The Baikal-Amur Mainline: the history of construction, characteristics, natural conditions, significance, development prospects. Baikal-Amur mainline Baikal-Amur mainline natural conditions and their influence
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
Natural conditions for the functioning of the Trans-Siberian Railway, the influence 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 thousand kilometers.
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 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 wagons 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 -
Characteristics of the Trans-Siberian Railway according to the plan:
- 121.1 thousand containers). More than 65% of them were transported through the port of Vostochny, 25% - through the border crossing Zabaikalsk
Attention, only TODAY!
One of the 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
History of the Trans-Siberian Railway
INTRODUCTION
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.
HISTORY
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.
TRANSSIB TODAY
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.
Trans-Siberian Railway
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 road with a length of 6503 kilometers 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.
Transsib, Trans-Siberian Railway
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, a 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). |
Accommodation and rest.
"The Great Trassiberian Railway ends here.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 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 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.
BAIKALO-AMUR MAGISTRAL (BAM) - a railway line in Eastern Siberia and the Far East, the second main railway exit to. It runs through the northern regions of the Irkutsk Oblast (pre-Baikal area), Buryat ACCP, Chita Oblast (Trans-Baikal area), Amur Oblast and Khabarovsk Krai (Far Eastern area). The total length of the route from Taishet to Sovetskaya Gavan is 4300 km, of which the Ust-Kut section (on the Lena) - Komsomolsk-on-Amur, which has been under construction since 1974, is 3100 km; it is adjacent to two previously constructed 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 the BAM (about 1.5 million km routes, the construction of station and other settlements and cities, the development of mineral resources.
Relief... The Cis-Baikal area is occupied by the Prilenskoe (Angara-Lenskoe) 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 mountainous country. In the western part of it there are the Baikalsky, Akitkansky, Synnyrsky and Barguzinsky ridges with heights of up to 2600 m. The Baikal ridge is characterized by alpine relief forms - trough valleys, karry, circuses and stony placers (kurums) and others; the ridges have features of alpine plateaus. The eastern part occupies the vast and complexly constructed Stanovoe Upland, where high ridges and deep depressions, elongated from the west - southwest, in the east - northeast, alternate. The latter divide this upland into two chains: the northern one, which includes the Verkhneangarsky, Delyun-Uransky, Severo-Muisky, Muyakansky and Kodarsky ridges, the southern - South Muisky, Kalarsky and Udokansky ridges. Absolute heights reach 2800 m (Skalisty char in the Kalarsky ridge).
All ridges are systems of domed or flat-topped chars covered with coarse-grained sediments, 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, karry, moraine ridges, glacial lakes). Most of the route in this section crosses the largest hollows - Verkhneangarskaya, Muisko-Kuandinskaya and Verkhnecharskaya, which have absolute heights of 500-700 m and hilly-flat relief. The Trans-Baikal section includes all BAMs, the total length of which is 26 km, including Severo-Muisky 15.3 km, Baikalsky 6.7 km. The Far Eastern section combines medium and low-altitude mountains with vast accumulative-denudation plains. The route runs 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 goes along the Verkhnezeiskaya and Amuro-Zeisko-Bureinskaya plains, which have a steep and very swampy relief. In mountainous regions, it runs mainly along mountain slopes and river valleys (left tributaries of the Amur).
Geological structure... The territory adjacent to the BAM covers fragments of several of the largest tectonic structures - the Baikal and Stanovoy mountain regions, the Mongol-Okhotsk and Sikhote-Alin fold systems (see map). These structures are bounded by thick, extended fault zones; numerous ruptured faults determine their mosaic block structure. The long and complex history of geological development predetermined the wide distribution of sedimentary, volcanogenic, intrusive, metasomatic and metamorphic complexes of extremely diverse composition, as well as associated with them, of different ages. The western part (the basins of the Angara, Lower Tunguska, and the upper Lena) belongs to the southeastern edge of the Siberian platform. Here, gently lying carbonate-terrigenous and saturated sediments are developed. In the Western Baikal region, the thickness of the Paleozoic and underlying Proterozoic deposits increases sharply, as does the degree of their dislocation (Angara-Lensk trough).
In the Baikal mountainous country, metamorphosed and dislocated sedimentary and volcanogenic strata of the Upper Archean, Proterozoic and Lower Paleozoic, penetrated by intrusions of various compositions, are widespread. There are outcrops of the most ancient crystalline basement (Baikal, Severo-Muiskaya boulders, etc.). In some places Mesozoic sedimentary, volcanogenic and intrusive formations are noted. Large depressions of the Baikal type are filled with a layer of loose Cenozoic deposits (see). Within the boundaries of the developed metamorphic strata of the Lower Archean, among which numerous suture troughs () with greenstone sedimentary-volcanic-siliceous formations are mapped. In the Kodaro-Udokan region, they are covered by a thick stratum of the Lower Proterozoic, and in the basins of the Zhuya, Aldan, Uchur rivers - by gently lying terrigenous and carbonate sediments, and. A series of depressions with Jurassic and Cretaceous coal-bearing deposits (Chulmanskaya, Tokyo, etc.) extend along the southern margin of the shield. Intrusive formations include ancient, gabbro and hyperbasites, Paleozoic granitoids, Mesozoic small alkaline composition, Proterozoic alkaline intrusions. The Stanovaya mountainous region is characterized by a wide distribution of Archean metamorphic rocks and granite-gneisses, Mesozoic granitoids. There are troughs with Precambrian greenstone complexes. Scattered Mesozoic volcanic edifices, small intrusions of various compositions, as well as carboniferous Jurassic and Cretaceous deposits are noted everywhere.
In the Mongol-Okhotsk fold system, metamorphosed and dislocated sedimentary and volcanogenic strata of the Proterozoic, Paleozoic and Mesozoic, broken by intrusions of different ages, are developed. In the basin of the Zeya and its tributaries, Mesozoic volcanic edifices and depressions filled with coal-bearing deposits are known. Within the limits of the Bureya massif, ancient granitoids prevail, breaking through the Precambrian. In the east of the region, volcanic sedimentary formations of the Mesozoic and Paleozoic are developed that make up the Sikhote-Alin fold system. Volcanic edifices and belts (Primorsky, Yam-Alinsky) are very numerous, in the structure of which Mesozoic and Paleogene-Early Quaternary volcanic rocks take part. Among the intrusive formations, granitoids of the Late Mesozoic prevail. A series of large riftogenic depressions and extensive troughs are filled with Cenozoic sediments (Tugur graben, Khabarovsk depression, etc.).
Seismicity... Part of the BAM zone is highly seismic. The Cis-Baikal area, which runs along the Siberian platform, is practically aseismic, but sometimes "transit" earthquakes of magnitude up to 5 from the side of the Baikal seismic belt come here. The most seismic is the Trans-Baikal area. It was found that the epicenters are grouped into a relatively narrow strip along the chain of rift depressions; at the same time, inter-rift mountain bridges (Verkhneangarsko-Muiskaya, Muisko-Charskaya) are characterized by increased seismicity. The seismic situation in the Far Eastern area is very different. Increased seismicity to the East of the Udokan ridge and in the region of the middle course of the Olekma River is associated with the system of ruptures of the Stanovoy fault. To the East of the Olekma River, seismicity weakens, but in the area of the Tukuringra-Dzhagdy ridge it increases again; it is associated with the Mongol-Okhotsk fault. Further to the East, earthquakes occur less frequently and of lesser strength, however, there are seismic foci (Zeisky, 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 westernmost 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, occurs in the form of separate massifs in swampy river valleys and on the northern slopes. In the large rift depressions of the Baikal mountain region, permafrost is developed only on floodplains and the first terraces of rivers, on deluvial trails and fan lobes, which are usually swampy. The thickness of permafrost can reach, apparently, values from 150 to 500-600 m. The most severe permafrost conditions exist in the mountain frame of depressions with heights of ranges of 2000-2800 m. Permafrost strata are characterized by an almost continuous distribution, interrupting only in the bottoms of deep-cut large valleys and in water-flooded zones. Their thickness reaches, apparently, more than 1 km. On the Aldan shield, the permafrost continuity and thickness increases with height. The mildest permafrost conditions exist in the altitude range of 800-1000 m, where watersheds are usually thawed. Such watersheds are developed mainly within the Mesozoic coal-bearing depressions. Below the permafrost, it again receives a predominantly continuous distribution, interrupted by taliks only in the valleys of large rivers.
The watershed areas of the highest ridges (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 sharply decreases, taliks are widely developed; swampy valley bottoms 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 cryolithoses are similar. The permafrost conditions of intermontane depressions are more differentiated. In the northernmost of them, Verkhneseiskaya, permafrost rocks are almost continuous. Within the Zeya-Bureya Plain, they line the bottoms of wide swampy depressions, measured ridges, watersheds formed from the surface by finely dispersed sediments.
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 prevail 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 the areas of contact of highly permeable carbonate rocks with poorly permeable terrigenous, forming lithological barriers. In the Baikal mountainous country, significant groundwater resources are concentrated in alluvial and lacustrine-alluvial deposits, in massifs of carbonate rocks in fault zones (talik waters). On the Aldan shield and in the Stanovoy ridge, groundwater is also associated mainly with solid taliks in alluvial deposits; there are fissure subpermafrost and fissure-vein waters in the fault zones. In the Zeiskaya and Zeya-Bureinskaya depressions, abundant horizons of confined waters (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 stratal and fractured waters; underground waters of river valleys are most suitable for practical use.
Permafrost is 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 waters into subpermafrost and suprapermafrost. The underground waters of the zone are extremely diverse in 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). The sources of mineral waters are quite numerous. The East Siberian hydromineral region of nitrogen and methane chloride and sulfate salt waters and brines, the Baikal region of nitrogen and methane baths, the Lower Amur region of cold carbonic waters, the Amur-Primorsky region of nitrogen and methane baths are distinguished. Mineral waters can be used here for medicinal, thermoenergetic, industrial purposes, as a source for the extraction of table salt, etc.
Engineering and geological conditions... The most common feature of the geotechnical 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 geotechnical development; it fills deep valleys, includes some fields of development of glacial and glacial deposits, large deluvial plumes. A much smaller area is occupied by areas where the entire engineering-geological section is composed of loose Cenozoic sediments. 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 are widespread (deluvial washout, solifluction, and especially stone rivers), which are especially dangerous for ground construction. Avalanches, mudflows and associated forms (foci, trays, plumes) are widespread on alpine-type ridges. The BAM zone is covered by underground ice and ice of various sizes and dynamics. A significant part of the ice has developed well-defined glades of ice. Cryogenic phenomena such as thermokarst, polygonal formations (ice wedges, ground veins, etc.), structural soils (stone rings, medallion spots, etc.), associated mainly with the bottoms of valleys, wide watershed spaces, are widespread. plains. In general, the conditions for the engineering development of the BAM zone are difficult, especially within the Baikal fold region, where high seismicity, the most severe permafrost and alpine relief are combined.
In the Stanovoy region, gold mining is of industrial importance; revealed ore occurrences of molybdenum, cuprous sandstones, polymetallic ores, rare elements, apatite, magnetite ores, ornamental stones, building materials. The Mongol-Okhotsk system and the Bureinsky massif are characterized by numerous placers and small deposits of ores of gold, iron (Garinskoe), coal (Bureinsky coal basin), manifestations of tin-polymetallic ores, molybdenum, phosphorites. In the Sikhote-Alin system, the leading role belongs to mining (Komsomolsk, Badzhal 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 areas of the BAM development zone, there are numerous deposits of various building materials, the reserves of which ensure the construction of the highway itself, industrial and residential facilities.
The development of mineral resources along with logging will give an 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 Southern Yakutia, where large-scale coal mining is developing, and in the future it is possible to extract iron ores, apatite, etc.
Baikal-Amur Mainline
(BAM) - railway highway to Vost. Siberia and the Far East, 2nd main railway CCCP output to Tech approx. Runs across the territory. sowing. p-new Irkutsk region. (pre-Baikal section), Buryat. ACCP, Chita region (Trans-Baikal section), Amur region. and the Khabarovsk Territory (Far Eastern section). The total length of the route from Tayshet to Sov. Harbors 4300 km, of which the section Ust-Kut (on the Lena) - Komsomolsk-on-Amur, which has been under construction since 1974 - 3100 km; it is adjoined by two previously built sections: Tayshet - Ust-Kut (733 km, commissioned in 1958) and Komsomolsk-on-Amure - Sov. Harbor (434 km, introduced in 1947). Three will 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 (approx. 1.5 million km 2) is distinguished by very difficult natural conditions, geol. structure and relief, the development of permafrost, strong seismicity, it means. boggy, determining a large volume of geol. research, engineer-geol. and hydrogeol. surveys related to the laying of a route, construction of station and other settlements and cities, the development of mineral resources.
Relief. The Cis-Baikal area is occupied by the Prilenskoe (Angaro-Lenskoe) plateau with a predominance of soft relief forms - wide flat watersheds, small depressions and plains. Abs. heights fluctuate within 400-1000 m. Tpacca is laid in the main. along the valleys pp. Lena, Tayura, Kirenga, Kunerma. The Trans-Baikal section is entirely located within the Baikal Horn. country. B zap. parts of it are the Baikalsky, Akitkansky, Synnyrsky and Barguzinsky ridges with heights up to 2600 m. Alps are characteristic of the Baikal ridge. - trough valleys, circuses and stony (), etc .; the ridges have features of alpine plateaus. East part of it occupies the vast and complexly constructed Stanovoe, where the elongated from west to southwest alternate. on B. - C.-B. high ridges and deep basins. The latter divide this upland into two chains: the northern one, which includes the Verkhneangarsky, Delyun-Uransky, Severo-Muisky, Muyakansky and Kodarsky ridges, the southern - South Muisky, Kalarsky and Udokansky ridges. Abs. heights reach 2800 m (Skalisty char in the Kalarsky ridge). All the ridges are systems of domed or flat-topped chars, covered with placers of coarse deposits, in the axial parts of the ridges - alps. relief forms; there are traces of the ancient, and in the Kodar ridge - and modern. glaciations (circuses, karry, moraine, glacial lakes). B.ch. The routes in this section are crossed by the largest hollows - Verkhneangarskaya, Muisko-Kuandinskaya and Verkhnecharskaya, which have abs. heights of 500-700 m and hilly-flat. The Trans-Baikal section includes all the BAM tunnels, the total length of which is 26 km, incl. Severo-Muisky 15.3 km, Baikalsky 6.7 km. The Far East area combines medium and low altitudes with extensive accumulative-denudation plains. Tpacca runs along the south. spurs of the Stanovoy ridge, crosses the ridges of Tukuringra-Dzhagdy, Turana, Bureinsky, Dycce-Alinsky, Badjalsky, Sikhote-Alin and goes to the coast. Approximately 1/3 of the Far Eastern section of the route runs along the Verkhnezeiskaya and Amuro-Zeisko-Bureinskaya plains, which have a steep and very swampy relief. B forge p-nah it passes preim. along mountain slopes and river valleys (left tributaries of the Amur).
Geological structure. The territory adjacent to BAM covers fragments of several. largest tectonic. structures - the Siberian platform, the Baikal and Stanovaya forge. regions, Mongol-Okhotsk and Sikhote-Alin fold systems (see map).
These structures are bounded by thick, extended fault zones; numerous determine their mosaic block structure. Duration and the complex history of geol. development predetermined the wide distribution of different-aged (from Archean to Cenozoic) sedimentary, volcanogenic, intrusive, metasomatic. and metamorphic. complexes of extremely varied composition, as well as related items and. Zap. part (basin. pp. Angara, Lower Tunguska, upper reaches of the Lena) refers to the southeast. the outskirts of the Siberian platform. Gentle bedding carbonate-terrigenous Paleozoic and Mesozoic, saturated with diabase sills, are developed here. The Baikal region of the Paleozoic and underlying Proterozoic deposits increases sharply, as does the degree of their dislocation (Angara-Lensky trough). B Baikal Horn. In the country, metamorphosed and dislocated sedimentary and volcanogenic strata are widespread. Archean, Proterozoic and lower. Paleozoic, penetrated by intrusions of various compositions. There are exits of the most ancient crystalline. foundation (Baikal, Severo-Muiskaya, etc.). Mesozoic sedimentary, volcanic and intrusive formations are noted in places. Large depressions of the Baikal type are filled with a layer of loose Cenozoic sediments ( cm. Baikal). Metamorphic rocks are developed within the Aldan shield. strata lower. archean, among to-rykh mapped numerous. suture troughs (troughs) with greenstone sedimentary-volcanic-siliceous formations. In the Kodaro-Udokan p-not they are overlain by a thick stratum of the Lower Proterozoic terrigenous deposits, but in the basins of pp. Zhuya, Aldan, Uchur - gently bedding terrigenous and carbonate deposits of the Proterozoic, Vendian, Paleozoic and Mesozoic. Along the south. the outskirts of the shield stretch out in depressions with Jurassic and Cretaceous coal-bearing deposits (Chulmanskaya, Tokiyskaya, etc.). Intrusive formations include ancient granites, gabbro and, Paleozoic, Mesozoic small alkaline composition, Proterozoic intrusions of alkaline ultrabasic rocks. Stanovaya forge. the area is characterized by a wide distribution of Archean metamorphic. rocks and granite-gneisses, Mesozoic granitoids. There are troughs with Precambrian greenstone complexes. Dissociated Mesozoic volcanic rocks are found everywhere. edifices, small intrusions of various compositions, as well as grabens filled with carboniferous Jurassic and Cretaceous sediments. In the Mongol-Okhotsk fold system, metamorphosed and dislocated sedimentary and volcanogenic strata of the Proterozoic, Paleozoic and Mesozoic, broken by intrusions of different ages, are developed. In the basin of the Zeya and its tributaries, Mesozoic volcanic rocks are known. structures and depressions filled with coal-bearing deposits. Within the Bureya massif, ancient granitoids predominate, breaking through Precambrian crystalline rocks. ... In the B. region, volcanic sedimentary formations of the Mesozoic and Paleozoic are developed that make up the Sikhote-Alin fold system. Volcanics are very numerous. buildings and belts (Primorsky, Yam-Alinsky), in the structure of which Mesozoic and Paleogene-early-Quaternary volcanics take part. breed. Among the intrusive formations, granitoids of the Late Mesozoic prevail. A series of large riftogenic depressions and extensive troughs are filled with Cenozoic sediments (Tugursky, Khabarovsk, etc.).
Seismicity. Part of the BAM zone is highly seismic. The Cis-Baikal section, which runs along the Siberian platform, is practically aseismic, but sometimes there come "transit" ones with a force of up to 5 points 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 strip along a chain of rift depressions; at the same time, inter-rift horns are characterized by increased seismicity. bridges (Verkhneangarsko-Muiskaya, Muisko-Charskaya). Seismic. the situation in the Far Eastern sector is very different. Raised to B. from the Udokan ridge and in p-not cp. flow p. Olekma is connected with the Stanovoy fault system. K B. from p. Olekma seismicity is weakening, but in the vicinity of the Tukuringra-Jagdy ridge it increases again; it is connected with the Mongol-Okhotsk fault. Further on B. earthquakes occur less frequently and of lesser intensity; however, there are seismic events here as well. foci (Zeisky, Amgunsky, etc.) with an earthquake strength of up to 7 points. T.o., BAM is located in a complex seismological engineering. conditions; when designing structures, anti-seismic protection is provided. strengthening 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 ridge occupies small areas, occurs in the form of det. massifs in swampy river valleys and sowing. slopes. In large rift depressions of the Baikal Horn. the area is developed only on floodplains and the first terraces of rivers, on deluvial trails and fans, which are usually swampy. The thickness of permafrost can reach, apparently, values from 150 to 500-600 m. The most severe permafrost conditions exist in the framing of depressions with ridge heights of 2000-2800 m. 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 is apparently more than 1 km. On the Aldan shield, the permafrost continuity and thickness increases with height. The mildest permafrost conditions exist in the altitude range of 800-1000 m, where watersheds are usually thawed. Such watersheds are developed by Ch. arr. within the Mesozoic coal-bearing depressions. Even the permafrost gets preim again. continuous distribution, interrupted by taliks only in the valleys of large rivers. The watershed areas of the highest ridges (Stanovoy, Yankan, Tukuringra), as a rule, are frozen, the thickness of the permafrost reaches 200 m. the slopes and on low (500-1000 m) watersheds, the thickness of the permafrost city sharply decreases, taliks are widely developed; swampy valley bottoms and deluvial plumes at the foot of the slopes are permafrost. B mid horn On the ridges of the Amur region (Soktakhan, Dzhagdy, Aesop, Dycce-Alin, Bureinsky, etc.), the structural patterns of cryolithoses are similar. Permafrost conditions of mezhgorny. depressions are more differentiated. In the northernmost of them, the Verkhneseiskaya, permafrost urban settlements have an almost continuous distribution. Within the Zee-Bureya Plain, they line the bottoms of wide swampy depressions, measured ridges, watersheds formed from the surface by finely dispersed sediments.
The groundwater. Depending on the natural conditions, there are great differences in the conditions for the formation of resources and the composition of groundwater. The platform conditions of the Angara-Lena plateau are dominated by stratal and stratal-karst waters in the Ordovician and lower terrigenous-carbonate rocks. Cambrian, to a lesser extent in alluvial and glacial deposits. Large foci of groundwater discharge are sometimes formed in the areas of contact of highly permeable carbonate rocks with weakly permeable terrigenous, forming lithological. barriers. B Baikal Horn. country means. groundwater resources are concentrated in alluvial and lacustrine-alluvial deposits, in massifs of carbonate rocks in fault zones (talik waters). On the Aldan shield and in the Stanovoy ridge, they are also associated mainly with solid taliks in alluvial deposits; there are fissure subpermafrost and fissure-vein waters in the fault zones. In the Zeya and Zee-Bureya depressions, abundant horizons of confined waters (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 stratal and fractured waters; for practical The most suitable are groundwaters of alluvial deposits of river valleys.
Important for the formation of hydrogeol. conditions per b.h. the territory of the BAM zone has permafrost. In some cases, they exclude huge massifs from active water exchange, in others they serve as a regional aquiclude dividing waters into subpermafrost and suprapermafrost. zones are extremely diverse in chemical terms. composition, to-ry is determined by the chemical composition of water-bearing rocks. Within a very wide range, the degree of water salinity also varies (from 0.1 to 630 g / l). Mineral waters are quite numerous. The East Siberian hydromineral region of nitrogen and methane chloride and sulphate salt waters and brines, the Baikal region of nitrogen and methane baths, the Nezhneamur region of cold carbonic waters, the Amur-Primorsky region of nitrogen and methane baths are distinguished. Mineral waters can be used here in medicinal, thermoenergetic, industrial. purposes, as a source of extraction of table salt, etc.
Geotechnical conditions. The most common feature of geotechnical engineering. the structure of the zone - the predominant development of rocks, overlapped insignificantly. 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 engineering-geological object. development; it fills over-deepened valleys, includes some fields of development of glacial and glacial deposits, large deluvial plumes. Significantly smaller area is occupied by p-ny, where all engineering and geology. composed of loose Cenozoic sediments. 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 geotechnical engineering. conditions - modern. geol. processes and phenomena. In the BAM zone, slope processes (deluvial washout, and especially stone rivers) are ubiquitous, posing a particular danger during ground construction. On alpine-type ridges, avalanches and associated forms (foci, trays, plumes) are widespread. The BAM zone is covered by groundwater and groundwater ice, which have decomp. size and dynamics. Means. part of the ice has developed well-defined glades of ice. Such cryogenic phenomena as polygonal formations (wedge ice, ground veins, etc.), structural soils (stone rings, spots-medallions, etc.), connected by Ch. arr. with valley bottoms, wide watershed spaces, plains. In general, the conditions for the engineering development of the BAM zone are difficult, especially within the Baikal fold region, where high seismicity, the most severe permafrost and high mountains are combined. relief.
Mineral raw materials. The BAM zone is a relatively poorly studied, but promising region in B. of the country: the well-known large deposits and ore occurrences make it possible to count on the possibility of opening new industrial sites. deposits of various items and. On the Siberian platform, there are gas condensate deposits (Markovskoe, Yaraktinskoe, etc.), thick strata. and potassium salts (Nepsko-Gazhensky), small deposits and manifestations of phosphorites, coals, cuprous sandstones were discovered. To the west from Ust-Kut, deposits of railroad were discovered and explored. ores of Angaro-Ilimsky and Angaro-Katsky districts. B Baikal Horn. In the country, the pyrite-polymetallic deposits are of paramount importance. ores in greenstone strata of the Proterozoic (Kholodninskoe), muscovite (Mamsky district), chrysotile asbestos (Molodezhnoe), gold (placers and small ore deposits) and various ornamental stones. Fluorite-polymetallic is also known. deposits in carbonate strata (Barvinskoe, Tabornoe, etc.), occurrences 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 deposits have been explored in the Chulman depression; the prospects of the Tonka depression and other Mesozoic depressions that form the South Yakutsk are significant. Deposits of cuprous sandstones are known in the west of the Aldan shield (Udokan deposit). In Chapo-Tokkinsky p-not installed means. iron reserves (magnetite quartzites in ancient strata), in the South Aldan region, the deposits of iron ores are not explored metasomatic. type (Tayozhnoe, Desovskoe, Pionerskoe, etc.). The deposits of phlogopite (Aldan district) are being developed, deposits of apatite (Seligdarskoe), copper-cobalt ores with platinoids (Chineyskoe), rare elements, as well as corundum, graphite, charoite (the only deposit in the world) , forge. crystal, etc.
B Stanovoy area prom. gold mining matters; revealed ore occurrences of molybdenum, cuprous sandstones, polymetallic. ores, mercury, rare elements, apatite, magnetite ores, ornamental stones, building. materials. The Mongol-Okhotsk system and the Bureinsky system are characterized by numerous. placers and small deposits of ores of gold, iron (Garinskoe), coal (), manifestations of tin-polymetallic. ores, molybdenum, manganese, phosphorites. In the Sikhote-Alin system, the leading role belongs to the extraction of tin (Komsomolskiy, Badzhalskiy and other regions); deposits of gold and tungsten ores are also known.
The Neo-Quaternary depressions contain kam. and brown coal (Lianskoye deposit). In all areas of the development zone of the BAM, there are numerous deposits of diff. builds. materials, stocks to-rykh provide the construction of the route itself, industrial and housing facilities.
The development of mineral resources along with logging will give an impetus to the development of industries in the BAM zone. Large reserves of valuable p. And. contribute to the formation on their basis of ter.-production. complexes, such as in Yuzh. Yakutia, where large-scale coal mining is developing, and in the future, iron ore mining is possible. ores, apatite, etc. Literature: Pinneker E. B., Pisarsky B. I., Underground waters of the zone of the Baikal-Amur Mainline, 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, geotechnical conditions), A. F. Pryalukhina (relief, geological structure, mineral resources).
Mining 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 of 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: Length of the highway. The direction of the highway. Natural conditions in which the highway operates. The largest transport hubs of the highway. The composition and direction of the main cargo flows. Development prospects 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 High Siberian Railway and the Far Eastern Railway. One of the largest railways in the world.
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1. 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 Transsiberian highway, 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 the Bamovskaya station (179 km); to Yakutsk (Amuro-Yakutsk railway line); 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).
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3. Natural conditions in which the BAM mainline operates passes in difficult geological and climatic conditions. 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 route of the road, among them the North-Muisky tunnel, the longest in Russia. The route of the road crosses 11 large rivers; a total of 2,230 large and small bridges have been built on it. BAM. Khani-Chara site
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4. The largest 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 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. Cargo going to the west: timber, lumber, coal, etc. Cargo going to the east: food, consumer goods, equipment for mining, container shipping with perishable products. 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 pipeline 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 the Sakhalin tunnel or bridge. In 2009, the reconstruction of the Komsomolsk-on-Amur - Sovetskaya Ga-van (Far Eastern Railway) section 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 amount to about 400 billion rubles. 13 new railway lines with a total length of about 7 thousand kilometers will be built. These are, first of all, such cargo-forming lines as Lena - Nepa - Lensk, Khani - Olekminsk, Novaya Chara - Apsatskaya, Novaya Chara - China, Shimanovskaya - Gar - Fevralsk, Ulak - Elginskoe 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 access to the Pacific Ocean. The road runs from Taishet to Sovetskaya Gavan with a total length of 4300 km.
The Ust-Kut section 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 route 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, and 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 were built, hundreds of kilometers of highways adjacent to the highway. New towns and settlements appeared on previously uninhabited territories along the highway, and the development of natural resources began.
Finished works on a similar topic
- Coursework 480 rubles.
- abstract Natural conditions of the Amur Mainline 240 RUB
- Test Natural conditions of the Amur Mainline RUB 230
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 route, 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 the emergence of environmental problems.
A unique and untouched natural "organism" has been 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 appeared:
- the new construction of the installation of foundations for bridge supports was applied here for the first time in the world;
- a number of innovations were used in the construction of tunnels;
- technologies for dumping the subgrade and drilling and blasting operations, adapted to the conditions of permafrost, have been developed;
- improved methods of anti-icing were used.
Remark 1
Nowadays, a double-track railway with a length of 704 km has been built from Taishet to Lena. From Lena to Taksimo there is a single-track road 725 km long. The rest of the line is single-track with diesel traction.
Natural conditions in the area of the highway
The Baikal-Amur Mainline passes in very difficult and varied 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 character of rivers with fast currents, incised valleys and high summer floods, abounding 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 insurmountable.
The eastern section of the route is characterized by haze natural phenomena that have created their own difficulties. Haze phenomena distort reality and blur the contours of objects. The haze is often called fog, haze, and sometimes just a mirage. Saturated with droplets of steam, dust, smoke, the air becomes opaque. Working in such conditions is not only difficult, but also dangerous.
The climatic conditions of the construction area of the highway 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, avalanches and mudflows were the reasons for the complexity of the 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 snowfall in winter, but there are many sunny days. Prolonged heavy rains are characteristic of summer, causing floods with a rise in water in the rivers by 10-13 m.
Summer temperatures are high with an absolute maximum of +40 degrees. Permafrost soils are widespread. The frozen stratum has a thickness of up to 10-15 m, and the temperature is from 0.1 to -1.5 degrees. Such soils are associated with icing, ice content of soils, and the inclusion of ice in the soil mass.
The engineering-geological conditions associated with large-block taluses, rock falls, and kurums are unfavorable along the entire length of the route.
Seismically dangerous is the territory of Northern Transbaikalia, where possible earthquakes can reach 12 points on the Richter scale. The main line for 410 km passes in the zone of an 8-point earthquake and 740 km of the route goes in the zone of a 9-point earthquake.
When designing a road, the calculated score was taken not 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, Badjalsky, Sikhote-Alin ridges and goes to the coast. The plains here are rugged and very swampy.
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 associated with the development of new regions of Siberia, lying north of the Transsib.
In the areas where the highway passes, it was planned to build 9 or 11 (according to various sources) territorial-industrial complexes. To date, only one of this number has been built - the South Yakutsk Coal Complex.
The track works, but its profitability is unprofitable. The reason for the unprofitability is associated with insufficient traffic congestion.
Experts believe that the profitability of the highway can only be raised by one way - the intensification of economic activity in this zone.
An important point is investment in the development of mining and processing enterprises located along the highway.
The volume of traffic on the road is one of the lowest on the network, which means that the highway belongs to the category of inactive development type roads.
In the economic development of the region, the role of the BAM is comparable to the role of the Transsib in Russia at the beginning of the 20th century.
This road must be made the main highway for connecting Russia to the Asia-Pacific region and competitive with the Trans-Siberian and Trans-Asian railroad.
The profitability of the highway will remain ineffective if it is not linked to the economic development program. Back in 2007, the Russian government approved a plan for the construction of "capillary" branches to mineral deposits, and also made a decision to build the Sakhalin tunnel or bridge.
In the cities and towns of BAM, negative processes have become very aggravated today, one of which is unemployment, forcing people to leave their homes.
A difficult demographic situation is developing in the area 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 regions there is a creeping "Sinification". Today, hundreds of thousands of Chinese citizens live in the regions of Siberia and the Far East.
Thus, Russia's interests require the settlement of the BAM zone.
The highway has and retains its military-strategic importance, as a rokad road running along the Russian-Chinese border.
The volume of investments in BAM under the "Strategy-2030" will amount to about 400 billion rubles, and 13 new freight-forming lines of railways will be built, the length of which will be 7 thousand km.
Today, the construction of the Shimanovskaya-Gar-Fevralsk-Ulak-Elginskoye field is underway. This suggests that the history of the Baikal-Amur Mainline, in spite of everything, continues.
