Baikal-Amur Mainline: construction history, characteristics, natural conditions, significance, development prospects. Baikal-Amur Mainline Baikal-Amur Mainline natural conditions and their impact
Answer left a guest
1) 9298.2 km - this is the longest railway in the world
2) Northern - Moscow - Yaroslavl - Kirov - Perm - Yekaterinburg - Tyumen - Omsk - Novosibirsk - Krasnoyarsk - Vladivostok.
New - Moscow - Nizhny Novgorod - Kirov - Perm - Yekaterinburg - Tyumen - Omsk - Novosibirsk - Krasnoyarsk - Vladivostok.
Southern - Moscow - Murom - Arzamas - Kanash - Kazan - Yekaterinburg - Tyumen (or Petropavlovsk) - Omsk - Barnaul - Novokuznetsk - Abakan - Taishet - Irkutsk - Ulan-Ude - Chita - Khabarovsk - Vladivostok.
Historical - Moscow - Ryazan - Ruzaevka - Samara - Ufa - Miass - Chelyabinsk - Kurgan - Petropavlovsk - Omsk - Novosibirsk - Krasnoyarsk - Vladivostok.
4) Moscow, Nizhny Novgorod, Kazan, Samara, Ekaterinburg, Novosibirsk, St. Petersburg, Ufa, Tyumen, Perm, Omsk, Bratsk, Ust-Kut, Kirov, Lipetsk, etc.
5) The composition and direction of cargo flows along any line, and not just along the Trans-Siberian Railway, is determined by what and where is mined, produced and consumed in the gravity zone of the highway, and where this mined is sent, and from where the consumed is imported.
Here pollock, for example, is always transported along the Trans-Siberian Railway in a western direction, and the forest is from Siberia in the direction where it is scarce.
6) The Government of the Russian Federation and Russian Railways have developed and are implementing a set of measures to further increase the transit potential of the entire transport corridor between Europe and the countries of the Asia-Pacific region, formed on the basis of the Trans-Siberian Railway, namely:
large-scale investment projects are being implemented in the eastern part of the Trans-Siberian to ensure the growth of rail traffic and transit between Russia and China;
the necessary development of railway stations on the border with Mongolia, China and the DPRK is being carried out;
approaches to seaports are being strengthened;
container terminals are being modernized in accordance with international standards.
a comprehensive reconstruction of the Karymskaya-Zabaikalsk section is underway to ensure the growing volumes of cargo transportation to China (primarily oil).
Until 2015, Russian Railways plans to allocate about 50 billion rubles for the reconstruction of the Trans-Siberian Railway.
In accordance with the Strategy for the Development of Railway Transport in the Russian Federation until 2030, it is planned to specialize the Trans-Siberian Railway for the passage of specialized container trains and for passenger traffic.
Natural conditions for the functioning of the Trans-Siberian Railway, the impact of these conditions on the functioning of transport
Natural conditions for the functioning of the Trans-Siberian Railway, the impact of these conditions on the functioning of transport
- The Trans-Siberian Railway is a powerful double-track electrified railway line with a length of about 10,000 km.
km, equipped with modern means of informatization and communication. It is the longest railway in the world, a natural continuation of the pan-European transport corridor No. 2. The technical capabilities of the Trans-Siberian Railway now allow transporting up to 100 million passengers.
tons of cargo per year, including 200,000 twenty-foot equivalent containers (TEU) from the countries of the Asia-Pacific region to Europe and Central Asia. In the future (with the use of BAM capacities), the volume of these transportations can be up to 1 million units per year.
The highway passes through the territory of 20 constituent entities of the Russian Federation and 5 federal districts. There are 87 cities on the Trans-Siberian with a population of 300,000 to 15 million people. 14 cities through which the Trans-Siberian Railway passes are the centers of the constituent entities of the Russian Federation. These resource-rich regions have significant export and import potential.
In the regions served by the highway, more than 65% of the coal produced in Russia is mined, almost 20% of oil refining and 25% of commercial timber production is carried out. More than 80% of the country's industrial potential and main natural resources are concentrated here, including oil, gas, coal, timber, ferrous and non-ferrous metal ores, etc.
In the east, through the border stations of Khasan, Grodekovo, Zabaikalsk, Naushki, the Trans-Siberian Railway provides access to the railway network of North Korea, China and Mongolia, and in the west, through Russian ports and border crossings with the former republics of the Soviet Union, to European countries.At present, Russian Railways is ready to increase the volume of container traffic along the Trans-Siberian Railway by 2-2.5 times, and subject to an increase in the fleet of specialized cars and the capacity of port terminals - by 3-4 times.
Since 1999, the volume of container traffic on the Trans-Siberian Railway has been constantly increasing by an average of 30-35% per year. In 2004, the total volume of container traffic along the Trans-Siberian Railway amounted to 386.95 thousand in twenty-foot equivalent (TEU), incl.including transit 155.4 thousand TEU, export - 118.6 thousand TEU, import - 113 thousand TEU. In the international communication for 2004.
3247 container trains followed. The total volume of cargo transportation in containers along the Trans-Siberian Railway from the Asia-Pacific countries to Western Europe amounted to 155.7 thousand containers in TEU against 117.2 thousand in 2003 and 70.6 thousand in 2002.
In 2005, the total volume of traffic amounted to 388.3 thousand TEU containers (including 139.2 thousand - import, 124.8 thousand - transit and 124.3 thousandexport). In the communication between Russia and China, 134.9 thousand containers were transported (2004
Characteristics of the Trans-Siberian Railway according to the plan:
- 121.1 thousand containers). More than 65% of them were transported through the port of Vostochny, 25% - through the border crossing Zabaikalsk
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One of the biggest achievements of the 19th and early 20th century was the construction of the Trans-Siberian Railway
Learn the history of the Trans-Siberian Railway
History of the Trans-Siberian Railway
INTRODUCTION
The main route of the Trans-Siberian Railway starts from Moscow and goes to Vladivostok, however, the Trans-Siberian Railway has several branches:
Trans-Mongolian Highway was built in 1940-1956. between the city of Ulan-Ude, located just to the east of Lake Baikal, and the capital of China.
From Ulan-Ude the road goes south through the whole of Mongolia, crossing the Gobi Desert, and ends in Beijing. The length of the route from Moscow to Beijing is 7867 kilometers.
Transmanchurian Highway branches off from the main route of the Trans-Siberian at the Karymskaya station, located east of Lake Baikal. After Karymskaya, the railway line turns to the southeast and goes through Zabaikalsk and Manchuria through Chinese territory to Beijing. The length of the route from Moscow to Beijing is 9001 kilometers.
3. Baikal-Amur Mainline (BAM) was officially opened in 1984. This road starts in Taishet and stretches to Sovetskaya Gavan, a city on the Pacific coast.
BAM is located several hundred kilometers north of the Trans-Siberian Railway and runs parallel to it. For tourist trips, this section is practically not used, because.
there are no trains that would run along the entire highway from beginning to end. If you decide to take this railroad, you will have to make several transfers and possibly take a bus to get to your destination.
STORY
The impetus for the creation of the Trans-Siberian Railway was mainly economic considerations related to the size of our country. But in the end, the developed project became a matter of national pride.
Despite these worthy motivations, the railway project was in development for a long time, and the road construction progressed even more slowly.
The idea of creating a railway to the outskirts of Siberia arose in the middle of the nineteenth century. But that was only the beginning of the story. Among those who proposed various projects for the creation of the road, there were also foreign companies. But the Russian leadership did not want to increase foreign influence in Siberia and the Far East. Thus, it was decided to build the road using funds from the Russian treasury.
In 1886, 25 years after the idea of creating the Trans-Siberian Railway was first voiced, Emperor Alexander III finally decided that he had already heard enough considerations on this project.
It's time to act. Thus, in 1887, three research expeditions were formed and sent to study the lands through which the road was to pass. Continuing the policy of refusing foreign participation in the creation of the road, the authorities announced that "The Siberian railway, this great people's work, must be carried out by Russian people and from Russian materials." Construction began in February 1891 simultaneously from Chelyabinsk and Vladivostok.
Starting point - Vladivostok
Alexander III, inspired by the idea of the Trans-Siberian Railway, instructed his son to begin the construction of a large railway through Siberia in order to "connect the abundant natural gifts of the Siberian regions with the network of internal rail communications."
Young Nikolai Alexandrovich, following the order of his father, on May 31, 1891, took part in a solemn prayer service on the occasion of the start of the construction of the road, as well as in the ceremony of laying the first stone of the railway station and a silver plate in honor of the start of construction. Construction has begun.
Difficult task
The implementation of the project was hampered by severe climatic conditions.
The railway ran through sparsely populated areas through the impenetrable taiga. Additional problems were created by large rivers that crossed the route of the new road, wetlands and permafrost areas that lay in the way of the builders. The most difficult was the construction near Lake Baikal, because. here the builders had to blow up the rocks to build tunnels and build railway bridges across the canyons washed by many mountain rivers flowing into Lake Baikal.
But the difficulties in laying the road were connected not only with nature.
In addition to the huge cost of construction, there was a big problem with personnel and labor. Specialists necessary for the project implementation were recruited in all major cities. Prisoners and soldiers, Siberian peasants and townspeople worked as ordinary workers at the construction site.
Despite these problems, up to 600 km of the railway were commissioned annually. The incredibly fast pace of construction of such a complex road - it was completed in just 12 years - amazed the world. The Trans-Siberian finally connected Europe with the Pacific coast.
Incentive to improve
Immediately after construction, the Trans-Siberian Railway began to have a significant impact on the economic development of the region and contributed to the growth in the turnover of goods.
However, the Russo-Japanese War (1905-1906) began, and then the insufficient capacity of the highway became obvious. At that time, only 13 trains a day passed on the railway. After the war, steps were taken to modernize the road. Then it became obvious that the speed of trains was insufficient for the implementation of this plan.
The rails were made more durable, some parts of the railway track were replaced from wood to metal, and the number and size of wagons and trains were increased. The Russo-Japanese War prompted the government to make the line continuous (until the section of the Circum-Baikal Railway was completed, the crossing of Lake Baikal was carried out by ferry).
The final stage
Continuous railway communication from Chelyabinsk to the Pacific Ocean through the territory of the Russian Empire was officially opened in October 1916, after the construction of the Amur Mainline and the Amur Bridge was completed.
During the First World War, the state of the Trans-Siberian road deteriorated, but the greatest damage was done to the road during the Civil War. A huge number of trains and structures were destroyed, many bridges were burned and blown up. However, immediately after the end of the Civil War, the restoration of the road was started. The main repair work was completed in 1924 - 1925, and in March 1925 the movement of trains along the entire length of the highway was resumed.
TRANSSIB TODAY
Road to the future
The Trans-Siberian not only connected Siberia and the Far East with the rest of Russia, it created a whole chain of new cities and towns in the most remote parts of the country.
The significance of the Trans-Siberian Railway today is evidenced by the fact that its 100th anniversary in 2001 was celebrated very widely.
And this gave a new impetus to the development of the road.
By the centenary of the road, measures were taken to modernize the Trans-Siberian Railway, designed to increase the throughput of the highway. Experience has shown that the delivery of goods from Japan to Germany via Vladivostok takes less time than the sea route. And this is the best way to use it.
Trans-Siberian Railway
Also, the importance of the Trans-Siberian Railway is undoubted when it comes to trade with South Korea.
The thousandth trip by train to Finland along the Trans-Siberian Railway was timed to coincide with the centenary.
The train departed from Nakhodka (a city in the Far East) and arrived at the Finnish border nine days later. That's an impressive amount of time for such a distance.
Currently, the Trans-Siberian Railway is the longest railway in the world, and this is registered in the Guinness Book of Records.
Regardless of Kipling's popular expression, "East is East and West is West, and they will never meet," the Trans-Siberian Road facilitates just such a meeting.
Sitemap TransSiberianExpress.net 2018
Abstract on the disciplines "History of bridge and tunnel construction" and OKPS
Completed by: Yakimenko M.K. (MT-111)
Siberian State Transport University
Novosibirsk 2010
Introduction.
The Trans-Siberian Railway or the Great Siberian Way is a well-equipped railroad across the entire continent, connecting European Russia, its largest industrial regions and the capital of the country, Moscow, with its median (Siberia) and eastern (Far East) regions.
This is the road that holds Russia, a country that stretches across 10 time zones, into a single economic organism, and most importantly, into a single military-strategic space.
Background.
At the beginning of the 20th century, the gigantic regions of Western and Eastern Siberia, the Far East remained socio-economically, politically and culturally backward outskirts of the Russian Empire, cut off from its European part.
Russia turned into a more or less unified economic organism with the development of transport, and primarily railway transport. In the second half of the 19th century, rail lines cut through the European part of Russia in different directions. At the end of the 19th and the beginning of the 20th century, when the needs for the development of Russian capitalism in breadth exacerbated the problem of developing new territories, the need to build a railroad across Siberia became ripe.
The Trans-Siberian Railway was designed to open Siberia to Russian capitalism. Its construction was also dictated by the foreign policy goals of the tsarist autocracy - the desire to gain a foothold both economically and politically in the Far East.
In 1857, the Governor-General of Eastern Siberia N. N. Muravyov-Amursky raised the question of building a railway on the Siberian outskirts of Russia. He instructed the military engineer D. Romanov to conduct surveys and draw up a project for the construction of a railway from the Amur to the De-Kastri Bay.
In the fifties and seventies of the XIX century, Russian specialists developed a number of new projects for the construction of railways in Siberia, but all of them did not find support from the tsarist government, which only in the mid-eighties of the XIX century began to resolve the issue of the Siberian railway. Many options for the construction and financing of the road were put forward by representatives of foreign capital. But the Russian government, fearing the strengthening of foreign influence in Siberia and the Far East, rejected the proposals of foreign capitalists and decided to build the road at the expense of the treasury.
In 1887, under the guidance of engineers N.
P. Mezheninov, O. P. Vyazemsky and A. I. Ursati organized three expeditions to find the route of the Central Siberian, Transbaikal and South Ussuri railways, which by the nineties of the XIX century had almost completed their work. In February 1891, the Committee of Ministers recognized that it was possible to start work on the construction of the Great Siberian Route simultaneously from two sides - from Chelyabinsk and from Vladivostok. May nineteenth, 1891
In Vladivostok, a solemn ceremony of laying the foundation stone for the Ussuri railroad, the first link of the Trans-Siberian Railway, took place.
Building.
In 1894, the construction of the North Ussuri road began. The line passed through very rugged terrain, crossed many rivers and watersheds. Three and a half years later, after the start of work in December 1894 on the South Ussuri road, temporary traffic was opened from Vladivostok to Grafskaya, and two years later the first train came from Vladivostok to Khabarovsk. The entire Ussuri railway with a total length of 769 kilometers with thirty-nine separate points entered into permanent operation in November 1897. It became the first railway line in the Far East.
The construction of the West Siberian road began in June 1892.
The railway to the Ob entered into permanent operation in 1896, a year ahead of schedule. At the same time, less money was spent than was envisaged by the estimate.
In 1893, under the guidance of engineer N.P. Mezheninov, the construction of a road from the Ob to Irkutsk began.
In January 1898, a section of the road from the Ob to Krasnoyarsk with a branch line to Tomsk was put into operation, and a year later the trains went to Lake Baikal.
Traffic along the Trans-Baikal Mainline was opened in 1900.
Under an agreement between Russia and China in 1897, the construction of the Chinese Eastern Railway (CER) began, connecting the Siberian road with Vladivostok. In 1903, it went into operation. The new road with a length of 6503 kilometers made it possible to open through railway traffic from Chelyabinsk to Vladivostok. In eleven years, 7717 kilometers of track were laid, more than one hundred million cubic meters of earthworks were completed, bridges and tunnels were erected in sections with a total length of up to 100 kilometers.
In 1900, it was decided to build the Circum-Baikal Railway along the southern coast of Lake Baikal.
The construction was headed by engineer B. U. Savrimovich. The length of this section is an eighteenth of the total length of the road, but its construction required a fourth of the total cost of the road.
On this site, for the first time in the practice of railway construction in Russia, electricity was used to light the builders' barracks, as well as for drilling and other work.
A.V.Liverovsky conducted research on the selection of optimal explosives, determining the size and placement of wells in the production of blasting in rocks of various strengths. The total length of the drilled wells exceeded 700 kilometers, and the consumption of explosives was 2,400 tons. The builders put the road into permanent operation in 1905 - a year ahead of schedule.
In 1906, surveys of the Amur road began. Surveys on the Western section of Sretensk were conducted under the leadership of O.D. Drozdov. A group of E.Yu. worked on the Eastern section from Amozar to Khabarovsk.
Podrutsky. The work was carried out in winter, frosts reached -50 degrees. People lived in tents, often got sick.
At the beginning of 1907, the State Duma, ignoring public opinion, rejected the bill on the construction of the Amur road, but a year later it was decided to build a railway along its entire length with branches to Nerchinsk and Blagoveshchensk. Work on the first section, 193 kilometers long from Kuenga station to Uryum station, was completed in 1910.
Trans-Siberian, Trans-Siberian Railway
This 636 km section was named the West Amur Railway.
In 1911, the laying of a section of the Middle Amur Railway from the Kerak station to the Bureya River with a length of 675 kilometers with a branch to Blagoveshchensk began. In 1912, the construction of the last section of the Great Siberian Route from Bureya to Khabarovsk was headed by A.V. Liverovsky.
Here on the way the builders met many difficult mountain ranges, water barriers.
The bridge across the Amur River, 2600 meters long with spans up to 130 meters, was built according to the project of L.D. Proskuryakov.
In 1915, when the laying of the track was completed along the road, the bridge over the Amur was not yet ready. Wagons across the river were transported on ferries in summer, and in winter they were dragged by horses along the ice crossing.
In October 1916, the bridge across the Amur was put into operation.
Now, throughout the entire Great Siberian Way, trains went through the territory of Russia.
Present and future.
Currently.
Currently, a significant part of the cargo flows in the East-West direction goes by sea. The dominant or almost monopoly position of maritime carriers in this direction does not allow shippers to count on a reduction in the transport component in their costs.
In this regard, rail transport is a reasonable economic alternative to sea transport.
In addition, transportation along the Trans-Siberian Railway has a number of objective advantages compared to sea transportation:
— the possibility of a two-fold reduction in the transit time of goods: as the experience of container transportation shows, the transit time for a container train from China to Finland via the Trans-Siberian Railway can be less than 10 days, while the usual travel time by sea is 28 days;
— low level of political risks, because
up to 90% of the route passes through the territory of the Russian Federation - a state with a stable democratic system of state power, a stable political climate and a steadily growing economy;
— minimizing the number of cargo transshipments, which reduces the costs of cargo owners and prevents the risk of accidental damage to cargo during transshipment.
The Trans-Siberian Railway is included as a priority route in communication between Europe and Asia in the projects of international organizations UNECE, UNESCAP, OSJD.
More than 50% of foreign trade and transit cargo is transported via the Trans-Siberian Railway.
The technical capabilities of the Trans-Siberian now allow transporting up to 100 million tons of cargo per year, including 200 thousand containers (TEU) of international transit. In the future, the volume of transportation of the latter can be up to 1 million units per year.
The quality of transport service on the Trans-Siberian Railway meets the highest international requirements:
The Transsib successfully uses modern information technologies that provide full control over the passage of trains and inform customers in real time about the location, following the entire route, the arrival of a container or cargo at any point in Russia.
Our program is a great opportunity to travel through vast Russia along the Trans-Siberian Railway - from Moscow to Vladivostok. We have selected the best regular trains, good hotels and have compiled a varied excursion program to the most interesting cities along the way. On the itinerary: Yekaterinburg - Novosibirsk with Akademgorodok - Krasnoyarsk with a trip to the famous Stolby National Park - two days of rest on Lake Baikal - Ulan-Ude and Ivolginsky Datsan - a picnic on the Chita hills - taiga outside the window - Blagoveshchensk with Amur - and, finally, Vladivostok.
The program is designed in such a way that we spend about half of the nights on trains, and half in good hotels.
Excursions alternate with active rest, a short break in movement is planned for Baikal - a day of rest surrounded by magnificent nature.
Departure is possible at any time for a group of 2 people.
Tour program:
| Day 1 | Departure from Moscow to Yekaterinburg from Kazansky railway station at 13.18 by train 118 or 56. |
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Day 2 |
We're moving hilly Ural mountains and arrive at Yekaterinburg at 18.03. Meeting, transfer to the hotel. Founded in 1723 as city-factory, Yekaterinburg in its history, it has been the center of the Ural mining district, the capital of the Ural region, which united gigantic lands from the Arctic Ocean to Kazakhstan, a closed military city and even the capital of the virtual Ural Republic. |
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Day 3 |
In the morning, the city tour begins: the 18th century dam on the city ponds, the quaint mansion of the merchant Sevastyanov, a walk through the pedestrian city center is a good opportunity to buy a souvenir and dine in some beautiful place. Visiting the famous Church-on-the-Blood on the site of the execution of the royal family. Optionally - a mineralogical museum, where a representative collection is collected Ural gems. conditional visit Europe-Asia borders. Transfer to the station, departure at 17.39 to Novosibirsk. Outside the window, woodlands and swamps begin Western Siberia. Night on the train. |
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Day 4 |
Arrival at Novosibirsk at 15.00. Meeting, accommodation at the hotel. Excursion program (on this day or in the morning of the next day): Akademgorodok, central streets and Krasny Prospekt, inspection of the iconic buildings of the city: the opera house, the "hundred-apartment building" of the Stalin era - an architectural monument of federal significance, built at the turn of the 90th and 20th centuries mansions of Siberian merchants: stone and wooden - a wonderful architectural heritage of Novonikolaevsk. On request - a visit in the evening to a performance in the most famous opera house in Siberia. Overnight at the hotel. |
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Day 5 |
Departure by train number 100 at 13.29 to Krasnoyarsk. A good opportunity to see how swampy birch woodlands Western Siberia are replaced by the present taiga.
Arrival at Krasnoyarsk at 01:20 the next morning. Meeting, transfer to the hotel. |
| Day 6 | Day in Krasnoyarsk. City tour, trip to Stolby National Park and a walk along the pedestrian tourist route, visiting the Krasnoyarsk hydroelectric power station (viewing from the outside) and the observation deck Tsar-Ryba over the Yenisei. Overnight in Krasnoyarsk. |
| Day 7 | Transfer to the station, at 12.47 - departure to Irkutsk by train number 78. Day and night on the train. |
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Day 8 |
Arrival at Irkutsk at 08.32 am. A short sightseeing tour of the city with a walk along the embankment of the Angara River and a visit to "one-story Irkutsk" - wooden houses richly decorated with traditional wooden carvings. moving to Baikal, to Listvyanka, one of the oldest Russian settlements on the shores of the great lake. Day recreation on Baikal. Optional excursion program: visit to the art gallery and to the shaman-stone on the Angara, visit to the Taltsy architectural and ethnographic museum; transfer by boat to Port Baikal, short walk along the Circum-Baikal Railway along the shore of Lake Baikal: we will go through several tunnels made in the rocks. Stunning views of Lake Baikal, its far shore and the Khamar-Daban ridges open from the steep shore. Return to Listvyanka in the afternoon (the entire excursion program on this day is additional, for an additional fee). |
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Day 9 |
Free day on Baikal (the hotel room must be vacated by 12.00). In the evening transfer to Irkutsk, departure by train number 362 to Ulan-Ude at 21.32. |
| Day 10 | Arrival at Ulan-Ude at 06.00 am. We are in Buryatia. Departure to Ivolginsky datsan- the center of Russian Buddhism. Presentation on the topic "Characteristics of the transport highway"Walk around the territory of the monastery, communication with the monks. Lunch at the cafe Buryat cuisine: we will definitely try "poses" - a type of large dumplings or manti, a national dish (payment on the spot). Return to the city, excursion "Introduction to Verkhneudinsk": the old center, the famous monument "Lenin's head". Boarding the train, crossing Ulan-Ude - Chita. Train number 70, departure at 18.10. |
| Day 11 | Arrival at Chita at 06.20 am. Meeting, time for breakfast. A small sightseeing tour of the city and a trip out of town. We will climb one of the hills surrounding Chita, picnic lunch in nature overlooking the birch and larch taiga. Return to the city, transfer to the railway. station, departure at 18.00 by train number 392 "Chita-Blagoveshchensk" to Blagoveshchensk. |
| Day 12 | A day on the train and only in the morning of the next day we arrive in a city on the Chinese border. On this day we pass famous villages of the Trans-Siberian like Shilka, Erofei Pavlovich, Skovorodino. Outside the window is the taiga. |
| Day 13 | Arrival in Blagoveshchensk at 08.01 am, meeting and transfer to the hotel (accommodation is guaranteed after 12.00). Blagoveshchensk is a cozy, well-groomed city. Late in the morning - a city tour: the Arc de Triomphe, which was originally built in Blagoveshchensk in honor of the arrival of the heir to the throne, Tsarevich Nikolai Romanov, the future Emperor Nicholas II, in 1891 (later the arch collapsed during a flood in 1928, and in 2005 it was restored on the old foundation). Square im. Lenin and Victory Square, Embankment of the Amur River- a favorite place for recreation of urban residents. Departure to the observation deck, from where panorama of the city. From here you can also see the Chinese Heihe - a large trading zone on the Amur. If possible: a boat trip along the Amur (tickets about 500 rubles, payment on the spot). |
| Day 14 | Transfer to Belogorsk station, departure to Vladivostok at 07.30 in the morning by branded train number 2 "Russia" or by train number 8. Another day on the train. |
| Day 15 |
Distance from Moscow - 9288 km. The second half of the day is free: you can buy the last souvenirs and prepare for your departure home. |
| Day 16 | Transfer to the airport, flight to Moscow by one of Aeroflot's daily flights (at 14.00 or another). Arrival in Moscow on the same day an hour later (local time). |
Accommodation and rest.
"This is where the Great Trassiberian Railway ends.The cost of the program per person (excluding train tickets): 118,000 rubles
(the price is valid for a trip of at least 2 people)
The total cost of tickets for all trains (approximate):
Coupe, top shelf: 38,000 rubles
Coupe, lower shelf: 44,000 rubles
The tour price includes: accommodation in hotels of 3-4 * level along the route (double occupancy, the list of hotels is below); meals - breakfasts at hotels, all excursions according to the program (except for additional ones), tickets for boats and ferries along the route, all transfers to trains and to the airport, entrance tickets to the Stolby park, picnic lunch in nature in the Chita region.
Tour price not included: air flight Vladivostok-Moscow (from 12,000 rubles), meals (except breakfasts in hotels and 1 lunch), entrance tickets to museums and photography fees, train tickets (the program shows the approximate cost of tickets), a tour of Listvyanka, personal expenses.
Accommodation along the route:
Ekaterinburg: Park Inn by Radisson 4*
Novosibirsk: hotel Marins Park 4*
Krasnoyarsk: Novotel 4* hotel
Blagoveshchensk: hotel "Asia" 3*+
Vladivostok: Zhemchuzhina Hotel 3*
Listvyanka: "Cross Pad".
Draw your attention to: depending on the day of the start of the journey, the numbers of trains along the route may be different, because
some trains run "on even", some - "on odd", some - on certain days of the week. Therefore, the train number and the time of its departure may vary very slightly, your final program may differ slightly from the declared base one.
We accept tour requests 65 days in advance before departure - it is in this case that we can most likely buy exactly the tickets you are counting on (for example, only the lower shelves, or seats in one compartment for a family).
Ticket sales start 60 days before the train's departure. In summer, the desired tickets must be bought on the day the sale opens, otherwise you will have to make changes to the route if there are no seats.
Optional:
Overnight in Chita (so that there are no three nights in a row on trains).
In this case, we can offer accommodation in a 3* Mont Blanc hotel (from 7,000 rubles per room per day) and an extended excursion program (fishing on Lake Arakhley, 100 km from Chita, including a lunch of freshly caught fish on a fire, from 25,000 rubles per person ),
Organization of recreation in 5* lodge-hotel "Baikal residence" near Severobaikalsk.
Located in the northern part of Lake Baikal on one of the cliffs between the Baikal and Barguzin ranges, the Baikal Residence Lodge Hotel is an ideal secluded place to explore Lake Baikal.
The cost of rooms is from 19,000 rubles per day (+ road: train Irkutsk-Severobaikalsk or flight Irkutsk-Nizhnyeangarsk or in summer - motor ship "Kometa" from Irkutsk or Port-Baikal to Severobaikalsk).
Excursion day and overnight in Khabarovsk, one of the largest cities in the Far East.
Presentation on the topic "Trans-Siberian Railway"
About company
The company Trans Highway Kit is located in Moscow and is located at Krasnobogatyrskaya street, 6s8. The fields of activity of the company include the following types: Logistics, Construction and repair of railway tracks.
BAIKAL-AMUR MAINLINE (BAM) - a railway route in Eastern Siberia and the Far East, the second main railway exit to. It runs through the territory of the northern regions of the Irkutsk region (pre-Baikal section), the Buryat ACCP, the Chita region (the Trans-Baikal section), the Amur region and the Khabarovsk Territory (the Far Eastern section). The total length of the route from Taishet to Sovetskaya Gavan is 4,300 km, of which the section Ust-Kut (on the Lena) - Komsomolsk-on-Amur, which has been under construction since 1974, is 3,100 km; it is adjoined by two previously built sections: Taishet-Ust-Kut (733 km, commissioned in 1958) and Komsomolsk-on-Amur-Sovetskaya Gavan (434 km, commissioned in 1947). Three connecting lines connect BAM with the Trans-Siberian Railway: BAM - Tynda, Izvestkovaya - Urgal and Volochaevka - Komsomolsk-on-Amur. The territory included in the zone of influence of BAM (about 1.5 million km 2) is distinguished by very difficult natural conditions, geological structure and relief, development, strong, significant swampiness, which determine a large amount of geological research, engineering-geological and hydrogeological surveys associated with laying routes, construction of near-station and other towns and cities, development of mineral resources.
Relief. The Cis-Baikal area occupies the Prilenskoye (Angara-Lena) plateau with a predominance of soft forms - wide flat, small depressions and plains. fluctuate within 400-1000 m. The route is laid mainly along the valleys of the Lena, Tayura, Kirenga, Kunerma rivers. The Trans-Baikal area is entirely located within the Baikal mountain country. In its western part there are the Baikalsky, Akitkansky, Synnyrsky and Barguzinsky ridges with altitudes up to 2600 m. The Baikalsky ridge is characterized by alpine landforms - trough valleys, karr, cirques and stony placers (kurums) and others; the ridges have the features of bald plateaus. The eastern part occupies a vast and complex Stanovoye Upland, where high ridges and deep basins elongated from the west - southwest to east - northeast alternate. The latter divide this highland into two chains: the northern one, which includes the Verkhneangarsky, Delyun-Uransky, Severo-Muysky, Muyakansky, and Kodarsky ridges, and the southern one, the South Muysky, Kalarsky, and Udokansky ridges. Absolute heights reach 2800 m (Skalisty char in the Kalar Range).
All the ridges are systems of dome-shaped or flat-topped bald mountains covered with coarse clastic deposits; in the axial parts of the ridges there are alpine landforms; there are traces of ancient, and in the Kodar ridge - and modern glaciation (circuses, carr, moraine ridges, glacial lakes). Most of the route in this section crosses the largest basins - Verkhneangarskaya, Muysko-Kuandinskaya and Verkhnecharskaya, which have absolute heights of 500-700 m and a hilly-flat relief. The Trans-Baikal section includes all BAM, the total length of which is 26 km, including Severo-Muisky 15.3 km, Baikalsky 6.7 km. In the Far East section, medium and low-altitude mountains are combined with extensive accumulative-denudation plains. The route passes here along the southern spurs of the Stanovoy Range, crosses the Tukuringra-Dzhagdy, Turana, Bureinsky, Dusse-Alinsky, Badzhalsky, Sikhote-Alin ridges and goes to the coast. Approximately 1/3 of the Far Eastern section of the route runs along the Verkhnezeya and Amur-Zeya-Bureya plains, which have a ridged and heavily swampy terrain. In mountainous regions, it passes mainly along the slopes of mountains and river valleys (left tributaries of the Amur).
Geological structure. The territory adjacent to the BAM covers fragments of several largest tectonic structures - the Baikal and Stanovoi mountain regions, the Mongolian-Okhotsk and Sikhote-Alin folded systems (see map). These structures are limited by powerful extended fault zones; numerous discontinuous disturbances determine their mosaic block structure. A long and complex history of geological development predetermined the wide distribution of uneven-aged (from to) sedimentary, volcanogenic, intrusive, metasomatic and metamorphic complexes of extremely diverse composition, as well as those associated with them. The western part (basins of the Angara, Lower Tunguska, and upper reaches of the Lena) belongs to the southeastern margin of the Siberian Platform. Gently deposited carbonate-terrigenous deposits and saturated are developed here. In the Western Baikal region, the thickness of the Paleozoic and underlying Proterozoic deposits increases sharply, as does the degree of their dislocation (Angara-Lena trough).
Metamorphosed and deformed sedimentary and volcanogenic strata of the Upper Archean, Proterozoic and Lower Paleozoic, penetrated by intrusions of various composition, are widespread in the Baikal mountainous country. There are outcrops of the most ancient crystalline basement (Baikal, Severo-Muya blocks, etc.). Mesozoic sedimentary, volcanogenic and intrusive formations are noted in places. Large basins of the Baikal type are made up of loose Cenozoic deposits (see). Within the limits, metamorphic strata of the Lower Archean are developed, among which numerous suture troughs () with greenstone sedimentary-volcanogenic-siliceous formations are mapped. In the Kodaro-Udokan region, they are overlain by a thick stratum of the Lower Proterozoic, and in the basins of the Zhuya, Aldan, Uchur rivers, by gently lying terrigenous and carbonate deposits, and. A series of depressions with Jurassic and Cretaceous coal-bearing deposits stretches along the southern margin of the shield (Chulman, Tokyo, and others). Intrusive formations include ancient, gabbro- and ultrabasite, Paleozoic granitoids, Mesozoic small alkaline composition, Proterozoic alkaline intrusions. The Stanovaya mountain area is characterized by a wide distribution of Archean metamorphic rocks and granite-gneisses, Mesozoic granitoids. There are troughs with Precambrian greenstone complexes. Disconnected Mesozoic volcanic structures, small intrusions of various compositions, as well as those made by coal-bearing Jurassic and Cretaceous deposits are noted everywhere.
In the Mongolian-Okhotsk fold system, metamorphosed and dislocated sedimentary and volcanogenic sequences of the Proterozoic, Paleozoic and Mesozoic, intruded by intrusions of different ages, are developed. In the basin of the Zeya and its tributaries, Mesozoic volcanic structures and depressions filled with coal-bearing deposits are known. Within the Bureya massif, ancient granitoids, breaking through the Precambrian ones, predominate. In the east of the region, sedimentary-volcanogenic formations of the Mesozoic and Paleozoic are developed, composing the Sikhote-Alin folded system. There are very numerous volcanic structures and belts (Primorsky, Yam-Alinsky), in the structure of which Mesozoic and Paleogene-Early Quaternary volcanic rocks take part. Late Mesozoic granitoids predominate among intrusive formations. A series of large rift depressions and extensive troughs is filled with Cenozoic sediments (Tugur graben, Khabarovsk depression, etc.).
seismicity. Part of the BAM zone is highly seismic. The Cis-Baikal area passing through the Siberian platform is practically aseismic, but "transit" earthquakes with a magnitude of up to 5 points sometimes come here from the side of the Baikal seismic belt. The most seismic area is the Trans-Baikal area. It has been established that the epicenters are grouped into a relatively narrow band along the chain of rift depressions; at the same time, inter-rift mountain barriers (Verkhneangarsko-Muya, Muisko-Charskaya) are characterized by increased seismicity. The seismic situation in the Far East area is very different. Increased seismicity east of the Udokan Ridge and in the region of the middle reaches of the Olekma River is associated with the Stanovoy fault system. To the east of the Olekma river, seismicity weakens, but in the region of the Tukuringra-Dzhagdy ridge it increases again; it is connected with the Mongol-Okhotsk fault. Further to the East, earthquakes occur less frequently and of lesser strength, however, here too there are seismic sources (Zeysky, Amgunsky, etc.) with an earthquake strength of up to 7 points. Thus, the BAM zone is located in difficult engineering and seismological conditions; when designing structures, anti-seismic reinforcement of structures is provided.
permafrost. The extreme western section belongs to the non-frozen zone; in the rest of the territory it is distributed either in the form of islands or everywhere. To the east from the Angara to the Baikal Ridge, permafrost occupies small areas; it occurs in the form of separate massifs in swampy river valleys and on the northern slopes. In large rift basins of the Baikal mountain region, permafrost is developed only on floodplains and first river terraces, on deluvial plumes and alluvial fans, which are usually waterlogged. The thickness of permafrost can apparently reach values from 150 to 500-600 m. The most severe permafrost conditions exist in the mountainous framing of depressions with ridge heights of 2000-2800 m. Permafrost strata are characterized by an almost continuous distribution, interrupted only in the bottoms of deep-cut large valleys and flooded zones. Their thickness reaches, apparently, more than 1 km. On the Aldan shield, the permafrost density and thickness increases with height. The mildest permafrost conditions exist in the altitude range of 800-1000 m, where the watersheds are usually thawed. Such watersheds are developed mainly within the Mesozoic coal basins. Below, the permafrost again acquires a predominantly continuous distribution, interrupted by taliks only in the valleys of large rivers.
The watershed spaces of the highest ranges (Stanovoy, Yankan, Tukuringra) are usually frozen, the permafrost thickness reaches 200 m. On the southern slopes and on low (500-1000 m) watersheds, the thickness of permafrost rocks is sharply reduced, taliks are widely developed; swampy bottoms of the valleys and deluvial plumes at the foot of the slopes are permafrost. In the mid-mountain ranges of the Amur region (Soktakhan, Dzhagdy, Aesop, Dusse-Alin, Bureinsky, etc.), the structural patterns of cryolithosis are similar. The permafrost conditions of intermountain depressions are more differentiated. In the northernmost of them, Verkhnezeya, permafrost rocks are almost continuous. Within the Zee-Bureya Plain, they line the bottoms of wide swampy pads, measured ridges, and watersheds composed of fine sediments from the surface.
Depending on the natural conditions, there are great differences in the conditions for the formation of resources and the composition of groundwater. In the platform conditions of the Angara-Lena Plateau, stratal and stratal-karst waters predominate in terrigenous-carbonate rocks of the Ordovician and Lower Cambrian, to a lesser extent in alluvial and glacial deposits. Large foci of groundwater discharge are sometimes formed in areas of contact between highly permeable carbonate rocks and poorly permeable terrigenous rocks that form lithological barriers. In the Baikal mountainous country, significant groundwater resources are concentrated in alluvial and lacustrine-alluvial deposits, in carbonate rock masses in fault zones (talik waters). On the Aldan Shield and in the Stanovoy Range, groundwater is also associated mainly with continuous taliks in alluvial deposits; there are fissure subpermafrost and fissure-vein waters in the fault zones. In the Zeya and Zeya-Bureya depressions, abundant pressure water horizons (often subpermafrost) are associated with Jurassic and Cretaceous sandstones and lacustrine-alluvial deposits. In the Bureinsky Ridge and the Sikhote-Alin Region, there are significant accumulations of formation and fissure waters; For practical use, underground waters of river valleys are most suitable.
Permafrost rocks are of great importance for the formation of hydrogeological conditions in most of the territory of the BAM zone. In some cases, they exclude huge massifs from active water exchange, in others they serve as a regional aquiclude, dividing water into subpermafrost and suprapermafrost. The underground waters of the zone are extremely diverse in terms of chemical composition, which is determined by the chemical composition of the water-bearing rocks. The degree of water mineralization also varies within a very wide range (from 0.1 to 630 g/l). There are numerous sources of mineral waters. The East Siberian hydromineral region of nitrogen and methane chloride and sulfate salt waters and brines, the Baikal region of nitrogen and methane waters, the Lower Amur region of cold carbonic waters, and the Amur-Primorskaya region of nitrogen and methane waters stand out. Mineral waters can be used here for medicinal, thermal energy, industrial purposes, as a source of salt extraction, etc.
Engineering-geological conditions. The most common feature of the engineering-geological structure of the zone is the predominant development of rocks overlain by an insignificant cover of loose Quaternary deposits of eluvial, deluvial, alluvial, and glacial genesis. The thickness of this cover is 2-3 m, in rare cases more than 10-15 m. This stratum is an object of engineering and geological development; it fills overdeep valleys, includes some fields of development of glacial and hydroglacial deposits, and large deluvial plumes. A significantly smaller area is occupied by areas where the entire engineering-geological section is composed of loose Cenozoic deposits. These are the rift depressions of the Baikal region and the large depressions of the Amur region.
The most important factor in the formation of engineering and geological. conditions - modern geological processes and phenomena. In the BAM zone, slope processes (deluvial washout, solifluction, and especially stone rivers) are widespread, which pose a particular danger in surface construction. On alpine-type ridges, avalanches, mudflows and related forms (foci, flumes, plumes) are widespread. The BAM zone is covered by underground and ice icings, which have different sizes and dynamics. A significant part of the icings has developed well-defined icing glades. Such cryogenic phenomena as thermokarst, polygonal formations (re-veined ice, ground veins, etc.), structural soils (stone rings, spots-medallions, etc.) are widespread, mainly associated with the bottoms of valleys, wide watershed spaces, plains. In general, the conditions for the engineering development of the BAM zone are difficult, especially within the Baikal folded region, where high seismicity, the most severe permafrost and high mountain relief are combined.
In the Stanovoye region, gold mining is of industrial importance; Ore occurrences of molybdenum, cuprous sandstones, polymetallic ores, rare elements, apatite, magnetite ores, ornamental stones, and building materials have been identified. The Mongolian-Okhotsk system and the Bureinsky massif are characterized by numerous placers and small deposits of ores of gold, iron (Garinsky), coal (Bureya coal basin), manifestations of tin-polymetallic ores, molybdenum, and phosphorites. Mining plays a leading role in the Sikhote-Alin system (Komsomolsky, Badzhalsky and other regions), deposits of gold and tungsten ores are also known.
The Neogene-Quaternary depressions contain black and brown coals (Lianskoye deposit). In all sections of the BAM development zone, there are numerous deposits of various building materials, the reserves of which provide for the construction of the route itself, industrial and residential facilities.
The development of mineral resources along with logging will give impetus to the development of the productive forces of the BAM zone. Large reserves of valuable minerals contribute to the formation of territorial production complexes on their basis, such as in South Yakutia, where large-scale coal mining is developing, and in the future, the extraction of iron ore, apatite, etc. is possible.
Baikal-Amur Mainline
(BAM) - railroad route to East. Siberia and the Far East, 2nd main railroad. exit CCCP to Tehom approx. Runs along the territory. sowing p-nov of the Irkutsk region. (pre-Baikal area), Buryat. ACCP, Chita region (Trans-Baikal area), Amur region. and Khabarovsk Territory (Far East section). The total length of the route from Taishet to Sov. Harbors 4,300 km, of which the section Ust-Kut (on the Lena) under construction since 1974 - Komsomolsk-on-Amur - 3,100 km; two previously built sections adjoin it: Taishet - Ust-Kut (733 km, commissioned in 1958) and Komsomolsk-on-Amur - Sov. Harbor (434 km, introduced in 1947). Three connect. lines connect BAM with the Trans-Siberian Railway. D.: Bam - Tynda, Izvestkovaya - Urgal and Volochaevka - Komsomolsk-on-Amur. The territory included in the zone of influence of the BAM (about 1.5 million km 2) is distinguished by very difficult natural conditions, geol. structure and topography, the development of permafrost, strong seismicity, that is. swampiness, which determine a large volume of geol. research, engineer-geol. and hydrogeol. surveys related to the laying of the route, the construction of near-station and other towns and cities, and the development of mineral resources.
Relief. The Cis-Baikal area occupies the Prilenskoye (Angara-Lena) plateau with a predominance of soft relief forms - wide flat watersheds, small depressions and plains. Abs. heights vary between 400-1000 m. Tpacca is laid in the main. along the valleys pp. Lena, Tayura, Kirenga, Kunerma. The Trans-Baikal area is entirely located within the Baikal forge. country. B ref. parts of it are the Baikal, Akitkansky, Synnyrsky and Barguzinsky ridges with altitudes up to 2600 m. The Baikal ridge is characterized by alps. - trough valleys, cirques and rocky (), etc.; the ridges have the features of bald plateaus. Vost. part occupies a vast and complexly constructed Stanovoe, where elongated c west - southwest alternate. on B. - C.-B. high ridges and deep basins. The latter divide this highland into two chains: the northern one, which includes the Verkhneangarsky, Delyun-Uransky, North Muysky, Muyakansky and Kodarsky ridges, the southern one - the South Muysky, Kalarsky and Udokansky ridges. Abs. heights reach 2800 m (Skalisty char in the Kalar Range). All ridges are systems of dome-shaped or flat-topped bald mountains, covered with placers of coarse-grained deposits, in the axial parts of the ridges - alps. landforms; there are traces of the ancient, and in the Kodar ridge - and modern. glaciation (circuses, carr, moraine, glacial lakes). B.ch. The route in this section crosses the largest basins - Verkhneangarskaya, Muysko-Kuandinskaya and Verkhnecharskaya, having abs. heights 500-700 m and hilly-flat. All BAM tunnels fall on the Trans-Baikal section, the total length of which is 26 km, incl. Severo-Muisky 15.3 km, Baikal 6.7 km. In the Far East section, medium and low-altitude plains are combined with extensive accumulative-denudation plains. Tpacca runs here along the south. spurs of the Stanovoy Range, crosses the Tukuringra-Dzhagdy, Turana, Bureinsky, Dycce-Alinsky, Badzhalsky, Sikhote-Alin ridges and goes to the coast. Approximately 1/3 of the Far Eastern section of the route runs along the Verkhnezeya and Amur-Zeya-Bureya plains, which have a ridged and heavily swampy terrain. B horn. p-nah she passes preim. along the slopes of mountains and river valleys (left tributaries of the Amur).
Geological structure. The territory adjacent to BAM covers fragments of several. the largest tectonic structures - Siberian platform, Baikal and Stanovoy forge. regions, the Mongolian-Okhotsk and Sikhote-Alin folded systems (see map).
These structures are limited by powerful extended fault zones; numerous cause their mosaic block structure. Duration and complex history of geol. development predetermined the wide distribution of uneven-aged (from Archean to Cenozoic) sedimentary, volcanogenic, intrusive, metasomatic. and metamorphic. complexes of extremely diverse composition, as well as the related p. and. Zap. part (bass pp. Angara, Nezhnyaya Tunguska, upper reaches of the Lena) belongs to the southeast. edge of the Siberian platform. Paleozoic and Mesozoic, gently dipping carbonate-terrigenous Paleozoic and Mesozoic, saturated with diabase sills, are developed here. B Zap. The Baikal region of Paleozoic and underlying Proterozoic deposits increases sharply, as does the degree of their dislocation (Angara-Lena trough). B Baikal mountain. The country is widely distributed metamorphosed and dislocated sedimentary and volcanic strata top. Archean, Proterozoic and lower. Paleozoic, penetrated by intrusions of various composition. There are exits of the most ancient crystalline. foundation (Baikal, Severo-Mui, etc.). Mesozoic sedimentary, volcanogenic and intrusive formations are noted in places. Large basins of the Baikal type are made up of loose Cenozoic deposits ( cm. Baikal). Within the Aldan Shield developed metamorphic. the thickness of the lower Archaean, among which numerous are mapped. suture troughs (troughs) with greenstone sedimentary-volcanic-siliceous formations. In the Kodaro-Udokan p-not, they are overlain by a thick sequence of Lower Proterozoic terrigenous deposits, and in the basins pp. Zhuya, Aldan, Uchur - gently dipping terrigenous and carbonate deposits of the Proterozoic, Vendian, Paleozoic and Mesozoic. Along the south the margins of the shield are extended by depressions with Jurassic and Cretaceous coal-bearing deposits (Chulman, Tokyo, etc.). Intrusive formations include ancient granites, gabbro- and Paleozoic, Mesozoic small alkaline composition, Proterozoic intrusions of alkaline ultrabasic rocks. Stationary horn. the area is characterized by a wide distribution of Archean metamorphic. rocks and granite-gneisses, Mesozoic granitoids. There are troughs with Precambrian greenstone complexes. Uncoordinated Mesozoic volcanics are observed everywhere. structures, small intrusions of various compositions, as well as grabens filled with coal-bearing Jurassic and Cretaceous deposits. In the Mongolian-Okhotsk fold system, metamorphosed and dislocated sedimentary and volcanogenic sequences of the Proterozoic, Paleozoic and Mesozoic, intruded by intrusions of different ages, are developed. Mesozoic volcanics are known in the Zeya basin and its tributaries. buildings and depressions filled with coal-bearing deposits. Within the boundaries of the Bureya massif, ancient granitoids, which cut through the Precambrian crystals, predominate. . In the region, sedimentary-volcanogenic formations of the Mesozoic and Paleozoic are developed, which make up the Sikhote-Alin folded system. Very numerous volcanic. buildings and belts (Primorsky, Yam-Alinsky), in the structure of which Mesozoic and Paleogene-early Quaternary volcanic rocks take part. breeds. Late Mesozoic granitoids predominate among intrusive formations. A series of large rift depressions and extensive troughs is filled with Cenozoic sediments (Tugursky, Khabarovsk, etc.).
Seismicity. Part of the BAM zone is highly seismic. The Cis-Baikal area passing through the Siberian Platform is practically aseismic, but sometimes “transit” ones with strength up to 5 points come here from the side of the Baikal seismic. belts. The most seismic is the Trans-Baikal area. It has been established that earthquake epicenters are grouped into a relatively narrow band along a chain of rift depressions; at the same time, inter-rift horns are characterized by increased seismicity. lintels (Verkhneangarsko-Muiskaya, Muysko-Charskaya). Seismic. The situation in the Far East is very different. Raised to B. from the Udokan Ridge and in the p-not cp. flow p. The Olekma is connected with the system of ruptures of the Stanovoy Fault. K B. from p. Olekma seismicity weakens, but in the p-not of the Tukuringra-Dzhagdy ridge it increases again; it is connected with the Mongol-Okhotsk fault. Further on B. earthquakes occur less often and of lesser strength, however, there are also seismic waves here. sources (Zeysky, Amgunsky, etc.) with earthquakes up to 7 points. T.o., BAM is located in a complex engineering and seismological area. conditions; when designing structures, anti-seismic is provided. reinforcement of structures.
Permafrost. Extreme zap. the site belongs to the non-frozen zone; in the rest of the territory it is distributed either in the form of islands or everywhere. K B. from the Angara to the Baikal Range occupies small areas, occurs in the form of separate. arrays in swampy river valleys and sowing. slopes. In large rift basins of the Baikal mountain. The area is developed only on floodplains and the first terraces of rivers, on deluvial plumes and alluvial fans, which are usually swampy. The thickness of permafrost can apparently reach values from 150 to 500-600 m. Framed by depressions with ridge heights of 2000-2800 m, there are the most severe permafrost conditions. Permafrost strata are characterized by an almost continuous distribution, interrupted by taliks only in the bottoms of deep-cut large valleys and zones of flooded faults. Their thickness reaches, apparently, more than 1 km. On the Aldan shield, the permafrost density and thickness increases with height. The mildest permafrost conditions exist in the altitude range of 800-1000 m, where the watersheds are usually thawed. Such watersheds are developed Ch. arr. within the Mesozoic coal basins. Even the permafrost again receives predominance. continuous distribution, interrupted by taliks only in the valleys of large rivers. The watershed spaces of the highest ridges (Stanovoy, Yankan, Tukuringra), as a rule, are frozen, the thickness of the permafrost reaches 200 m. on slopes and on low (500-1000 m) watersheds, the thickness of permafrost mounds is sharply reduced, and taliks are widely developed; swampy bottoms of the valleys and deluvial plumes at the foot of the slopes are permafrost. B mid-altitude ridges of the Amur region (Soktakhan, Dzhagdy, Aesop, Dycce-Alin, Bureinsky, etc.), the structural patterns of cryolithosis are similar. Permafrost conditions of the intermountain. depressions are more differentiated. In the northernmost of them, Verkhnezeya, permafrost settlements have an almost continuous distribution. Within the Zee-Bureya Plain, they line the bottoms of wide swampy pads, measured ridges, and watersheds composed of fine sediments from the surface.
The groundwater. Depending on the natural conditions, there are great differences in the conditions for the formation of resources and the composition of groundwater. In the platform conditions of the Angara-Lena Plateau, formation and formation-karst waters predominate in terrigenous-carbonate rocks of the Ordovician and lower. Cambrian, to a lesser extent in alluvial and glacial deposits. Large foci of groundwater discharge are sometimes formed in areas of contact between highly permeable carbonate rocks and poorly permeable terrigenous, forming lithological. barriers. B Baikal mountain. country means. groundwater resources are concentrated in alluvial and lacustrine-alluvial deposits, in massifs of carbonate rocks in fault zones (talik waters). In the Aldan Shield and in the Stanovoy Range, they are also connected mainly with continuous taliks in alluvial deposits; there are fissure subpermafrost and fissure-vein waters in the fault zones. In the Zeya and Zee-Bureya depressions, abundant pressure water horizons (often subpermafrost) are associated with Jurassic and Cretaceous sandstones and lacustrine-alluvial deposits. In the Bureinsky ridge and the Sikhote-Alin region, there are significant. accumulations of formation and fissure waters; for practical groundwater of alluvial deposits of river valleys is most suitable for use.
Important for the formation of hydrogeol. conditions per b.h. The territory of the BAM zone has permafrost rocks. In some cases, they exclude huge massifs from active water exchange, in others they serve as a regional aquiclude, dividing water into subpermafrost and suprapermafrost. zones are extremely diverse in terms of chem. composition, which is determined by the chemical composition of the water-bearing rocks. In a very wide range, the degree of water mineralization also varies (from 0.1 to 630 g/l). Quite numerous mineral waters. The East-Siberian hydromineral region of nitrogen and methane chloride and sulfate salt waters and brines, the Baikal region of nitrogen and methane thermal waters, the Nizhneamurskaya region of cold carbonic waters, and the Amur-Primorskaya region of nitrogen and methane thermal waters stand out. Mineral waters can be used here for medical, thermoenergetic, industrial purposes. purposes, as a source of salt production, etc.
Engineering-geological conditions. The most common feature of engineering geol. the structure of the zone is the predominant development of rocks, slightly overlain. a cover of loose Quaternary deposits of eluvial, deluvial, alluvial and glacial genesis. The thickness of this cover is 2-3 m, in rare cases more than 10-15 m. This is an object of geotechnical engineering. development; it fills overdeep valleys, includes certain fields of development of glacial and hydroglacial deposits, large deluvial plumes. A significantly smaller area is occupied by p-ns, where the entire engineering and geol. composed of loose Cenozoic deposits. These are the rift depressions of the Baikal region and the large depressions of the Amur region.
The most important factor in the formation of engineering geol. conditions - modern. geol. processes and phenomena. In the BAM zone, slope processes (deluvial washout, and especially stone rivers) are ubiquitous, which pose a particular danger in land construction. On alpine-type ridges, avalanches and related forms (foci, flumes, plumes) are widespread. The BAM zone is covered by icings of groundwater and groundwater, which have dec. size and dynamics. Means. some of the icings have developed well-defined icing glades. Such cryogenic phenomena as, polygonal formations (repeated ice veins, ground veins, etc.), structural soils (stone rings, medallion spots, etc.), associated with Ch. arr. with valley bottoms, wide watershed spaces, and plains. In general, the conditions for engineering development of the BAM zone are difficult, especially within the Baikal folded region, where high seismicity, the most severe permafrost and high mountains are combined. relief.
Mineral resources. The BAM zone is a relatively little-studied, but promising region in the east of the country: known large deposits and ore occurrences make it possible to count on the possibility of discovering new industries. deposits of various items and. On the Siberian platform, deposits of gas condensate (Markovskoye, Yarakta, etc.) are known, as well as thick layers of kam. and potash salts (Nepsko-Gazhensky), small deposits and manifestations of phosphorites, coals, cuprous sandstones were found. K Z. from Ust-Kut, deposits of railway were identified and explored. ores of the Angaro-Ilimsky and Angaro-Katsky districts. B Baikal mountain. country of paramount importance are deposits of pyrite-polymetallic. ores in the greenstone strata of the Proterozoic (Kholodninskoye), muscovite (Mamsky district), chrysotile asbestos (Molodezhnoye), gold (placers and small ore deposits) and various ornamental stones. Also known fluorite-polymetallic. deposits in carbonate strata (Barvinskoe, Tabornoe, etc.), manifestations of nickel, molybdenum, tungsten, rare elements, as well as stone. and brown coal. For the Aldan shield, the most important are , kam. coal, and iron. In addition to ore deposits of gold (Aldan district), numerous are known. placers. Coal mines have been explored in the Chulman depression; significant are the prospects for the Tonkinskaya depression and other Mesozoic depressions that form the South Yakutsk depression. Deposits of cuprous sandstones are known in the west of the Aldan shield (Udokan deposit). In Chapo-Tokkinsky p-not established means. iron reserves (magnetite quartzites in ancient strata), deposits of iron ore metasomatic have not been explored in the South Aldan region. type (Taiga, Desovskoye, Pioneer, etc.). Phlogopite deposits are being developed (Aldan region), deposits of apatite (Seligdarskoye), copper-cobalt ores with platinoids (Chineyskoye), rare elements, as well as corundum, graphite, charoite (the only deposit in the world) have been discovered , horn. crystal, etc.
B Stanovoy region prom. gold mining matters; ore occurrences of molybdenum, cuprous sandstones, polymetallic. ores, mercury, rare elements, apatite, magnetite ores, ornamental stones, builds. materials. The Mongolian-Okhotsk system and Bureinsky are characterized by numerous. placers and small deposits of ores of gold, iron (Garinsky), coal (), manifestations of tin-polymetallic. ores, molybdenum, manganese, phosphorites. In the Sikhote-Alin system, the leading role belongs to the extraction of tin (Komsomolsky, Badzhalsky and other p-ns), deposits of gold and tungsten ores are also known.
In the Neogene-Quaternary depressions are enclosed kam. and brown coal (Lianskoye deposit). In all parts of the BAM development zone, there are numerous deposits of decomp. builds. materials, the reserves of which provide the construction of the route itself, industrial and residential facilities.
The development of mineral resources along with logging will give impetus to the development of the production forces of the BAM zone. Large stocks of valuable items and. contribute to the formation on their basis of terr.-productions. complexes, such as in Yuzh. Yakutia, where large-scale coal mining is developing, and iron mining is possible in the future. ores, apatite, etc. Literature: Pinneker E. V., Pisarsky B. I., Underground waters of the Baikal-Amur Mainline zone, Novosib., 1977; Nekrasov I. A., Klimovsky I. V., Permafrost of the BAM zone, Novosib., 1978; Sobolev Yu. A., Zone of the Baikal-Amur Mainline; ways of economic development, M., 1979; Krasny L. I., Geology of the region of the Baikal-Amur Mainline, M., 1980; Kuznetsov V.A., Problems of metallogeny of the BAM zone, "", 1980, No 6. L. I. Krasny (geological structure), M. S. Naumov (seismicity, permafrost, groundwater, engineering-geological conditions), A. F. Pryalukhina (relief, geological structure, mineral resources).
Mountain Encyclopedia. - M.: Soviet Encyclopedia. Edited by E. A. Kozlovsky. 1984-1991 .
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Practical work: “Characteristics of the Baikal-Amur Transport Highway” Completed by: 9th grade student MBOU secondary school No. 3 Kuvaldin Artyom
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Exercise. Give a description of one of the transport highways according to the plan: The length of the highway. Highway direction. Natural conditions in which the highway operates. The largest transport hubs of the highway. Composition and direction of the main cargo flows. Prospects for development and ways to improve the efficiency of this highway.
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The Baikal-Amur Mainline (BAM) is a railway in Eastern Siberia and the Far East subordinate to the Eastern Railway and the Far Eastern Railway. One of the largest railway lines in the world.
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1. The length of the highway The length of the main BAM route from Taishet to Sovetskaya Gavan is 4287 km.
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2. The direction of the BAM highway runs north of the Trans-Siberian Railway, branching off from it in Taishet, crosses the Angara in Bratsk, crosses the Lena in Ust-Kut, passes through Severobaikalsk, skirting Lake Baikal from the north, then passes through Tynda, crosses the Amur in Komsomolsk-na -Amur and ends on the Pacific Ocean in Sovetskaya Gavan. Branches: to Ust-Ilimsk (215 km); to the Chineyskoye field (66 km); to Bamovskaya station (179 km); to Yakutsk (Amur-Yakutsk railway line); to the Elga field (300 km); to Izvestkovaya station (326 km); to Chegdomyn (16 km); to Volochaevka station (351 km); to the Black Cape station - the road to the abandoned construction site of an underwater tunnel to Sakhalin Island (120 km).
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3. The natural conditions in which the BAM highway operates passes in difficult geological and climatic conditions. The route of the highway runs mainly in mountainous areas, including through the Stanovoye Upland, cutting through seven mountain ranges. The highest point of the route is Mururinsky Pass (1323 meters above sea level); the steep slopes when entering this pass require the use of dual traction and limiting the weight of trains. Ten tunnels have been drilled along the route of the road, among them the Severo-Muysky tunnel, the longest in Russia. The route of the road crosses 11 large rivers, in total 2230 large and small bridges were built on it. BAM. Khani-Chara section
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4. Major transport hubs of the highway The major transport hubs of BAM are: Omsk, Novosibirsk, Krasnoyarsk, Khabarovsk and Vladivostok. Rice. The main transport hubs of the Baikal-Amur Mainline
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By 1997, the traffic along the BAM was halved compared to the peak figure at that time in 1990 (only a few trains passed per day). By 2009, the volume of cargo transportation in the direction of Taishet - Tynda - Komsomolsk increased again and amounted to about 12 million tons per year. Westbound cargo: timber, lumber, coal, etc. Eastbound cargo: food, consumer goods, mining equipment, container shipping of perishables. 5. Composition and direction of cargo 1 2 3 4
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6. Prospects for development and ways to improve the efficiency of the highway In 2007, the government approved a plan according to which it is planned to build "capillary" branches to mineral deposits. Also, earlier it was decided to build a crossing in the form of a Sakhalin tunnel or bridge. In 2009, the reconstruction of the section Komsomolsk-on-Amur - Sovetskaya Gavan (Far Eastern Railway) began with the construction of a new Kuznetsovsky tunnel. According to the "Strategy-2030", it is planned to specialize BAM for the passage of heavy trains. At the same time, the volume of investments in BAM will be about 400 billion rubles. 13 new railway lines with a total length of about 7,000 kilometers will be built. First of all, these are such cargo generating lines as Lena - Nepa - Lensk, Khani - Olekminsk, Novaya Chara - Apsatskaya, Novaya Chara - China, Shimanovskaya - Gar - Fevralsk, Ulak - Elginskoye field. "Strategy-2030" provided for a sharp increase in the throughput capacity of the BAM, according to the volumes declared by the most important shippers, "transportation along the BAM in the coming years will increase to 30-50 million tons per year. This will require the construction of the second tracks of the Baikal-Amur Mainline.” Already in 2014, work began on the construction of second tracks along the existing embankment.
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General information about the highway
The Baikal-Amur Railway is Russia's outlet to the Pacific Ocean. The road runs from Taishet to Sovetskaya Gavan with a total length of 4300 km.
The section Ust-Kut on the Lena - Komsomolsk-on-Amur is the main line of the highway and has a length of 3110 km.
The construction of this section began in 1974, and through traffic opened in 1984. By the beginning of the 50s, two more sections were built here - Taishet-Ust-Kut and the second section - Komsomolsk-on-Amur-Sovetskaya Gavan.
The task of building a locomotive track to the eastern borders of Russia began to be carried out in the 30s of the XX century. In essence, it was the second "Trans-Siberian Railway" to the Pacific Ocean, only the path along it was shorter.
The highway passes through the Irkutsk Region, the Republic of Sakha (Yakutia), the Republic of Buryatia, the Trans-Baikal Territory, the Amur Region, the Khabarovsk Territory.
Figure 1. Baikal-Amur Railway. Author24 - online exchange of student papers
Simultaneously with the highway, more than 4 thousand bridges and tunnels, hundreds of kilometers of roads adjacent to the highway were built. In the previously uninhabited territories along the highway, new cities and towns appeared, and the development of natural resources began.
Ready-made works on a similar topic
- Coursework 480 rubles.
- abstract Natural conditions of the Amur Mainline 240 rub.
- Test Natural conditions of the Amur Mainline 230 rub.
All the necessary construction was provided by 60 branches of the economy, design and scientific organizations in many cities of the country. It was a friendship track, in the construction of which representatives of 70 nationalities of the USSR took part.
The construction of the road was accompanied by human intervention in nature and caused environmental problems.
A unique and untouched natural "organism" was formed in the conditions of permafrost, high seismicity and extremely low temperatures for thousands of years.
Extreme conditions required completely new technical, engineering and production developments. Such developments have appeared:
- a new design for the installation of foundations for bridge piers was applied here for the first time in the world;
- used a number of innovations in the construction of tunnels;
- technologies for backfilling the subgrade and drilling and blasting operations adapted to the conditions of permafrost have been worked out;
- improved methods were used to combat icing.
Remark 1
In our time, a double-track railway was built from Taishet to Lena, with a length of 704 km. From Lena to Taksimo there is a single-track road, 725 km long. The rest of the highway is single-track with diesel traction.
Natural conditions in the area of the highway
The Baikal-Amur Mainline runs in very complex and diverse natural conditions.
The western section of the highway goes through high mountain ranges:
- Baikal,
- Severo-Muisky,
- Kodarsky, Udokansky.
It crosses the largest Siberian rivers:
- Lena
- Upper Angara,
- Charu.
It was very difficult to overcome the mountainous nature of the rivers with fast currents, incised valleys and high summer floods, replete with rifts and rapids.
The western section of the highway was also extremely difficult in geological terms. Crystalline rocks of great thickness, which make up the tectonic structures of the Baikal system, are difficult to overcome.
The eastern section of the route is characterized by haze natural phenomena that created their own difficulties. The haze phenomena distort reality and blur the contours of objects. Haze is often called fog, haze, and sometimes just a mirage. Saturated with droplets of steam, dust, burning, the air becomes opaque. Working in such conditions is not only difficult, but also dangerous.
The climatic conditions of the highway construction area are close to the Arctic, the severity of which determines the presence of permafrost, the development of active physical and geological phenomena, and high seismicity.
On the western section of the route, snow avalanches and mudflows were the reasons for the complexity of construction. Low winter stable temperatures and strong winds. The average annual air temperature is only 7.8 degrees, and the absolute minimum is -58 degrees.
The average daily temperature below 0 degrees has a duration of 196-209 days. There is very little snow in winter, but there are many sunny days. Summer is characterized by prolonged heavy rains, causing floods with a rise in water in rivers by 10-13 m.
Summer temperatures are high with an absolute maximum of +40 degrees. Permafrost soils are ubiquitous. The permafrost has a thickness of up to 10-15 m, and a temperature of 0.1 to -1.5 degrees. Such soils are associated with icing, ice content of soils, the inclusion of ice in the soil stratum.
Unfavorable throughout the route are engineering and geological conditions associated with large-block screes, rockfalls, and kurums.
Seismically dangerous is the territory of Northern Transbaikalia, where possible earthquakes can reach 12 points on the Richter scale. The highway runs for 410 km in the zone of an 8-magnitude earthquake and 740 km of the route goes in the zone of a 9-magnitude earthquake.
When designing the road, the estimated score was taken no higher than 9 points.
The relief of the Far Eastern section of the highway is represented by medium and low-altitude mountains with accumulative-denudation plains. Here it runs along the southern spurs of the Stanovoy Range, crosses the Turan, Bureinsky, Badzhalsky, Sikhote-Alin ranges and goes to the coast. The plains here are ridged and heavily swamped.
Remark 2
In the future, it is planned to continue the branch of the Baikal-Amur Mainline to the north of Yakutia in order to actively include the wealth of the Republic in the unified economic fund of Russia.
Highway today and tomorrow
The Baikal-Amur Mainline is part of the Soviet Great Northern Railway project. Its construction is connected with the purpose of developing new regions of Siberia, lying north of the Trans-Siberian.
It was planned to build 9 or 11 (according to various sources) territorial-industrial complexes in the areas where the highway passed. Of this number, only one has been built to date - the South Yakutsk coal complex.
The route works, but its profitability is unprofitable. The reason for the unprofitability is associated with insufficient traffic on the road.
Experts believe that only one way can increase the profitability of the highway - the intensification of economic activity in this zone.
An important point is the investment in the development of mining and processing enterprises located along the highway.
The volume of traffic along the road is one of the lowest in the network, and this indicates that the highway belongs to the category of low-traffic roads of the development type.
In the economic development of the region, the role of the BAM is comparable to the role of the Trans-Siberian Railway in Russia at the beginning of the 20th century.
This road should be made the main highway connecting Russia to the Asia-Pacific region and competitive with the Trans-Siberian Railway and the Trans-Asian Railway.
The profitability of the highway will remain ineffective if it is not linked to the program of economic development. Back in 2007, the Russian government approved a plan for the construction of "capillary" branches to mineral deposits, and a decision was made to build the Sakhalin tunnel or bridge.
In the cities and towns of the BAM today, negative processes have become very aggravated, one of which is unemployment, forcing people to leave their homes.
A difficult demographic situation is developing in the region of the highway: in Transbaikalia and the Far East, as a result of migration, a vacuum is increasing, and pressure from China is growing, and in many areas there is a creeping “Sinification”. Today, hundreds of thousands of Chinese citizens live in the regions of Siberia and the Far East.
Thus, the interests of Russia require the settlement of the BAM zone.
The highway has and retains military-strategic importance, as a road that runs along the Russian-Chinese border.
The volume of investments in BAM according to the "Strategy-2030" will amount to about 400 billion rubles and 13 new freight-forming railway lines will be built, the length of which will be 7 thousand km.
Today, the construction of the Shimanovskaya-Gar-Fevralsk-Ulak-Elginskoye field branch is already underway. This suggests that the history of the Baikal-Amur Mainline, in spite of everything, continues.
