The project to expand the Baikal-Amur Mainline is one of the latest infrastructure initiatives Russian government and the leadership of the Russian Railways, aimed at increasing the transport connectivity of Russia with the countries of the Asia-Pacific region and improving conditions for industrial development in the Russian Far East.
July 8, 2014 marks the forty years since the adoption of the decree "On the construction of the Baikal-Amur railway". During the celebration of the fortieth anniversary of BAM during a teleconference with the President of Russia, a “silver link” was laid, which marked the beginning of the BAM-2 project.
During these forty years the legendary construction site of communism has passed both the stage of Komsomol enthusiasm and constant attention of the press, and the decline of the 1990s. In the post-Soviet period, the construction of the BAM was often cited as a sign of the flawed Soviet economy and an example of the ineffectiveness of large infrastructure projects in general.
According to the initial project, it was supposed to transport up to 35 million tons of cargo per year along the BAM, but by the time of the collapse of the USSR, the capacity of the road was only 10 million tons. actively used, but moreover, it is extremely overloaded.
The Baikal-Amur Mainline passes through the territory of the Irkutsk Region, the Trans-Baikal Territory, the Amur Region, Buryatia and Yakutia and the Khabarovsk Territory.
Key BAM stations:
The total length of BAM from the city of Taishet to the port of Sovetskaya Gavan is 4300 km.
BAM is connected to the Trans-Siberian Railway by three lines: Bamovskaya – Tynda, Izvestkovaya – Novy Urgal and Volochaevka – Komsomolsk-on-Amur.
Currently, an electrified double-track railway has been built from Taishet to Lena station (704 km). Single-track electrified road - from Lena station to Taksimo station (725 km). The remaining eastern section of BAM is a single-track railway with diesel traction.
In 2013, 33% more cargo was transported along the BAM than in the best Soviet year of the highway - 1988. According to the estimates of the leadership of the Russian railways if the company had not been working on the gradual expansion of bottlenecks and had not opened the Kuznetsovsky tunnel in 2012, the highway would have faced large-scale congestion a long time ago. According to expert estimates, by 2015 the length of the sections of the Baikal-Amur Mainline with a capacity deficit will increase by more than 3 thousand kilometers. The most congested zones will be the Novaya Chara-Taksimo and Kirenga-Lena Vostochnaya sections.
A separate impetus for the development of Siberian railways is the "Asian turn" in Russian policy, which manifested itself in 2014, increasing the importance of trade relations with the countries of the Asia-Pacific region, and especially with China.
The main deposits of minerals located near the BAM
Commercially developed deposits:
Well-studied fields, where an economic assessment of the development efficiency was carried out:
Deposits requiring the development of transport infrastructure:
Prospective deposits:
The Baikal-Amur Mainline runs through the territories, the natural conditions of which are extremely diverse and complex. The western section of the BAM route is characterized by mountainous relief. The eastern section of the route is characterized by the presence of marsh - swamps on the permafrost.
Almost all areas of the Baikal-Amur Mainline are characterized by the extreme severity of the climate, which determines the presence of permafrost, the depth of which reaches from one to hundreds of meters.
Average annual air temperatures along the entire route of the BAM are negative and vary from minus 3.2 ° С (Nizhneangarsk indicator) to minus 7.8 ° С (Chara indicator). The absolute minimum air temperature on the route was minus 60 ° С, the absolute maximum - plus 40 ° С.
The route of the main line runs through zones of high seismicity (up to 9 points on the Richter scale).
BAM crosses eleven deep rivers, including Lena, Amur, Zeya, Vitim, Olekma, Selemdzha and Bureya. In total, the BAM crosses over 3500 watercourses. The highway passes through 7 large mountain ranges, including Baikalsky, Severo-Muisky, Udokansky, Kodarsky, Olekminsky Stanovik, Turansky and Dusse-Alinsky.
Numerous active physical and geological processes are noted along the entire length of the highway. In the mountainous areas of the highway, mainly from Kirenga to Tynda and from Urgal to Berezovka, the convergence of mudflows is a frequent natural disaster. The sections of the highway passing through the Baikal and Severo-Muisky ridges are most susceptible to the risk of avalanches. A total of 294 avalanche complexes were identified in the BAM region.
Despite taking into account the avalanche risk when laying the BAM route, avalanches periodically converge on the way
So, in 2011, due to an avalanche, a train derailed from Severobaikalsk to Kirenga. To protect against the risks of landslides and rockfalls, which are high enough on all mountainous sections of the route, the construction of galleries was often used during the construction of the BAM. Geological risks of the pipeline significantly complicate both new construction and current operation.
According to expert estimates, the volume of export of minerals from deposits in eastern Russia will double by 2020 and will reach 113.2 million tons per year.
Increasing the extraction of raw materials, the construction of new industrial enterprises along the BAM route, as well as an increase in the capacity of the ports of Vanino and Sovetskaya Gavan Gavan - the main gateway for Russian exports to the Asia-Pacific region - will lead to the appearance of bottlenecks almost along the entire length of the BAM. The largest capacity deficit is expected in the Vysokogornaya – Vanino section.
The project for the expansion of the Baikal-Amur Mainline provides for the construction of a second branch of the mainline along most of the track, the electrification of individual sections and the replacement of rolling stock. The need for transportation along the BAM by 2025 will amount to about 100 million tons of cargo.
According to Evgeny Solntsev, head of the Irkutsk group of the Directorate for Reconstruction and Construction of Railway Transport Facilities of JSC Russian Railways, Yevgeny Solntsev: “... the volume of upcoming design and construction work is enormous and comparable to the volume of construction of the BAM in Soviet times, and the construction time is much shorter. By 2017, it is necessary to double the capacity of BAM - from 16 to 32 pairs of trains per day, for which it is necessary to reconstruct more than 500 kilometers of second tracks, 90 stations, 85 bridges and build a new Baikal tunnel ”.
According to a statement made by the head of Russian Railways Vladimir Yakunin in his blog, after the BAM reconstruction is completed, most of the cargo will be redirected to the mainline - the transit of coal and minerals will at least double, which will allow Russia to further increase international trade, in particular with China.
Expert estimates of the total amount of required financing vary, but the approximate amount of investments required for the development of BAM along its entire length for the period up to 2020 is about 400 billion rubles.
According to the passport of the investment project "Modernization of the railway infrastructure of the Baikal-Amur and Trans-Siberian railways with the development of carrying and carrying capacities", which is currently awaiting approval by the Government of the Russian Federation, total investments in the project are envisaged in the amount of 562.4 billion rubles, of which RUB 300 billion it will be necessary to provide JSC Russian Railways, 150 billion rubles. - funds from the National Welfare Fund (NWF), 110 billion rubles - subsidies from the budget. In 2014, it is planned to carry out work for 61.4 billion rubles, the total volume of contracts concluded in 2014 is estimated by Russian Railways at 90 billion rubles. 50 billion rubles will be attracted from the NWF, the rest will be monopoly money.
The mining of the second Baikal tunnel is supposed to start this year.
At present, a shift camp for 300 workers is being built from scratch near the western portal of the existing tunnel, located on the border of the Irkutsk region and the Republic of Buryatia.
“The new tunnel, which is planned to be commissioned in 2017, will significantly increase the throughput of this“ bottleneck ”of the Baikal-Amur Mainline, and the speeds will also increase,” said Viktor Khlyupin, head of the Severobaikalskaya Tunnel Distance of the East Siberian Infrastructure Directorate, in an interview with the Gudok newspaper. ...
Preparations are now underway to start construction of the second corridor inside the Baikal ridge. The new corridor of the Baikal Tunnel will be laid parallel to the existing one. In 2014, more than 2.1 billion rubles will be allocated for the construction of the tunnel.
The scale of the project for the expansion of the Baikal-Amur Mainline is comparable to the volume of construction of the mainline in the Soviet era. At the same time, builders will be forced to work under much shorter deadlines. To ensure the growth of exports from new fields and industrial enterprises, it is necessary to double the throughput capacity of the pipeline by 2017.
The complexity of the relief on the BAM route, high seismicity and avalanche risks make it necessary to introduce new and unique solutions in the field of engineering protection of transport routes
In this direction, as in general issues of project development, the builders will be greatly helped by the experience gained during the implementation of the Sochi project. Russian construction organizations gained experience in construction in a short time, in difficult mountain conditions and with high landslide, mudflow and avalanche risks. At one time, the Sochi Olympiad was called the "Second BAM" for a catchphrase. Now Russia has the opportunity to implement the real BAM-2 and balance its transport structures between the West and the East.
"Geographical position of the Baikal-Amur Mainline
Key BAM stations:
Taishet;
Lena;
Taksimo;
Tynda;
Neryungi;
New Urgal;
Komsomolsk-on-Amur;
Vanino;
Sovetskaya Gavan.
The total length of BAM from Taishet to Sovetskaya Gavan is 4300 km.
BAM is connected with 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 Transsiberian 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 Pacific Ocean in Sovetskaya Gavan. Branches: to Ust-Ilimsk (215 km); to the Chineyskoye field (66 km); to the 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 the Volochaevka station (351 km); to the station Chorny Mys - the road to the abandoned construction of an underwater tunnel on Sakhalin Island (120 km).
The route of the highway passes mainly in mountainous terrain, including through the Stanovoe Upland, cutting through seven mountain ranges. The highest point of the path is the Mururinsky pass (1323 meters above sea level); steep inclines when entering this pass require double traction and train weight limits. Ten tunnels have been punched along the road, among them is the longest in Russia Severo-Muisky tunnel.
The route of the road crosses 11 large rivers; a total of 2,230 large and small bridges have been 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 with alternating current (25 kV), from Ust-Kut to Taksimo stations the road is single-track and electrified with alternating current (25 kV), to the east the movement is carried out on diesel traction.
By 1997, the freight traffic on the BAM was halved compared to the peak at that time in 1990 (only a few trains passed a day). By 2009, the volume of freight traffic in the direction Taishet - Tynda - Komsomolsk increased again and amounted to about 12 million tons per year. At the same time, even with such traffic volumes, the road remains unprofitable.
In 2009, the entire BAM transported about 12 million passengers annually - 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: the East Siberian and the Far East. The border is the Hani station.
From the BAM branch - the Tynda - Berkakit line, the construction started in 1985 to the north of the Amur-Yakutsk Main Line (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 to Nizhny Bestyakh was completed. "
The answer left the guest
1) 9298.2 km is the longest railway in the world
2) North - Moscow - Yaroslavl - Kirov - Perm - Yekaterinburg - Tyumen - Omsk - Novosibirsk - Krasnoyarsk - Vladivostok.
New - Moscow - Nizhny Novgorod - Kirov - Perm - Yekaterinburg - Tyumen - Omsk - Novosibirsk - Krasnoyarsk - Vladivostok.
Yuzhny - 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, Yekaterinburg, Novosibirsk, St. Petersburg, Ufa, Tyumen, Perm, Omsk, Bratsk, Ust-Kut, Kirov, Lipetsk, etc.
5) The composition and direction of cargo flows on any line, and not only along the Trans-Siberian Railway, is determined by what and where it is mined, produced and consumed in the gravitational zone of the mainline, and by where this mined is sent, and from where the consumed is delivered.
For example, pollock, for example, is constantly transported along the Trans-Siberian railway in the western direction, and the forest - 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 Transsib, namely:
large-scale investment projects are being implemented in the eastern part of the Transsib 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 increasing volumes of cargo transportation to China (primarily oil).
Until 2015, Russian Railways plans to spend about 50 billion rubles for the reconstruction of the Transsib.
In accordance with the Strategy for the Development of Railway Transport in the Russian Federation until 2030, it is planned to specialize the Transsib for the passage of specialized container trains and for passenger traffic.
Natural conditions for the functioning of the Trans-Siberian Railway, the influence of these conditions on the functioning of transport
km, equipped with modern means of informatization and communication. It is the longest railway in the world, a natural extension of the Pan-European transport corridor No. 2. The technical capabilities of the Transsib now make it possible to transport up to 100 mln.
tons of cargo per year, including 200 thousand containers in twenty-foot equivalent (TEU) from the countries of the Asia-Pacific region to Europe and Central Asia. In the future (using the capacity of BAM), the volume of these traffic 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 Transsib with a population of 300 thousand 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 industrial wood production are carried out. More than 80% of the country's industrial potential and basic 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 Transsib 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 already ready to increase the volume of container traffic on 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 Transsib has been constantly increasing by an average of 30-35% per year. In 2004, the total volume of container traffic on the Trans-Siberian Railway amounted to 386.95 thousand twenty-foot equivalent (TEU), incl.
including transit 155.4 thousand TEU, export - 118.6 thousand TEU, import - 113 thousand TEU. In international traffic for 2004
3,247 container trains followed. The total volume of containerized cargo transported by the Transsib from the Asia-Pacific countries to Western Europe amounted to 155.7 thousand TEU containers against 117.2 thousand in 2003 and 70.6 thousand in 2002.
In 2005, the total traffic volume amounted to 388.3 thousand TEU containers (including 139.2 thousand - imports, 124.8 thousand - transit and 124.3 thousand.
Export). In the message Russia - China, 134.9 thousand containers were transported (2004 -
- 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 greatest achievements of the 19th and early 20th centuries was the construction of the Trans-Siberian Railway
Learn the history of the Trans-Siberian Railway
The main route of the Trans-Siberian Railway starts from Moscow and goes to Vladivostok, but the Trans-Siberian Railway has several branches:
Trans Mongolian mainline was built in 1940-1956. between the city of Ulan-Ude, located just east of Lake Baikal, and the capital of China.
From Ulan-Ude, the road goes south across Mongolia, crossing the Gobi Desert, and ends in Beijing. The length of the route from Moscow to Beijing is 7867 kilometers.
Tranmanchur highway branches off the main route of the Transsib at the Karymskaya station, located east of Lake Baikal. After Karymskaya, the railway line turns southeast and through Zabaikalsk and Manchuria goes 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 begins 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 go along the entire line from start to finish. If you decide to take this railway, you will have to make several changes, and possibly take a bus to get to your destination.
The impetus for the creation of the Transsib 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 had been in development for a long time, and the construction of the railway proceeded 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 construction of the road, there were also foreign companies. But the Russian leadership did not want an increase in foreign influence in Siberia and the Far East. Thus, it was decided to build a road using funds from the Russian treasury.
In 1886, 25 years after the idea of creating the Transsib was first voiced, Emperor Alexander III finally decided that he had already heard enough thoughts on this project.
It's time to act. Thus, in 1887, three research expeditions were formed and sent to study the lands on which the road was supposed to pass. Continuing the policy of refusing foreign participation in the construction of the railway, the authorities announced that "The Siberian Railway, this is a great national cause, should be carried out by Russian people and from Russian materials." Construction began in February 1891 simultaneously from the side of Chelyabinsk and Vladivostok.
Starting point - Vladivostok
Alexander III, inspired by the idea of the Trans-Siberian Railway, instructed his son to begin the construction of a large railway through Siberia in order to "connect the abundant gifts of nature in Siberian regions with the network of internal rail communications."
Young Nikolai Alexandrovich, following his father's order, on May 31, 1891, took part in a solemn prayer service on the occasion of the beginning 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 beginning of construction. Construction has begun.
Difficult task
The implementation of the project was difficult due to the harsh climatic conditions.
The railway ran through sparsely populated areas through the impassable taiga. Additional problems were created by large rivers that crossed the route of the new road, wetlands and areas of permafrost that lay in the path of the builders. The hardest part was the construction near Lake Baikal, because here the builders had to blow up 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 associated not only with nature.
Besides the enormous construction costs, there was a big problem with staff and labor. In all large cities, specialists were recruited, necessary for the implementation of the project. 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 put into operation every year. The incredibly fast pace of construction of such a complex road - it was completed in just 12 years - amazed the world. The Transsib finally linked Europe with the Pacific coast.
An incentive for improvement
Immediately after the construction, the Trans-Siberian Railway began to have a significant impact on the economic development of the region and contributed to the growth of goods turnover.
However, the Russo-Japanese War began (1905-1906), and then the insufficient capacity of the highway became obvious. At that time, only 13 trains a day passed by rail. After the war, steps were taken to modernize the road. Then it became obvious that for the implementation of this plan, the speed of the trains was insufficient.
The rails were made more durable, some parts of the railway track were replaced from wooden to metal, and the number and size of cars and trains increased. The Russo-Japanese War prompted the government to make the line uninterrupted (until the section of the Circum-Baikal railway was completed, the crossing of Lake Baikal was carried out by ferry).
The final stage
A continuous rail link from Chelyabinsk to the Pacific Ocean through the territory of the Russian Empire was officially opened in October 1916, after the completion of the construction of the Amur Mainline and the Amur Bridge.
During the First World War, the condition of the Trans-Siberian Railway worsened, but the greatest damage was caused 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 began. Major repairs were completed in 1924-1925, and in March 1925 train traffic resumed along the entire route.
Road to the future
The Transsib did not just connect 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 Transsib, 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 it is most expedient to use this route.
Also, the significance of the Trans-Siberian Railway is undoubted when it comes to trade with South Korea.
The thousandth train trip 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. This is an impressive time frame for such a distance.
Currently, the Trans-Siberian Railway is the longest railway in the world and it is registered in the Guinness Book of Records.
Regardless of the popular expression of Kipling: "East is East, and West is West, and they will never converge", the Trans-Siberian Railway contributes to 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 Route is a perfectly equipped rail track across the entire continent, connecting European Russia, its largest industrial regions and the capital of the country, Moscow, with its middle (Siberia) and eastern (Far East) regions.
This is the road that holds Russia together - a country stretching for 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, gigantic regions of Western and Eastern Siberia and the Far East remained in the socio-economic, political and cultural respect as backward outskirts of the Russian Empire, cut off from its European part.
In the second half of the 19th century, railways cut through the European part of Russia in different directions in the second half of the 19th century. At the end of the 19th and the beginning of the 20th centuries, when the needs of the development of Russian capitalism in breadth exacerbated the problem of the development of new territories, it became necessary to build a railroad through Siberia.
The Trans-Siberian Railway was designed to open Siberia to Russian capitalism. Its construction was dictated by the foreign political goals of the tsarist autocracy - the desire to strengthen both economically and politically in the Far East.
In 1857, the Governor-General of Eastern Siberia NN Muravyov-Amursky raised the issue 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. Representatives of foreign capital put forward many options for the construction and financing of the road. But the Russian government, fearing an increase in foreign influence in Siberia and the Far East, rejected the proposals of foreign capitalists and decided to build the road with funds from the treasury.
In 1887, under the leadership of engineers N.
P. Mezheninov, OP Vyazemsky and A. I. Ursati organized three expeditions to explore the route of the Central Siberian, Trans-Baikal and South Ussuri railways, which by the nineties of the XIX century almost 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 from Vladivostok. May 19, 1891
In Vladivostok, a solemn ceremony of laying the Ussuriysk railway, the first link of the Trans-Siberian Railway, took place.
Construction.
In 1894, the construction of the North Ussuriyskaya road began. The line passed through highly rugged terrain, crossed many rivers and watersheds. Three and a half years later, after the start of work in December 1894 on the South Ussuriyskaya road, a temporary traffic was opened from Vladivostok to Grafskaya. and two years later the first train came from Vladivostok to Khabarovsk. The entire Ussuriysk railway with a total length of 769 kilometers with thirty-nine separate points entered into permanent operation in November 1897. It became the first main railway 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 envisaged by the estimate.
In 1893, under the leadership of engineer N.P. Mezheninov, the construction of a road from Ob to Irkutsk began. The road was mainly carried out along mountainous sections. Such a terrain required the construction of high embankments, the development of deep excavations, and work in rocky soils.
In January 1898, a section of the road from Ob to Krasnoyarsk with a branch to Tomsk was put into operation, and a year later the trains went to Lake Baikal.
Traffic along the Trans-Baikal Railway was opened in 1900.
Under an agreement between Russia and China, construction of the Chinese Eastern Railway (CER) began in 1897, connecting the Siberian railway with Vladivostok. In 1903, it was put into operation. The new 6503-kilometer road made it possible to open through railway traffic from Chelyabinsk to Vladivostok. In eleven years, 7,717 kilometers of track were laid, more than one hundred million cubic meters of earthworks were completed, bridges and tunnels were erected on 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 the engineer B.U.Savrimovich. The construction of the most complicated sixteen-kilometer section of the road between the Aslomov and Sharazhangai capes was headed by the engineer A.V. Liverovsky. The length of this section is eighteenth of the total length of the road, but its construction required a fourth of all road costs.
On this site, for the first time in the practice of railway construction in Russia, electricity was used to illuminate the barracks of builders, as well as for drilling and other works.
A.V. Liverovsky conducted research on the selection of optimal explosives, determination of the size and placement of wells during blasting operations in rocks of various strengths. The total length of the drilled wells exceeded 700 kilometers, and the consumption of explosives was two thousand four hundred tons. The builders put the road into permanent operation in 1905 - a year ahead of schedule.
In 1906, surveys of the Amurskaya road began. Surveys in the Western section of Sretensk were conducted under the leadership of O.D. Drozdov. In the Eastern section from Amozar to Khabarovsk, a group of E.Yu.
Podrutsky. The work was carried out in winter, the frosts reached -50 degrees. People lived in tents, were often sick.
At the beginning of 1907, the State Duma, disregarding public opinion, rejected the bill on the construction of the Amur railway, 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.
This 636 km section was named the West Amur Railway.
In 1911, the construction of a section of the Sredne-Amurskaya railway began from the Kerak station to the Burei River with a length of 675 kilometers with a branch to Blagoveshchensk. 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 of the builders, there were many difficult mountain ranges and water barriers.
The bridge over the Amur River with a length of 2600 meters with spans up to 130 meters was built according to the project of L.D. Proskuryakov.
In 1915, when the road was completed on the road, the bridge over the Amur was not yet ready. Carriages across the river were ferried in summer, and in winter they were dragged along the ice crossing by horses.
In October 1916, the bridge over the Amur was put into operation.
Now, throughout the entire Great Siberian route, trains went through the territory of Russia.
Present and future.
Currently.
Currently, a significant part of cargo traffic in the East-West direction is 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 twofold reduction in the transit time of goods: as the experience of container transportation shows, the transit time of a container train en route from China to Finland via the Trans-Siberian Railway can be less than 10 days, while the usual time of travel 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 confidently growing economy;
- reduction of the number of cargo transshipments to a minimum, 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 cargoes are transported via the Transsib.
The technical capabilities of the Transsib now make it possible to transport 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 services on the Transsib meets the highest international requirements:
Transsib successfully uses modern information technologies that provide full control over the progress of trains and informing 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 an excellent opportunity to drive the vast Russia along the Trans-Siberian Railway - from Moscow to Vladivostok. We have selected the best regular trains, good hotels and made a varied excursion program to the most interesting cities along the way. In the route: Yekaterinburg - Novosibirsk with Akademgorodok - Krasnoyarsk with a trip to the famous national park "Stolby" - 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 so that we spend about half of the nights on the trains, and half in good hotels.
Excursions alternate with active rest, a short break in movement is planned at 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. |
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Day 2 |
We're moving hilly Ural mountains and we arrive at Ekaterinburg at 18.03. Meeting, transfer to the hotel. Founded in 1723 as city-plant, Yekaterinburg throughout its history, it has visited the center of the Ural Mountain District, the capital of the Ural Region, which united the gigantic lands from the Arctic Ocean to Kazakhstan, a closed military city and even the capital of the virtual Ural Republic. |
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Day 3 |
In the morning - the beginning of a city tour: an 18th century dam on the city ponds, the quaint mansion of the merchant Sevastyanov, a walk through the pedestrian city center - a good opportunity to buy a souvenir and dine in some beautiful place. Visiting the famous Temple-on-Blood at the site of the execution of the royal family. Optionally - a mineralogical museum with a representative collection Ural gems. Visit conditional borders Europe-Asia... Transfer to the station, departure at 17.39 to Novosibirsk. Outside the window open woodlands and swamps begin Western Siberia... Night on the train. |
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Day 4 |
Arrival at Novosibirsk at 15.00. Meeting, accommodation at the hotel. Excursion program (on this day or next morning): Akademgorodok, central streets and Krasny Prospekt, inspection of the city's iconic buildings: the opera house, the "hundred-apartment house" of the Stalin era - an architectural monument of federal significance, built at the turn of the IXX and XX centuries mansions of Siberian merchants: stone and wooden - a wonderful architectural heritage of Novonikolaevsk. Optionally - attendance in the evening at a performance at the most famous opera house in Siberia. Overnight at the hotel. |
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Day 5 |
Departure by train number 100 at 13.29 to Krasnoyarsk. A good opportunity to trace how swampy birch woodlands western Siberia give way to real taiga.
Arrival at Krasnoyarsk at 01.20 the next morning. Meeting, transfer to the hotel. |
| Day 6 | Day in Krasnoyarsk. City tour, trip to National Park "Pillars" and a walk along the pedestrian tourist route, a visit to the Krasnoyarsk hydroelectric power station (inspection from the outside) and the observation deck Tsar-fish over the Yenisei. Night in Krasnoyarsk. |
| Day 7 | Transfer to the station, at 12.47 - departure to Irkutsk by train number 78. Day and night on the train. |
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Day 8 |
Arrival at Irkutsk at 08.32 in the morning. 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. Relocation to Baikal, in Listvyanka, one of the oldest Russian settlements on the shores of the great lake. Day rest on Baikal... Optional excursion program: a visit to an art gallery and a shaman-stone on the Angara, a visit to the Taltsy architectural and ethnographic museum; transfer by boat to Port Baikal, a short walk on the Circum-Baikal Railway along the shores of Lake Baikal: we will pass several tunnels cut in the rocks. The steep coast offers stunning views of Lake Baikal, its distant coast and the Khamar-Daban ridges. Return to Listvyanka in the afternoon (the entire excursion program on this day is additionally, for an additional fee). |
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Day 9 |
Free day at Lake 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 in the morning. We are in Buryatia. Departure to Ivolginsky datsan- the center of Russian Buddhism. Presentation on the topic "Characteristics of the transport highway"Walking through the territory of the monastery, communication with monks. Lunch at a 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 "Acquaintance with 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 in the morning. Meeting, breakfast time. A small sightseeing tour of the city and departure to the countryside. We will climb one of the hills surrounding Chita, picnic lunch outdoors with a view of the birch and larch taiga. Return to the city, transfer to the railway. railway station, departure at 18.00 by train number 392 "Chita-Blagoveshchensk" to Blagoveshchensk. |
| Day 12 | Day on the train and only the next morning we arrive in the city on the Chinese border. On this day we pass such famous villages of the Transsib like Shilka, Erofey 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 morning - sightseeing tour of the city: 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). Area Lenin and Victory Square, Amur river embankment- a favorite vacation spot for city dwellers. Departure to the observation deck, from where city panorama... From here you can see the Chinese Heihe - a large trade zone on the Amur. If possible: a boat trip along the Amur (tickets about 500 rubles, payment on the spot). |
| Day 14 | Transfer to the Belogorsk station, departure to Vladivostok at 07.30 am on the branded train number 2 "Russia" or by train number 8. Another day on the train. |
| Day 15 |
Distance from Moscow - 9288 km ". The afternoon is free: you can buy the latest souvenirs and get ready for your departure home. |
| Day 16 | Transfer to the airport, flight to Moscow on one of Aeroflot's daytime flights (at 14.00 or another). Arrival in Moscow on the same day one hour later (local time). |
Program cost per person (excluding train tickets): 118,000 rubles
(the price is valid for a minimum trip of 2 people)
The total cost of tickets for all trains (approximate):
Coupe, top shelf: 38,000 rubles
Compartment, 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 - below); meals - breakfasts in 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 does not include: air flight Vladivostok-Moscow (from 12,000 rubles), meals (except breakfast in hotels and 1 lunch), entrance tickets to museums and photography fees, train tickets (the program contains the approximate cost of tickets), excursion around Listvyanka, personal expenses.
Accommodation along the route:
Yekaterinburg: hotel Park Inn by Radisson 4 *
Novosibirsk: hotel Marins Park 4 *
Krasnoyarsk: Novotel 4 * hotel
Blagoveshchensk: hotel "Asia" 3 * +
Vladivostok: hotel "Pearl" 3 *
Listvyanka: "Cross Pad".
Draw your attention to: depending on the day of the start of the route, 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 baseline.
We accept tour requests 65 days in advance before departure - in this case, we can most likely buy exactly those tickets for which you count (for example, only the lower shelves, or seats in one compartment for a family).
Ticket sales start 60 days before train 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 consecutive nights on the 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 lunch of freshly caught fish on a fire, from 25,000 rubles per person ),
Organization of rest in 5 * lodge hotel "Baikal Residence" not far from 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.
Room rates - from 19'000 rubles per day (+ travel: train Irkutsk-Severobaikalsk or flight Irkutsk-Nizhneangarsk or in the 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.
About company
The Trans Magistral Komplekt company is located in Moscow and is located at Krasnobogatyrskaya street, 6s8. The fields of activity of the company include the following types: Material and technical supply, Construction and repair of railway tracks.
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18.04.2014 To the 40th anniversary of BAM
The hero of labor and songs is BAM.
He is a lump of suffering.
BAM - and a temple of the riches of nature.
BAM - and the shoulder of the Transsib.
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 beginning of the construction of the highway (1974)
30th anniversary of the opening of the through traffic of trains along the entire length of the BAM (1984)
25th anniversary of the commissioning of the main line in continuous operation (1989)
Time 60-90 minutes
Prepared by A.I. Belozerov
(Leading Researcher of UNIR SSUPS, Candidate of Engineering Sciences,
participant in the construction of BAM)
Reviewer-editor L.S. Sotnikov
(honorary transport builder, veteran of BAM)
Introduction
The attention of Russians has long been attracted by the vast uninhabited and inaccessible territories located beyond the Urals - Siberia and the Far East.
Researchers assumed that this unexplored region conceals large reserves of minerals in its depths. Otherwise, why would the Creator so carefully protect this land with the severity 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 population, railways are a massive, 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 XXI century. the rapid process of economic globalization continues, in which transport in general and railways in particular play an important role. The role of transport corridors - Transsib and BAM - has dramatically increased. The volume of transit cargo transportation along these routes, given 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 (container and passenger) and BAM (freight).
(clickable)
In the conditions of an insufficiently stable world, especially in connection with certain US claims to world leadership, the world system needs counterbalances that Russia can provide. To this end, Russia needs to develop its 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 publication of a century ago in the evening newspaper "Latest News" No. 50 of March 13 (28), 1908 under the heading "Does Russia need the Amur Railway?"
In the 80-90 years. of the last century, the dream of M.V. Lomonosov, the Decembrists and the foremost minds of Russia - the Baikal-Amur Mainline, more than 4,200 km long, from Taishet on the Transsib to the Pacific Ocean through the northern end of the lake was put into operation. Baikal.
The Baikal-Amur Mainline became a symbol of patriotism, courage and labor heroism of the Soviet people. BAM was called the “construction site of the century”. I think it can be given an even more accurate name - "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 relief in the western area and haze areas in the east.
For all areas of the highway, an almost arctic severity of the climate is characteristic, which determines the presence of permafrost, the wide development of active physical and geological phenomena and processes, high seismicity, avalanches, mud flows, etc., which are the cause of large volumes of work and the complexity of construction ...
Highway route passes through the dismembered mountain-taiga regions.
Over 3,500 streams crosses the track 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 a short duration with abrupt 6–10-meter rises and falls in levels, and high flow rates.
Climate of the entire BAM zone is sharply continental with long cold winters (8 months) and short warm and rainy summers.
Average annual air temperatures throughout the BAM area are negative and vary from minus 3.2 to minus 7.8 ° С... The absolute temperature minimums reach minus 60 ° С, the absolute maximum air temperature is plus 40 ° С.
The route of the highway for 410 km passes in the zone of 8 point earthquakes and 740 km - in the zone of 9 point earthquakes.
The calculated score during the design was taken not higher than 9 points, with the marked catastrophic earthquakes with a magnitude of 10–12 points.
The track runs 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 on a number of sections of the route, large differences in the thickness of frozen strata (from 0, 5 up to 100-200 m and more).
On the site from p. Lena to the Baikal Ridge, the permafrost is of the island nature of the valley type. The thickness of the permafrost is about 30 m, the temperature is generally from minus 0.2 to minus 0.8 ° С.
Along the route, within the Pribaikalskaya and Zabaikalskaya highland regions, there is also island permafrost with a thickness of 5–20 to 60 m. There are ice lenses of various origins.
The thickness of the permafrost soils in the area of st. Nizhneangarsk - st. Chara varies from 40-50 to 100 m and more. The temperature of permafrost soils ranges from minus 0.7 to minus 6.6 ° C. Permafrost soils are characterized by subsidence of III – IV (sandy loam, sands) and I – II categories (gravel).
The strip of the route from Chara to Tynda is practically covered by continuous permafrost. The permafrost is merging, mostly low-temperature.
The geocryological structure of the Tynda - Urgal highway area is more complex. Average annual temperatures here vary from 0 to minus 5 ° C, and the thickness of the 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 route, permafrost is developed, characterized by continuous distribution by 32%, intermittent - by 36% and insular - by 32% of the extent of frozen soils.
All along the highway icy phenomena. By type, they are river, ground and mixed.
The thickness of the ice ice varies from 1–1.5 to 3–4 m, reaching 6 m in some streams in some winters.
Underground ice are observed mainly on floodplain and above floodplain terraces of practically all large rivers of the main zone. The depth of the ice 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 underground ice. The area of individual thermokarst lakes reaches 2–5 hectares, and the size of individual heaving mounds is up to 20-30 m in diameter and 4-6 m in height.
A characteristic feature of the landscape of permafrost regions is marie(swamps on permafrost), covering almost completely the areas of floodplain terraces, low above floodplain terraces and, partially, lowered areas of high terraces.
Large-block talus, rockfalls, kurums are widespread in the area from Kirenga to Tynda and cover almost all slopes of mountain river valleys and streams.
In the mountainous areas of the route, mainly from Kirenga to Tynda and from Urgal to Berezovka, mudflows are often formed.
Snow avalanches the route on the Baikal and Severo-Muisky ridges is most threatened.
During the exploration 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-prone zones.
Other geotechnical processes are also developed in the area of the route.
Natural resources in the BAM zone
Large deposits of minerals have been explored in the vast territory adjacent to the highway. The most promising of them are: Kholodninskoe and Chineyskoe deposits of polymetals, Molodezhnoe deposit of chrysotile-asbestos, 25 km from st. Taksimo, Udokan copper deposit, coal basin with Neryungrinsky open-cut mine, Elginskoe deposit and Bureinsky coal basin, gold-bearing deposits in the basins of the Vitim, Aldan, and Zeya rivers. There are vast forests along the entire length of the highway.
Coal and hydro resources are energy sources for the development zone. The Mokskaya, Mamakanskaya HPPs, Udokanskaya GRES, Tsipinsky and Nimansky hydroelectric cascades are proposed for development to the already operating Zeyskaya and Bureyskaya HPPs and Neryungrinskaya GRES.
The development of production in the BAM zone will concentrate around industrial units and promising territorial production combinations, the sequence and pace of formation of which are determined by investments and further development of infrastructure. The main ones include Ust-Kutsky, Kirensky, Leno-Kazachinsky, Severo-Baikalsky, Vitimsky, Bodaibinsky, Udokansky, Tyndinsky, Yuzhno-Yakutsky, Verkhne-Zeysky, Selemdzhinsky, Urgalsky, Berezovsky, Komsomolsky, Aldansky industrial centers.
The highway is of great importance for increasing the maneuverability of the railway network in Eastern Siberia and the Far East, for a more rational distribution of transit traffic, and in emergency situations, for a complete switch of traffic from the Transsib.
Brief information about the survey, design and construction of the BAM until the middle of the twentieth century
The first projects of the BAM appeared in the 1880s, when the construction of the Trans-Siberian Railway from Chelyabinsk to the Pacific Ocean began. The idea of building the BAM was sharpened 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 to Irkutsk, the southern end of Lake Baikal and along the southern shore of the lake to the Selenga and Khilok (southern option), on the other - from Taishet to the north of Baikal, from there to the Muya, then to the tributary of the Shilka River and further to the Amur (northern option).
It was decided to explore the route of the future road according to both options. In 1889, a group of prospectors led by Colonel Voloshnikov carried out a "railway reconnaissance" of the territory between the Angara and Muya rivers. Another group, led by engineer Prokhasko, in the same year surveyed the area between Muya and Cherny Uryum (left tributary of the Shilka).
The work carried out showed the great complexity of the relief and soils of the northern Baikal region and Transbaikalia. Moreover, this territory was almost completely deserted. Therefore, during the construction of the Transsib, preference was given to the southern option. The question of building a railroad between the northern tip of Lake Baikal and the Amur fell away, but not for long.
The possibility of laying a shorter railway track through the northern end 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 Transsib by a railway line. In order to solve this problem in the pre-war period, that is, until 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 - Coot and others.
However, there was still no systematic picture of the mineral resource base, which has not yet been demanded by the Russian economy. The process of the development of Euro-Asian spaces by railways was just beginning at that time. The need to ensure the security of the eastern borders of the Russian Empire gave rise to a grandiose project for the construction of the Transsib, which was brilliantly implemented in an incredibly short time. And if the loss of Alaska did not provoke 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 shortage 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 very time.
The railway to the Lensky mines was not built, but the work on its search did not remain fruitless. As a result of the research, extensive material was collected and processed about the relief, soils, grounds, etc. And the direction Taishet - Ust-Kut was the western part of the BAM.
The outbreak of the First World War interrupted the exploration of a steel route from the central part of Eastern Siberia to the Amur through the north of Lake Baikal. This is how the first period of BAM's "biography" ended. The second was destined to begin already under Soviet rule.
The defeat of Russia in the Russo-Japanese War (1904-1905) showed the vulnerability of the Transsib. Since the 1880s. The main motive for the construction of the BAM was the military-strategic goal of the government. This motive retained its significance in Soviet times.
In 1930, Dalkraikom of the All-Union Communist Party (Bolsheviks) sent to the Central Committee of the All-Union Communist Party (Bolsheviks) and the Council of People's Commissars of the USSR a proposal for the design and construction of a second Trans-Siberian Railway with access to the Pacific Ocean. In this document, the future railway was first named "Baikal-Amur Mainline". In April 1932, the first government decree "On the construction of the Baikal-Amur Mainline" was issued. Design organizations have begun to survey the BAM route.
After the restoration of the economy, destroyed by the civil war and during the years of intervention, our country began to systematically involve the natural resources of the eastern regions in the economic circulation. Large-scale railway construction was launched in sparsely populated parts of the country. The survey of the railway track on the BAM route has also begun.
The first exploration work on the eastern section of the BAM began in 1926–1928. They were attended by a special corps of the Railway Troops of the Red Army. The beginning of massive exploration work at BAM dates back to May 1931.
Dalzheldorstroy of the People's Commissariat of Railways conducted reconnaissance surveys in the Klyuchi - Kirensk section and surveys in the Bochkarevo - Nikolaevsk-on-Amur and Khabarovsk - Sovetskaya Gavan sections. Initially, the 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 carry out the research, a special East Siberian expedition of technical research was created - Vostizzheldor for short.
Aerial photography was used for the survey. For the first time, Art. Bam (Takhtamygda, next to the place where the Trans-Siberian railway joins the BAM). The general direction of the BAM route with the support points Taishet - Severobaikalsk - Tyndinsky - Urgal - Komsomolsk-on-Amur - Sovetskaya Gavan was determined.
As planned, in 1933 the final surveys on the Takhtamygda - Tynda section were completed, and in the same year from st. Construction began on the Bam of the Trans-Baikal Railway.
In the next year, 1934, final surveys were carried out on the Tynda - Ust-Niman section and preliminary - on the Ust-Niman - Komsomolsk-on-Amur section.
For 1932-1934 the survey of the Volochaevka - Komsomolsk-on-Amur railway line was completed and its construction began. The railway was needed for a large Komsomol construction site that was unfolding at that time on the Amur. At the same time, it was an approach line to the BAM, that is, it was supposed to serve as a kind of his rocada.
The search for another access railway line to the BAM Urgal - Izvestkovaya began in 1934.
Since 1932, prospecting work was carried out in 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. NKPS also carried out a number of surveys in the Taishet - Ust-Kut section.
In 1937 the second decree 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 forced to accelerate the process of increasing military traffic on the Trans-Siberian Railway. In 1937-1938. a significant part of the workforce was involved in the construction of the second Transsib tracks. Work on the BAM was canceled. For the development of prospecting and design work, "Bamtransproekt" was created (since 1939 - "Bamproekt").
At the end of 1937, thanks to the efforts of the Bamlag prisoners, the construction of the 178-kilometer section Bamovskaya - Tynda was completed, which was dismantled in 1942.
Work on the Izvestkovaya - Urgal section (339 km) began in 1937. In 1942, the line with major imperfections was put into operation, and in 1943 it was dismantled.
By 1941, 123 km of track from Urgal to Komsomolsk were built, and then mothballed.
Construction on the Taishet - Padun section 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 on the Komsomolsk-on-Amur - Sovgavan section was suspended.
During the Great Patriotic War, rails, metal spans and railway equipment of the BAM were used for the construction of the Zavolzhskaya rokada Saratov - Stalingrad.
As a result, in 1942 the railway communication on the already constructed sections of the BAM was terminated.
In 1943, the State Defense Committee of the USSR began the accelerated construction of the Komsomolsk-on-Amur - Sovetskaya Gavan (468 km) section.
The tight timeframe for construction did not allow the tunnel to cross the Sikhote-Alin ridge. The railway in this section was laid by an open track along the Kuznetsovsky Pass using curves with a radius of 200 m and triple-thrust slopes. The passes were bypassed during 1945–2012. Ferry (in summer) and ice (in winter) crossings at the crossing of the Amur near Komsomolsk functioned for more than 30 years (from July 1945 to September 1975).
In July 1945, the railway line to Sovetskaya Gavan was put into operation. In 1945, the construction of the railway was resumed. lines Taishet - Ust-Kut. In 1947 the Taishet - Bratsk line was opened. In July 1951 she was brought to Art. Lena (Ust-Kut city).
The Lime-Urgal branch was restored.
From the late 1950s to the late 1960s. minor work was carried out on filling the embankment, developing the rock to the west of Komsomolsk-on-Amur. The constructed section of the road from Komsomolsk to Berezovka (Veli) was used for hauling timber.
In the 1930-1950s. At the expense of state funds, 2,075 km of railways were built (mainly according to lightened standards) on the approaches to the BAM and at 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 at Domanskoye forced the government to resume large-scale work at the BAM.
About forty-year-old BAM
In 1967, a decree was issued by the Central Committee of the CPSU and the Council of Ministers of the USSR on the resumption of design and survey work at the BAM. They were instructed to carry out seven institutes of the MTS Glavtransproekt.
The general management, the development of the main technical solutions for the projected highway, the analysis of the general direction in the new design standards was carried out by Mosgiprotrans. The design of some of the most complex objects, the solution of scientific problems was carried out by specialized institutes of MTS and 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) has developed and implemented two all-Union scientific and technical programs on new progressive designs, technical solutions, and the improvement of technological processes. He coordinated the activities of about 100 partner 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.
Since 1974, work on the construction of the BAM unfolded on a wide front.
On July 8, 1974, the Resolution 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 (July 1974), a powerful construction organization "Glavbamstroy" (heads K.B. Mokhortov and E.V. Basin (since 1986) in the rank of deputy ministers of transport construction) were created. Glavbamstroy was responsible for the construction of the western part of the highway from Ust-Kut to Tynda (inclusive), the Bamovskaya - Tynda - Berkakit line (Maly BAM) and the second route from Taishet to Lena. On the 1,641 km section from Lena to Tynda, 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 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 patron organizations and partly Mostostroy-8.
The construction of the tunnels was entrusted to Glavtonnelmetrostroy (completion of the 1,807-meter Duse-Alin tunnel on the eastern section by the railway troops), and the construction of large bridges over 100 m in length was carried out by the forces of Glavmostostroy.
The necessary funds were allocated for the construction of a railway of the first category with a length of 3,100 km, the second Taishet-Lena track (721 km) and Maly BAM (399 km).
At Maly BAM, 300 km of roadside roads were laid, a roadbed in the volume of 35 million m3 was erected. Komsomol volunteers, Ministry of Transport and Construction workers, student construction teams from the USSR, Bulgaria, Hungary, Mongolia and other countries became the main forces of construction.
A powerful flow of funds and equipment was directed to BAM.
On July 25, 1978 and on July 12, 1985, the Resolutions 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 for the further construction of the Baikal-Amur railway" were issued; January 4, 1992 - Resolution of the Government of the Russian Federation "On measures to complete the construction of the Baikal-Amur railway and the construction of the Berkakit - Tommot - Yakutsk railway line."
The construction of the main BAM route was carried out in eight directions: from st. Lena to the east, from st. Komsomolsk-on-Amur to the west, from stations Tynda, Novy Urgal and Berezovka (Postyshevo) to the east and west. Along with the laying of a railway line, residential settlements, cultural centers, and public service establishments were built, industrial and technical buildings, communications were erected, and settlements were improved.
The importance of the construction of the BAM for the economic development of Siberia and the Far East has never been denied, its economic feasibility was implied, and the military-strategic necessity was emphasized. The large BAM, the construction of which began in July 1974, was impossible without the preliminary implementation of the approaches to it connecting branches, invaluable experience in research, 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, which was 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 republics, territories, regions and cities to build settlements at stations. Uoyan was built by Lithuania, Kichera - Estonia, Tayuru - Armenia, Ulkan - Azerbaijan, Soloni - Tajikistan, Alonka - Moldova, Zeisk - Bashkiria, Fevralsk - Krasnoyarsk, etc.
At BAM, the latest designs, methods of construction and operation of facilities in the most difficult hydrological conditions, powerful equipment and rational labor methods were used. So, for example, the ballasting of the track was carried out immediately after the laying of the rail and sleepers. This made it possible to preserve the roadbed, increase the speed of trains, and ensure the safe passage of heavy lifting cranes and heavy rolling stock.
During the construction of artificial structures, progressive structures and technologies were used: culverts made of corrugated metal, columnar and gantry supports for bridges, standardized concrete blocks, hinged installation and longitudinal sliding of span structures. A way was found to preserve permafrost soils using liquid cooling systems. For the first time, there were developed and implemented methods for controlling the thermal regime of embankments on subsidence bases during thawing using structures made of sorted stone, foam and geotextiles.
When electrifying BAM sections, 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 were introduced in difficult technological and climatic conditions.
June 29, 1979 at RA. Urkaltu, a docking took place on the Urgal - Berezovka section. The through traffic of trains on the so-called Far East Ring was opened.
17 (28) * April 1984 at the time. Miroshnichenko (491 km east of Tynda, 2,835 km from Taishet), a docking of the eastern section of the BAM took place.
On September 20 (29) *, 1984, the track of the western section of the BAM did dock at the time. Balbukhta ( 1 608 km from Taishet, 876 km east of st. Lena).
* The dates of the official train opening celebrations are shown in brackets.
October 1, 1984 at st. Kuanda laid the "golden link" of the BAM. The 10-year phase of the highway construction was completed. On October 27, 1984, the first two passenger trains with honorary passengers arrived in Tynda from Ust-Kut and Komsomolsk. The through traffic of trains on the BAM has opened!
During 1980-1988. sections of the main line 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 stages of the BAM:
- in September 1989, the Verkhnezeysk (Zeisk) - Tungala section (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 in Russia 15-kilometer tunnel under the Severo-Muisky ridge remained unfinished. The tunnel route crosses four fault zones filled with water. Tunneling was associated with chemical consolidation and freezing of soils. The constant movement of trains on it began on December 5, 2003. The reasons for the long-term construction were the erroneous assessment of all the difficulties of the future construction of the tunnel and the delay in financing ( especially in recent years).
Before the tunnel was put into operation, train traffic was carried out from March 8, 1983 to November 1989, along a bypass with a length of 26.4 km with a longitudinal steering 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 gable version at a depth of up to 1,000 m. The length of all worked mine workings of various cross-sections during the construction period was 43.1 km. The volume of rock produced from the faces during the construction of the tunnel is 2.9 million m3. At the peak of 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 tremendous job: they removed more than 2 million m3 of soil, laid 700 thousand m3 of monolithic reinforced concrete, and erected 70 thousand tons of metal structures. The overrun of trains with double traction along the bypass route was 39 km, costs - 15 million rubles. per year, the travel time was 2.5 hours, and the mileage through the tunnel was 15 minutes of travel with a single thrust. As a result, the level of train traffic safety has increased.
In 1996, the BAMR was disbanded: its western section (up to the Khani station) was transferred to the management of the East Siberian, and then to the Far Eastern railways. 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, linked our state with the countries of the Asia-Pacific region. BAM reduces the distance of cargo transportation in comparison with the Transsib to Tynda by 590 km, to Komsomolsk - by 488 km, to Khabarovsk - by 230 km.
So, the final point in the construction of the BAM can be considered December 5, 2003 - the date of commissioning of the Severo-Muisky tunnel.
Summing up the above, we should once again dwell on the step-by-step overcoming of the barrier places during the construction of the BAM and ice.
Bypasses of obstacles and anti-ice fighting
As mentioned above, the design and construction of the BAM was carried out in difficult natural conditions, with off-road conditions, inaccessibility and poor study of the route area, which influenced the organization and technology of work, the construction had a number of features. Let us dwell on only two of them.
Firstly, on the stage-by-stage of overcoming barrier objects with the use of bypasses, and secondly, on the fight against icing when making recesses.
The approved projects provided for the device at the first stage of 18 bypasses of barrier places, including the Baikal tunnel and bridges over the Vitim and Bureya rivers. During the construction of the highway, the number of phased construction of facilities for various reasons increased four times.
All sections of the pass tunnels (Baikalsky, Mysovyh, Severo-Muisky, Kodarsky and Nagorny (Small BAM)) were constructed at the first stage with detours and using curves of small radii (200 m) and longitudinal slopes up to 40 ‰.
These bypasses were operated for up to 5–7 years or more. So, the bypass along the open route of the Severo-Muisky tunnel with a slope of 18 ‰ has been in operation for more than 14 years, across the river. Vitim - more than 5 years, through the river. Burey is over 7 years old.
One of the main conclusions follows: the gradual overcoming of the barrier sections of the roadbed and artificial structures allows, with the same funds and resources, to bring the opening times of trains closer and to shorten the construction time of the line as a whole.
It should be considered as an important technological technique that allows: to deploy work on a wide front, to significantly reduce the cost of the transport scheme for the delivery of construction and often commercial goods, to solve in advance the tasks of technical cover for the most important railway facilities and to 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 the reduction in the cost of transportation of goods by rail instead of transportation by road, as a rule, within 2–3 years.
Noteworthy is the conclusion about the advisability of using a phased scheme for the construction of settlements and stations in projects for organizing and performing work.
Only in the section Zmeika - Verkhnezeysk (120–341 km east of Tynda) with a length of 221 km out of 34 excavations with a volume of 100 thousand m3 and more ice hazard appeared in 17 excavations (50%). Further, on the section to Ulagir (120–470 km), the actual amount of ice accumulation increased during construction by more than five times compared to the number identified at the stages of exploration and detailed design.
At all excavations of the site, a whole complex of expensive anti-ice 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 dewatering wells with drainage, drilling and blasting operations in rock cuttings, etc.) ... Anti-ice control in a number of excavations of this section has become comparable in cost to four-fold laying and ballasting of the track.
From the experience in the design and construction of anti-ice devices on the eastern section of the BAM it follows that in the process of exploration it is necessary to provide for a deeper and more thorough examination of route options in order to maximize the reduction of icy areas, design effective anti-ice devices and measures in advance, strive to reduce the length and depth of excavations, apply for the period of construction of anti-ice devices in ice-hazardous excavations, temporary bypasses.
BAM in numbers
The scope of the main survey work performed for the development of the technical design of the BAM only after 1967 amounted to:
Through the rocks, through the taiga, through 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 switches have been installed at separate points, and about 10 million m3 of ballast have been laid on the way.
To provide access to the BAM area, the builders had to build more than 3,000 km of highway roads.
About 500 million m3 of soil- this is the volume of earthworks for the construction of the highway.
For the construction of the highway, a territory with an area of 34.4 thousand hectares, the total allotment area for temporary settlements was 8.1 thousand hectares.
Built on the BAM highway 48
settlements, the cities of Ust-Kut, Severobaikalsk, Tynda, Chulman were erected.
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 (station Severobaikalsk), Latvian and Byelorussian SSR (station Taksimo), Moscow (station Tynda), Moscow region (station Dipkun and station Tutaul), Novosibirsk region (station Tungala and station Postyshevo), Ukrainian SSR (station Urgal).
At the height of construction, the BAM team numbered approximately 130 000
man more 75
nationalities, In just 15 years of construction, more than 50 000
students.
For 15 years only for Glavbamstroy vocational training received 84 236
workers, completed on-the-job training 338 883
builder. About 8 000
builders received secondary and higher education in absentia.
In the Railway Troops in the Bam period, the sergeant staff was trained in training units and subdivisions in 28 regular specialties. The main full-time specialists were also trained in training units in 39 specialties (electricians, locksmiths, crane operators, bulldozer drivers, drivers, riggers, slingers, train builders, switchmen, station attendants, etc.). Specialists of mass professions were trained directly in formations and units at training camps and in technical circles.
These two figures are given in order to better understand the damage caused to the national economy of the country due to the almost complete disbandment of railway units in recent years.
In the trust "Urgalbamtransstroy" and the BAM units of the Railway Forces, there were civilian specialists 20 950
human.
The number of BAMRW employees in 1989 was 44 996
human.
BAM construction organizations had high technical equipment. For example,
- the automobile park of Glavbamstroy in 1983 consisted of 6,067 units.;
- as of January 1, 1982, on the construction of facilities in the western section of the BAM, he worked 791 bulldozer of high power, including those made in the USA - 491 pcs., Japan - 300 pcs.
As of 01.01.1990, the organizations of the design and production construction association Bamtransstroy (Glavbamstroy) were:
- excavators - 681 units;
- bulldozers on tractors and tractors - 8215 units;
- cranes for various purposes - 1,045 pcs.
In the eastern section for the period 1974-1989. the total volume of transportation by road was 503.8 million tons.
Here are some figures in terms of value.
The revised projects for the construction of BAM in accordance with the Decree of the Central Committee of the CPSU and the USSR Council of Ministers 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 RUB 9,580.7 million. 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 capital investment limit for 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 members. During the construction period of the Baikal-Amur Mainline 1974-1990. For their labor heroism, professional skill, ingenuity and ingenuity, the most distinguished participants in the grandiose construction project 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 service were awarded orders and medals of the USSR and 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 success achieved during the construction of the BAM, awarded:
Many construction organizations and enterprises have been awarded commemorative banners.
More than 94,590 people were awarded orders and medals for their labor success in the construction and operation of the BAM.
Medal "For the construction of the Baikal-Amur Mainline" from the moment of its establishment (October 1976) to 1990 (inclusive) it was awarded 88 610
human.
For outstanding successes and heroism in the construction of the BAM 34
construction participants 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 Komsomol, more than 54 000
human. Among the builders of the "road of the century" there are 60 laureates of the Lenin Komsomol Prize, more than 25 000
BAM members were awarded various awards of the Central Committee of the Komsomol.
More 1 million people made up the population of BAM before the highway was put into permanent operation. Unfortunately, the population outflow continues today.
About the trilogy edition
In anticipation of the approaching date - the 40th anniversary of the beginning of the construction of the Baikal-Amur Mainline (1974–2014), SSUPS 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 use of Bam's experience will help to reduce the construction time of lines, identify opportunities to reduce the initial investment in the construction of railways and shorten their payback period in modern conditions.
Published on 1 756
A4 pages and 15 applications given:
168
articles and materials with memories 162
authors and direct sites and veterans of those events, 330 short biographies surveyors, designers, builders, operators and scientists, 1 375 artworks.
A special place in the publication is occupied by the issues of using BAM's experience in the construction of railways in similar conditions, including, as mentioned above, on protecting the railway under construction from icing, gradually overcoming barrier objects and sections, defining the role of BAM as a generator of innovations in transport construction , formulation of proposals and recommendations for the construction of railways, based on the experience of the construction of a railway track on the BAM.
Conclusion
BAM is a railway I category, equipped with the most advanced technology, with maximum automation of production processes, dispatch centralization of train traffic control, electrical centralization of switches and signals, heavy rails. All this is aimed at ensuring high road traffic capacity.
Behind all this is the titanic labor of the entire people of our country of the Union of Soviet Socialist Republics. The main creators of the legendary highway are ordinary workers and soldiers from worker to minister and from private to general. The entire construction site lived in one breath, a thirst to fulfill the task set by the government to open train traffic on the head sections and put into operation starting complexes on time and with good quality. The above photographs speak volumes about this. It can be stated unequivocally that the highway was built by the hands of young people.
The construction site has gone through periods of praise and criticism, understanding of its necessity and censure. But life confirms the importance and correctness of the construction site. 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 the adjacent territories to the BAM, transport approaches are needed. The railway to Yakutsk (to the station Bestyakh) is being used, the coal from the Elga deposit is being shipped; On December 25, 2012, train traffic was opened on the Novy Kuznetsovsky tunnel; the planned modernization of the line is in progress, with the opening of additional radial points, crossings of the second stage, the installation of double-track inserts; carried out transport approaches to the Chineysky deposit of polymetals and chrysotile-asbestos in the area of st. Taximo, etc. Work is also underway to open up bottlenecks on the Transsib.
It is planned to spend 562 billion rubles on the modernization of BAM and Transsib by 2018.
BAM was, is and will be needed for centuries!
I would like to end our conversation with a quatrain by Vasily Fedin from the poem "BAM - the road to the riches of Russia":
The dream of generations has passed through the centuries
Breaking mountains and destinies.
Baikal-Amur road hand
From now on - forever will be here!
The Baikal-Amur Mainline (BAM) runs through the Irkutsk Region, the Trans-Baikal Territory, the Amur Region, the Republics of Buryatia and Sakha (Yakutia), and the Khabarovsk Territory.
Key BAM stations: Taishet; Lena; Taksimo; Tynda; Neryungi; New Urgal; Komsomolsk-on-Amur; Vanino; Sovetskaya Gavan.
The total length of BAM from Taishet to Sovetskaya Gavan is 4300 km. BAM is connected with 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.
BAM passes through the territory with harsh natural and climatic conditions - through the regions of permafrost (the depth of which is from 1-3 to hundreds of meters) and high seismicity (up to 9 points). The highway crosses 11 deep rivers (among them Lena, Amur, Zeya, Vitim, Olekma, Selemdzha, Bureya) and 7 mountain ranges (Baikalsky, Severo-Muisky, Udokansky, Kodarsky, Olekminsky Stanovik, Turansky and Dusse-Alinsky). Due to the difficult terrain, more than 30 km of the railway passes through tunnels (among them Baikalsky (6.7 km) and Severo-Muisky (15.3 km)).
During the construction of the BAM, the latest designs were applied, new methods of construction and operation of facilities in difficult hydrogeological conditions were developed and patented.
"History of BAM construction"
The preconditions for the start of the construction of the Baikal-Amur Mainline were the disappointing results of the Russo-Japanese War of 1904-1905, which showed the urgent need for the construction of a second rockad railway in the east of the country, duplicating the Trans-Siberian Railway.
According to the original plan, the main line was to run from Ufa along the shortest distance to the eastern sea coast through the northern end of Lake Baikal.
During the Soviet era, research on the development of the railway network in the east of the country resumed in the late 1920s. - the beginning of the 30s. It was then that the road from Taishet to the east first received its modern name - the Baikal-Amur Mainline. It was proposed to start the road from the Urusha station (approximately the middle of the present BAM in the Skovorodino region), and the final destination was planned to be Komsomolsk-on-Amur, which was then the village of Permskoy.
In 1932, the Council of People's Commissars adopted a resolution "On the construction of the Baikal-Amur Mainline", which approved the plan for the construction of the BAM. The construction was planned to be completed in 3 years: through traffic along the entire highway in operational mode was to be opened by the end of 1935.
However, the construction of the highway was repeatedly stopped for various reasons (lack of labor, the Great Patriotic War, earthquakes in the construction area in the late 1950s).
The active construction of the BAM was resumed in 1974. Komsomol volunteers and military builders became the main engines of the construction. Republican Komsomol detachments competed with each other and had "their own" facilities: the largest station Urgal was built by the Ukrainian SSR, the station Muyakan - Belarus, Uoyan - Lithuania, Kicheru - Estonia, Tayuru - Armenia, Ulkan - Azerbaijan, Soloni - Tajikistan, Alonka - Moldova. Tynda, the capital of BAM, was built by Muscovites.
By 1980, the Baikal-Amur railway was organized, with the headquarters of the railway in the city of Tynda.
On September 29, 1984, a "golden" docking took place at the Balbukhta junction (Kalarsky district of the Chita region). The eastern and western directions of the BAM builders met, moving towards each other for 10 years. On October 1, the laying of the "gold" links of the BAM took place at the Kuanda station (Kalarsky district of the Chita region).
The final completion of the construction of the Baikal-Amur Mainline can be considered December 5, 2003, when traffic on the Severo-Muisky tunnel was opened. In terms of its length (15,343 m), it is the longest tunnel in Russia and the fifth in the world. According to the construction conditions, the tunnel has no analogues: permafrost, abundance of groundwater, talus, landslides, tectonic faults.
BAM now. The construction of the BAM solved the problems of the national level: access to the natural resources of the vast region is open; transit traffic is provided; the shortest East-West intercontinental railway route was created, passing over 10,000 km along Russian railways; in the military-strategic sense, the main line fends off possible disruptions and interruptions in the movement of trains on the Transsib. Currently, the socio-economic potential of the BAM is not fully disclosed. The operation of this line brings no profit to Russian Railways. The main reason for this situation is the slow development of the adjacent territories. Of the planned nine territorial-production complexes, which were supposed to ensure the loading of the BAM, only one was implemented - in the Neryungri coal basin.
In the direction Taishet - Tynda - Komsomolsk-on-Amur, the volume of freight traffic is about 12 million tons per year. The limitation of the throughput capacity of the BAM sections was caused by the closure of separate points during the period of decline in traffic in the 90s, the presence of sections where the turnaround time was violated, there are defects in the subgrade, track superstructure and artificial structures.
BAM carries about 12 million passengers a year. The traffic intensity of passenger trains on the highway is insignificant - 1-2 pairs of trains per day on the Komsomolsk-Severobaikalsk section and 9-16 pairs on the western section.
Accommodation and rest.
"The Great Trassiberian Railway ends here.
