the main disadvantages of the Tomsk railway line is the presence of only one track. In the summer months, for the most part, the repair work on the road is intensified. The daily size of the temporary track repair period makes trains stand idle for exactly the same amount of time, which leads to significant direct losses.
The restriction on transport accessibility to the city of Tomsk has a social impact on student outflows. For various reasons, their number in regional universities continues to decline.
Historical direction
The historical part of the Transsib is considered only its eastern branch of the route, which begins in Miass, in the southern Urals, in the Chelyabinsk region, and ends in Vladivostok. The length of this route is seven thousand kilometers; its construction was carried out from 1891 to 1916.
Nine thousand six hundred people have worked on the construction of the Trans-Siberian Railway since the beginning of the construction. During the peak construction period from 1895 to 1896, eighty-nine thousand people were already involved in the work. At the end of the creation of this type of structure in a large-scale plan, only five thousand three hundred people remained. Almost all construction work carried out was carried out "hand-to-hand", where the main tools were: primitive wooden wheelbarrows, picks, shovels, saws and axes. Despite the similar technical equipment of the builders, the annual laying of railway tracks has reached the six-hundred-kilometer mark.
The Trans-Siberian Railway made it possible to carry out the movement of trains from European cities located on the oceanic coast of the Atlantic on railways, excluding ferry crossings, to the Russian city of Vladivostok, located on the Pacific coast of Russia.
In total, the Transsib railway lines connected the Far Eastern region with Siberia, the Urals and the European part of the land. The unified transport system includes Russian ports in the west: St. Petersburg and Kaliningrad, in the north: Arkhangelsk and Murmansk and in the south: Novorossiysk, in the Far East region ports: Nakhodka and Vladivostok, the border urban-type settlement Zabaikalsk.
The history of the construction of the Trans-Siberian Railway testifies to the main milestones in the laying of railway tracks, which began in the Kuperovskaya Pad, near Vladivostok on May 31, 1891. On this solemn occasion, the future Russian Emperor Nicholas II, who was then still in the statue of the Tsarevich, took part in the ceremony of starting the construction of the highway. A young man of imperial blood with his own hands filled a whole wheelbarrow with earthen soil and took it to the embankment of the future railway track. The actual construction date is counted from March 1891, when the construction of the road began in the city of Miass, Chelyabinsk province.
The amount of the preliminary estimate for such a grandiose construction was equal to three hundred and fifty million gold rubles. The actual expenditure of funds was increased many times over.
The name of one of the leaders of the engineer Nikolai Sergeevich Sviyagin is the station point of Sviyagino. Some of the cargo intended for the construction of the Transsib was delivered along the Northern Sea Route, with a call at the mouth of the Yenisei River. N.V. Morozov, being a hydrological scientist, took part in ensuring the pilotage of twenty-two ships.
It is also noteworthy that Tsarevich Nikolai Alexandrovich was appointed to the post of chairman of the state committee, whose duties included mandatory supervision of the progress of construction work on the Trans-Siberian Railway. When the Russian autocrat of that time, Alexander the Third, noticed this appointment, he expressed his surprise at such an early age of the chairman of the state committee, calling his son a boy. By that time, the Tsarevich had only changed his third decade of his age.
To which the Minister of Railways of the Russian Empire, Mr. Sergei Witte, allowed the emperor to object: "If today the heir is not given such important assignments, then he will never learn to carry them out." With such a response from the subject to the autocrat Alexander III, there was nothing to object to.
In the third decade, the twentieth century, diplomats from Japan sat day and night at the carriage openings, counting the oncoming military echelons. In this connection, camouflaged trains followed along the road, which were ordinary dummies.
The current indicator of the throughput of this road, according to expert estimates, will be able to reach a level equal to one hundred million tons of annual cargo turnover.
The indicator of the time factor of container traffic is equal to a ten-day period, which is three times faster compared to sea routes. Despite such convincing indicators, the Trans-Siberian Railway provides services for only two percent of the total amount of international trade in this direction. The reason lies in the absence of large and powerful sea harbors in the Far East region.
The Transsib in the Far East has a number of railway branches connecting with the station points of the Vostochny and Nakhodka ports and Cape Astafiev.
The longest routes of the Trans-Siberian Railway began in Kharkov and Kiev. The length of the first route was equal to nine thousand seven hundred and fourteen kilometers. The time factor indicator reached a value equal to seven days, six hours and ten minutes. 05/15/2010 this route is reduced, and the named trains follow only to Ufa. The non-stop wagon train continued to follow to the final destination of the previous route. A year later, this train composition was finally canceled. The length of the second track from the Ukrainian capital was ten thousand two hundred and fifty-nine kilometers, the travel time was seven days, nineteen hours and fifty minutes. Canceled at the same time as the route from Kharkov.
In October 2014, one of the longest routes was the route from Beijing to Moscow and from Vladivostok to Moscow.
The Rossiya train is recognized as the most comfortable and fastest; it covers its way from Moscow to Vladivostok in six days, one hour and fifty-nine minutes. The average speed is sixty-four kilometers per hour. The Yaroslavsky railway station of the Russian capital city boasts mounted historical pillars, which indicate the mileage of the entire route. The same pillars are installed in Vladivostok and Novosibirsk.
Loading...
