In 1989, together with three friends, I walked part of the route of Stalin's Dead Road.
Few people today know about the construction of this grandiose, but never born, highway. The official press prefers not to mention the hundreds of thousands of innocent people killed at this construction site. Until now, few people know that in the post-war years, the Stalinist regime used mainly pre-war repressive methods to implement the “great construction projects of communism”. The people who won the Great Patriotic War, liberating Europe from the fascist yoke, were again turned into slaves by the Stalinist regime. All major socialist construction projects were carried out by prisoners. The arrests of the post-war years killed millions of Soviet people. Alexander Isaevich Solzhenitsyn was the first to open the world's eyes to the essence of Stalin's bloody terror. From “The Gulag Archipelago” we learned the general picture of the tyrant’s total destruction of his own people. The author told people about hundreds of concentration camps, spread like a spider web throughout our country. This story is about another scary place.

QUESTIONS WITHOUT ANSWERS

Take a look at the map of the Northern Trans-Urals. Along the Arctic Circle beyond the lower reaches of the Ob River lies the West Siberian Lowland. This is an almost impassable, deserted country of swamps, severe cold and mosquitoes. Suffice it to say that the population density here is 1 person per 20 square kilometers. There are no cities here, no mineral resources were discovered in Stalin's times. Winter here lasts eight months a year, the temperature often drops to 50 degrees, and the snow cover reaches two meters.

From time immemorial, the small local population has been nomadic. The Nenets and Selkups subsisted on hunting and fishing, but their main business was driving reindeer along their age-old paths.
And in these wild places, hotheads from Stalin’s entourage decided, soon after the Great Patriotic War, to build a railway.
My diaries, which contain memories of a trip along this road, lay motionless for many years because I could not find a reasonable explanation for this construction. What or who was supposed to be transported along the Arctic Circle between the Ob and Yenisei? “There must be,” I thought, “at least some justification for this great adventure.” Before the war, the White Sea-Baltic Canal was built. This construction ruined hundreds of thousands of people and billions of money, but at least they tried to justify it with national economic needs. And here?
The country had just ended a great war with Germany. Cities and villages were in ruins. Working hands were worth their weight in gold. The soldiers returning from the war and captivity barely began to come to their senses. And after 1946, as in 1937-1938, mass arrests began. But if in the pre-war years they caught mainly “kulaks” and the intelligentsia, now the KGB network has become fine-mesh. Entire families were arrested, sometimes together with teenage children. There were fourteen counts of charges - from the notorious Article 58, under which anyone could be declared an “enemy of the people,” to the absurd article prosecuting a person for the position he held under the tsarist regime.” For the “great construction” of Siberia, they cleaned up residents of areas that had been under occupation, underground fighters and partisans (they were also on enemy territory!), and members of the Polish resistance from the Home Army. Prisoners of war - Germans and Japanese - were also driven to Siberia, as well as white emigrants and their children arrested in European countries. There were widespread arrests in the Baltic republics. The majority of those arrested this time were workers and peasants. On the Siberian highway, workers in intellectual professions were unprofitable - they died too quickly.
This is how slaves were recruited to carry out the next monstrous Stalin-Beria adventure.
Only ten years after our journey along the Stalin Dead Road I was able to find a clear explanation of the reasons for this ridiculous and terrible construction.

WHERE THE DOG IS BURIED

In March 1947, the Council of Ministers of the USSR adopted a resolution to begin construction of a seven-hundred-kilometer highway from Chum station (a continuation of the Kotlas-Vorkuta road) on the coast of the Ob Bay to the area of ​​Cape Kamenny. The railway was supposed to cross the Polar Urals in the Ob River valley. Security officer Colonel Baranov was appointed head of construction. To start the construction, it was decided to use prisoners from the camp in the village of Abez.
Why was this route needed? The head of the Northern Expedition of the railway project, Tatarintsev, vaguely explained its necessity by the economic needs of the region. However, the dog was buried much deeper.
When Stalin heard about the creation of an American atomic bomb of extraordinary power, he, as is known, did not react to it outwardly.
But soon this power was demonstrated in two Japanese cities - Hiroshima and Nagasaki.
Stalin set the task of creating such a weapon to Soviet physicists. Lenin’s idea of ​​​​building a socialist society throughout the world did not abandon him. He understood that it was no longer possible to expect a revolution from below in European countries. Europe after the war was divided by the allies. This means that the victory of socialism can only be achieved through a new military conflict. And for this it was necessary to create modern military bases, preferably away from the western borders.
On February 4, 1947, the Council of Ministers issued resolution No. 228-104ss on the construction of a secret military port with a ship repair plant beyond the Urals. Naturally, a railway was needed to deliver goods to the port. The technical development of the project was entrusted to the management of the Main Northern Sea Route. However, the developers could not keep up with the construction that began in April. At this time, nuclear physicists in the Gulag sharashkas were working on the creation of new super-powerful weapons. The secrecy of the project provided him with unlimited funding. The construction was supervised by the Ministry of Internal Affairs, headed by Lavrentiy Beria. The Ministry had extensive experience in supplying slaves for Stalin’s undertakings. Barges with prisoners and building materials floated along the Ob. The ferry transported old steam locomotives that had served on the country's internal lines.
And suddenly...

At the beginning of 1948, prospectors announced that they had made a mistake in their “great” undertaking. It turned out that the depth of the Ob Bay does not exceed five meters, and at Cape Kamenny it is only one and a half meters. This means that it is impossible to build a port in the chosen location.
The organizers of the construction were racking their brains in horror on how to report to Stalin and Beria about the fatal mistake. They even thought about deepening the bottom of the silting Gulf of Ob up to ten meters, but such an undertaking was beyond the power of even the Stalinist regime. Construction continued for about eight more months.
Only on January 29, 1949, by resolution No. 384-135-ss, the Council of Ministers stopped construction, but the difficult undertaking did not end there. Moreover, it took on even more ambitious proportions.
How was the life of prisoners organized?
The camp itself, production buildings, barracks for guards and houses for management - all this was called a production column. Such columns were placed every 5-7 km, on a site that was supposed to be built within a year.
The route was single-track, so stations with sidings were built every 60 kilometers. Women's and men's columns were built separately, but the work was the same in both. It was necessary to dig trenches, fill in gravel and sand, unload vehicles, carry rails and sleepers. The main tools were shovels, wheelbarrows, picks and crowbars.
The most difficult jobs went to pioneer prisoners. The sludge was thrown forward, to where there were no rails yet. They were transported on barges, tractor drags, or driven into the wilderness and swamps under their own power. There they were thrown to settle in new sections of the planned route. The expedition took place not only in summer, but also in winter. People dug dugouts, insulated them with peat “bricks,” and built flooring from poles. They were not entitled to mattresses or mattresses. Our own padded jackets and cotton pants served as both bedding and blanket. It is not surprising that the mortality rate under such conditions was extremely high.
Construction materials and equipment were transported to the vacated space and the dugouts were replaced with barracks. A new camp or column was formed.
In plan, it was a square plot with sides of 200x200 meters. It was fenced with three rows of barbed wire. Security towers were placed in the corners, with spotlights on them.
There were 5-6 barracks for prisoners on the camp territory. The barracks were divided into 2 halves of 40 people each. The entrances were separate. In the middle of each half, a stove was built from a metal barrel. Two-tier bunks were laid along the walls.
Houses and servants - the same barracks - were placed outside the camp territory. Some inhabited columns had a bathhouse, a library, and a first-aid post. Each camp certainly has its own
internal prison - punishment cell. It was an insulator surrounded by an additional row of thorns. It consisted of two single unheated cells, one cell for 4-6 people and a heated room for security. The doors were lined with iron, leaving a peephole to observe the prisoners. In the punishment cell they were fed cold food at a reduced rate.
The camp day began with an early rise, rations of bread, fish gruel or porridge, inspection and taking the prisoners to work. The work areas were fenced with posts with the inscription: “Forbidden zone.” The shooters, to escape the mosquitoes, sat near the smokers. Rails were also delivered to the construction site by river. Their undertakings were transported on platforms along the already paved section. All work was practically carried out by hand.
Due to the abundance of streams and small rivers in the forest-tundra, builders built many bridges from sleepers, and on large rivers such as Taz, Pur, Nadym, Turukhan, the construction of stationary, steel bridges on concrete supports was planned. Ferry crossings were planned across the Ob and Yenisei. In winter, the rails were transported to the construction site on ice. Simultaneously with the laying of rails, economic and road services were built: locomotive depots, repair shops, woodworking plants, as well as residential buildings for the administration.
The village of Ermakovo on the banks of the Yenisei has turned from a small village into a city with a population of twenty thousand.

HOW MUCH DO CAMP COSTS COST?

Despite the cruelty in treating people, it was impossible to achieve quality work. People were not to blame for this. In the summer, the canvas sank because the sand was heated by the sun and the permafrost layer underneath melted. Therefore, the embankment floated and eroded throughout the entire route.
Already built areas had to be constantly repaired. Wooden bridges swelled in winter and dried out in summer. Streams and rivers under the bridges had to be placed in reinforced concrete pipes, but their beds were constantly shifting.
The tundra lived by its own laws. On the constructed sections, trains moved at a speed of no more than fifteen kilometers per hour and often derailed.
Already in 1950, it was clear to both the prisoners and the authorities that the construction of a high-quality railway was impossible. Here is a conversation between prisoner Selivanov, appointed as a foreman, and engineer Pobozhiy:
- Until 1937, we built much cheaper
- Why? After all, keeping prisoners is cheap.
- It only seems so. After all, prisoners need to be fed, shoed, clothed somehow, they need to be guarded, and guarded well, areas with towers for sentries, condeas (punishment cells) must be built, and maintaining security is expensive. And then operche, kaveche. peteche and other "che", which, except for the camp, are not found anywhere. In general, the staff is large. The prisoners carry firewood and water, wash the floors, and heat the bathhouses. But you never know what else is needed for living people? And there are so many orderlies, cooks, kitchen servants, water carriers, wood splitters, accountants, carpenters, bookkeepers and other “morons,” as they are called in the camp, at the columns and camp posts. So, if we take it on average, there are one and a half servants for every hard worker...

IMPROVED PROJECT

But nevertheless, in May 1952, a new special commission was created at the Ministry of Internal Affairs, which examined the supposedly improved project and proposed to allocate another three billion for further construction in addition to the three billion rubles already spent.
No one dared to report the true state of affairs at the “great construction site” to the “owner.” Only after the death of the “father of nations” did the USSR government stop the ruinous construction.
What has been done in almost four years?
Four hundred kilometers of track were laid from Salekhard to the east. From the village of Ermakovo on the Yenisei, they managed to cover only one hundred and sixty kilometers to the west. Sick or less reliable trains could travel on the Salekhard-Nadym and Ermakovo-Yanov Stan sections. The builders managed to master, and essentially waste, four billion rubles.
The number of highway builders was 70-100 thousand people, there were 400-500 people in the column. 1000-2000 prisoners worked on the construction of bridges over large rivers.
Oddly enough, there was socialist competition among the exhausted, hungry slaves. When completing urgent tasks, prisoners were rewarded with additional rations, shag, and sometimes alcohol.
At that time, the whole country competed “socialistically,” although this was expressed mainly in additions and manipulation. The camp authorities were also obliged to involve prisoners in the competition.
An insidious deception was the introduction of a working day of two or even three, subject to shock work and compliance with all regime rules. In 1947, many Gulag camps announced a voluntary recruitment of prisoners for this northern construction site.
From all over the country, thousands of long-term workers flocked to the Stalinist road. They traveled under the protection of guard dogs through stages and transit prisons. At this time, new convicts were also driven to this construction site, without asking their consent. When the influx of slaves became sufficient, already in 1948 the insidious decree on offsets was canceled. Instead, they ordered the central camps to be cleared of political prisoners.
They were all driven north, and the “volunteers” were deceived.
Civil servants also worked on Stalin's Dead Road. They were attracted by promises of high salaries and ten percent bonuses every six months. Although these people huddled in the same barracks, against the backdrop of general poverty, they considered themselves wealthier. Among the civilians there were many so-called special settlers. They were recruited from class aliens or persons of undesirable origin, such as German, who were exiled to Siberia.
Some prisoners who had served their sentences remained to work in construction, realizing that returning to their homes with their documents could result in a new sentence. But there were few of them.
Oddly enough, some prisoners who ended up on the Dead Road from other places of detention claimed that living conditions in these camps were better than in Central Russia. In Stalin’s camps of the 1940s, as in Hitler’s, people lasted no more than three months in general labor. If a person died, he went to the infirmary. After the “treatment” he was returned to the brigade. The second breakdown usually ended in death. The deceased, having attached a tag with a number to his leg, was thrown into a common pit. Having counted two hundred corpses, the pit was buried.
It is believed that on the Salekhard-Igarka highway the mortality rate was lower than in other Gulag camps. And the dead were buried here differently - more often one by one. On the tag, in addition to the number, the surname, article and term were indicated. A peg with a tablet was placed on the grave, on which a code of letters and numbers was written with a chemical pencil.
On our hike along the Stalin highway we saw many such posts. The pencil marks on them had long since been washed away by rain. Mortality data was encrypted and reported to superiors via intercom. Some desperate prisoners decided to escape. Most often this ended in starvation or return to camp. Where to run in the middle of a huge dead space?

MONEY IN THE PIPE

The Council of Ministers of the USSR and the leadership of the Gulag seriously believed that by using slave labor it was possible to achieve extraordinary production efficiency. But, despite the unlimited influx of workers, insignificant expenses for food for prisoners, and for organizing social competitions between teams, it was not possible to achieve tangible results at the construction site.
The money seized from the miserable budget of the war-ravaged country went down the drain. Calculations showed that the consequences of this “great construction” alone caused irreparable harm to the country’s national economy, which was felt for decades. Other initiatives of communist rulers brought similar results.
These are the reasons why the world's richest country could not cope with hunger and poverty for decades.
___
The Dead Road became one of the symbols of Stalin's unlimited tyranny. In addition to the destruction of villages and cities and millions of human losses during the Great Patriotic War, hundreds of thousands of innocent lives were lost in peacetime.
The victory did not bring our people the expected prosperity, because the country lived for many years under the yoke of communistism, which is unnatural to human nature.
ideology.

Published: International newspaper "X Files X-Files of the 20th Century" No. 20 (196), October 2006. - With. 12-13

ON THE WAY TO A GLOBAL RAILWAY NETWORK

TKM-World Link will connect Eurasia and America into a single transport system (Fig. 1): from London through Moscow to Anchorage and Washington, Tokyo and Beijing and the like.

Transcontinental Highway across the Bering Strait will become the main element of the transport and energy infrastructure of northeast Russia. Length of new railway tracks from Yakutsk to Cape Uelen will be about 4000 km, and about 2000 km more will need to be built in North America. It is proposed to build a tunnel under the Bering Strait or build a bridge across it.

In 1945 I.V. Stalin discussed the idea of ​​uniting the transport systems of the USSR and the USA, but due to rivalry between the countries, the project turned out to be inappropriate. In the post-war years in the USSR, construction of separate sections of the Circumpolar Railway from Vorkuta to Uelen was carried out and construction of a tunnel to Sakhalin Island (10 km under the Tatar Strait) began, but in 1953 the work was stopped.

1. TRANSPOLAR BACKWAY

Section from Salekhard to Igarka

Construction sites No. 501 and No. 503

1949 – 1953

CONSTRUCTION OF THE POLAR ROAD

SALEKHARD - IGARKA

HISTORICAL BACKGROUND OF THE SITE MATERIALS:

Yamalo-Nenets District Museum and Exhibition Complex named after. I.S. Shemanovsky

Sergey MASLAKOV."Beep" (10/22/2005)

TRANSPOLAR HIGHWAY

Was the labor of the forced builders of the Transpolar Railway in vain?

Will the “dead” road come to life?

At the beginning of the 20th century, Academician Mendeleev determined the geographical center of the Russian Empire. It is located on the territory of the Krasnoselkupsky district - on the right bank of the Taz River, one and a half kilometers below the mouth of the Malaya Shirta River. It is the central point between Warsaw and Wellen. And next to the village of Kikke-Akki, the geographical center of the Soviet Union was later determined - the central point between Uellen and Brest. At the end of the 70s, memorial signs were installed in each of these geographical centers by an expedition of the USSR Academy of Sciences. One can imagine the size of this area if the distance between Brest and Warsaw fits within its borders...

In April 1947 year, by resolution of the Council of Ministers of the USSR, a decision was made to begin construction of the railway from Ob to Yenisei length of almost one and a half thousand kilometers with the prospect of its further access to the Bering Strait. It was planned to build a naval submarine base at the mouth of the Ob. Exploratory drilling of oil and gas wells has also begun.

In 1949 in order to increase the pace of construction of the Polar Railway, the 501st Construction Directorate of SULAGZhDS (Northern Directorate of Camp Railway Construction) was divided into two camps - Ob and Yenisei. The work was generously financed. Any equipment was delivered to the construction site, from excavators to bulldozers and Lend-Lease trucks. It was busy here about thirty thousand people, including twenty thousand prisoners.

Already since 1950 trailer cars began to run as part of Vorkuta trains from Moscow to Labytnanga. In August 1952, traffic opened from Salekhard and Moscow to Nadym. For direct communication with Moscow, telephone poles were installed along the highway. These lopsided larch pillars, clinging to the ground, still stand to this day.

By March 1953 The volume of construction and installation work performed amounted to 4.2 billion rubles. At the then salary of 50 rubles, civilian builders here received double salary, every six months a 10% increase in salary plus northern allowances. They did not spare money for the construction, hoping to more than recoup all costs within a few years after the Polyarnaya was put into operation. Academician Gubkin's forecast about the gas and oil riches of Yamal was known even then. We can say that under each sleeper of the Polar Highway there is a golden chervonets buried.

In the spring of 1953 business was open train movement from Salekhard to the Turukhan River. It was planned to put the highway into operation in 1955. However, just a few days after Stalin’s death, a decision was made to stop construction. For some reason, the incredibly promising road was no longer needed.

They only remembered her in the late 1970s, in the midst of the development of gas fields in Yamal. The area was restored from Nadym to Novy Urengoy. In the mid-1980s, a railway from Surgut was brought from the south to Novy Urengoy. So what is next… Further, as in 1953, there is a fork in time...

...Will it be possible to eliminate the “fork in time” and revive the “dead road”? The answer can only be “yes”, because Without the Polar Highway, the development of Yamal is unimaginable even today. But when - it depends on many factors. But the first step has already been taken.

SALEKHARD. At the height of summer, troops landed in the Krasnoselkupsky district in the southeast of the Yamalo-Nenets Autonomous Okrug. It was one of two groups joint expedition of MIIT and JSC Russian Railways to the Salekhard - Igarka railway. The second group, led by MIIT professor Valentina Tarasova, landed on the banks of the Yenisei, in the village of Ermakovo. Our goal was to find out what remains of the “dead” road, which is destined to be reborn.

Despite the humid stuffiness reigning under the trees, the switch, corroded by rust, was as cold as the permafrost itself. It has not been translated, at least since the “cold summer of 1953.” The railway line, one of two leading from the fork, broke off at the edge of the ravine. The surviving rail was visible, turned out like a mammoth tusk and aimed at the clear northern sky . There was no further road, the rails led to nowhere, into emptiness. Mechanically, I grabbed the switch lever with both hands and pulled it towards me. Grinding, he changed the position of the rails. Now, instead of the dead end where the tracks had led for the past fifty years, they were directed east, as planned from the very beginning. Like the lever of a time machine, the old railroad switch took us to the beginning of construction The Great Polar Road, in 1947.

...Leaving us on a completely uninhabited shore, tens of kilometers from the Arctic Circle, the Yamal boat, churning up crystal-white breakers behind the stern, rushed back to Krasnoselkup. The pebble beach of the steep bank of the Taz was strewn with rusty railroad spikes, rails, and overlays. It seemed that half a century ago a disaster similar to Chernobyl had occurred in the vicinity: remnants of civilization and not a single living soul around.

At first the silence was deafening, but the silence was soon broken by midges, attacking us with frenzy, as if they had been waiting for us for the last fifty years. We walked through places where no human had set foot for several decades. And they puzzled over riddles. For what purpose was the rail and sleeper grid dismantled here? Why did bulldozers level about fifty meters of the embankment from the locomotive depot to the Taz station? Did someone try to prevent the removal of equipment? Or make it difficult to access? Instead of answers, there are local legends about how hunters saw railway platforms with Studebakers and ZISes in the remote taiga, and stories about mysterious reinforced concrete bunkers with blown-up entrances. The rails are neatly stacked along the overgrown road. Looking at them, we can safely say that all of humanity participated in the construction of the Polar Highway. At least, there were rails made in Austria-Hungary and Tsarist Russia, in the British Empire and Kaiser Germany. Nearby lay the rails of the Nazi Reich and the North American States. Having passed Sedelnikovo, from which two dilapidated houses and the “skeletons” of communication switchboards remained, the expedition came to a well-preserved section of the road with a double-track siding. Here the Miitovites carried out a geodetic survey. The last time the route was picketed was in the late 40s.

... The most amazing feeling is the effect of the presence of living people. It seems as if any moment from behind the nearest platform a guard, forgotten here half a century ago, will come out and bark: “Stop, whoever is coming!” No, the Polar Road is not dead; such a feeling does not arise on dead objects. Here everything is frozen, waiting in the wings.

Having made our way through the bushes with which the embankment is densely overgrown, we come out onto a canvas covered with a carpet of white polar moss. The roadbed leads upward, in one of the sections its height reaches 12 - 15 meters. It seems that the Polar Road goes into the sky. We pass by a huge quarry - soil was mined there for backfilling. Then the road ends abruptly, followed by bushes and clearings strewn with metal debris - all that remains of the repair shop equipment and two tractors. And finally, the outlines of steam locomotives appear through the foliage ahead. Seeing them here is the same as meeting live elephants, they look so strange surrounded by birch and larches.

Yamalo-Nenets District (Yamalo-Nenets Autonomous Okrug). 501 construction

Was there a 501 construction project that, unfortunately, despite all its costs, was never completed? only by Stalin's extravagant project or there were similar projects before it and what is happening with the Transpolar Railway these days.

The impact made on the development of the capital of the Yamal-Nenets Autonomous Okrug by construction No. 501, better known to the general public as "Stalin's" or “Dead Road” is difficult to overestimate even today. Many Salekhard residents still live in houses built during the railway epic of the mid-twentieth century.

The term “dead road”, which appeared in 1964 thanks to the light hand of journalists, made it possible to present it to the public for a long time construction No. 501-503 solely as a monument to the Soviet totalitarian regime. At the same time, the attitude of many people towards railway construction itself has never been unambiguous, especially after the country’s triumphant discovery of countless reserves of oil and gas in Western Siberia (including the Yamal-Nenets Autonomous Okrug). The exhibition features exhibits delivered by expeditions to construction sites 501, photographs, maps and documents from the MVK funds, samples of minerals and stories about companies that build railways in the Arctic today.

2. TUNNEL and FERRY on the island. Sakhalin

Construction sites No. 506 and No. 507

1950-1953

Immediately after Stalin's death, the construction of the tunnel on the island was also stopped. Sakhalin along the bottom of the Tatar Strait. My grandfather, Yu.A. Korobin, at that time worked in Komsomolsk-on-Amur and was building a railway to Sovgavan. It was built by captured Japanese and managed to finish it. In 1965 I had the opportunity to drive along this road. The writer V. Azhaev (1915-1968), a former prisoner, wrote a book “Far from Moscow” about the construction of the tunnel, for which he received the Stalin Prize.

Both roads are marked on the map - both to Sovgavan and to the tunnel site, and from there to the south to Korsakov. Instead of a tunnel, a ferry crossing across the strait was later installed. It still works today.

SAKHALINSK TUNNEL- unfinished construction of a tunnel crossing through the Tatar Strait, one of the construction projects of the Gulag of the USSR Ministry of Internal Affairs and the USSR Ministry of Railways.

The idea of ​​building a tunnel to Sakhalin was put forward at the end of the 19th century, but was never realized. Research was carried out already in 1929-1930.

In 1950, I.V. came up with the idea of ​​connecting Sakhalin with the mainland by rail. Stalin. Options were considered ferry crossing, bridge and tunnel. Soon, at the official level (secret resolution of the Council of Ministers of the USSR dated May 5, 1950), a decision was made to build tunnel and reserve sea ferry.

The length of the tunnel itself from Cape Pogibi on Sakhalin to Cape Lazarev on the mainland should have been about 10 km (the narrowest section of the strait was chosen), its route ran north of the ferry crossing. It was planned to build a branch on the mainland from Cape Lazarev to Selikhin station on the Komsomolsk-on-Amur - Sovetskaya Gavan section with a branch to a temporary ferry crossing. It was planned to build a traction power station near Lake Kizi. The completion of construction with the organization of a temporary ferry crossing was scheduled for the end of 1953, and the commissioning of the tunnel is planned at the end of 1955. The total cargo turnover of the designed line in the first years of its operation was envisaged at 4 million tons per year.

Construction of railway lines to the tunnel conducted mainly by freed Gulag prisoners. In agreement with the USSR Prosecutor's Office, with the permission of the Council of Ministers, the Ministry of Internal Affairs released from forced labor camps and colonies up to 8 thousand people, by sending them to the Ministry of Railways before the end of their prison term. The exceptions were persons convicted of banditry, robbery, premeditated murder, repeat thieves sentenced to hard labor, prisoners in special camps of the Ministry of Internal Affairs, to whom permission from the Ministry of Internal Affairs did not apply.

It was on Sakhalin Construction 506(Tymovskoye village), on the mainland - Construction 507(village of De-Kastri). By the beginning of 1953, the total number of railway builders on both sides of the strait was more than 27,000 people.

Preparations for the construction of a tunnel on the mainland were carried out by parolees, civilian specialists and military personnel(Construction of 6 MPS). The number of builders by the spring of 1953 was 3,700 people.

After Stalin's death, work on the entire project was curtailed.

Quote from the memoirs of engineer Yu.A. Kosheleva, who supervised the construction of the first shaft to the tunnel axis:

“In December 1951, I graduated from MIIT. I was sent to work at Construction No. 6 of the Ministry of Railways on Sakhalin Island... The contingent of builders was difficult. The bulk were those released early. The only way they differed from those who came here from the outside was that they were given a written undertaking not to leave.

In the spring of 1953, Stalin died. And after some time the construction site was closed. They didn’t fold it, they didn’t mothball it, but they closed it. Yesterday they were still working, but today they said: “That’s it, no more.” We never started digging the tunnel. Although everything was available for this work: materials, equipment, machinery and good qualified specialists and workers. Many argue that the amnesty that followed Stalin’s funeral put an end to the tunnel - there was practically no one to continue construction.

It is not true. Of our eight thousand early released, no more than two hundred left. And the remaining eight months waited for the order to resume construction. We wrote to Moscow about this, asked and begged. I consider stopping the construction of the tunnel to be some kind of wild, ridiculous mistake. After all, billions of rubles of people’s money and years of desperate labor were invested in the tunnel. And most importantly, the country really needs the tunnel...”

3. KOLA RAILWAY

in the Murmansk region. from Apatity to Ponoy on the White Sea

Construction No. 509

1951 — 1953

KOLA RAILWAY- modern unofficial name construction No. 509. This is an unfinished railway in the Murmansk region, one of the construction projects of the Ministry of Internal Affairs.

The route of the Kola Road is shown in green.

Murmansk railway is shown in black

D. Shkapov . From the reference book: “The system of forced labor camps in the USSR”

The construction of a broad-range railway across the Kola Peninsula was prompted by plans to create two naval bases on its eastern coast. Additional naval bases were needed due to the experience of the Great Patriotic War. The Northern Fleet base, Rybachy Peninsula, was cut off from the country during the war and found itself in a state of blockade, and the Murmansk base was subjected to air bombardment.

A road was laid for the construction of bases and their future supplies Apatity - Keivy - Ponoy length about 300 km with branch to Yokanga Bay. The Apatity-Iokanga railway route crosses aluminum ore deposit areas.

In 1951, an aluminum plant was launched in Kandalaksha. Due to the fact that the construction of the Kola Road was not completed, the Kandalaksha plant operates on raw materials from the city of Pikalevo, instead of using the raw material base of the Kola Peninsula.

At the same time it was being built Umbozero-Lesnoy road(using the labor of soldiers). For road construction at the end of 1951 near the Titan station, an ITL was created, which contained up to 4900 prisoners, in further distributed at seven camps along the route(45, 59, 72, 82, 102, 119 and 137 km).

According to some sources, in just over a year 110 km of rails were laid, for another 10 km - the track has been prepared. According to others, by 1952, 60 km of road had been built, an embankment had been laid for another 150 km, and a temporary road and communication line had been laid to Iokanga.

IMMEDIATELY AFTER STALIN'S DEATH IN MARCH 1953, CONSTRUCTION WAS STOPPED, mothballed and abandoned for several months, like all other railways that were mothballed after Stalin's death.

The section of road from Titan station to point 45 km is still in use (in particular, a branch line to Revda departs from it). In 2007, the railway was destroyed. The remaining laid rails were removed, probably shortly after construction ceased. The railway embankment and dirt road were partially preserved until at least 1963.

Construction site No. 509 Ministry of Internal Affairs

Iron road to the very ends of the Earth
Was mercilessly laid down by the fate of people...
Inscription on the monument in Salekhard.

After another two hours of travel, Alexey reported that we were about to cross “three tundras” and the tent would be visible. He called “tundra” a treeless area, which is indeed “an elastic concept” - it could be three or twelve kilometers wide.
And then it seemed to me that I was going crazy. A locomotive with a tall chimney emerged from behind a hillock, followed by another, a third, a fourth...
- What is this? - I burst out.
“A long time,” answered Alexey.
- What kind of Long?
- City.
- They didn’t tell us about this.
- A dead city, actually. There's a railroad there. We don’t go there – we’re afraid.
- What are you afraid of?
Alexey did not answer this question.
From the notes of an ethnographic expedition to the Taz River in the spring of 1976.

Dead road... This eerie epithet appeared in everyday life relatively recently, when articles, books, and stories began to be written about this story. It just so happened that, unlike the Trans-Siberian Railway, BAM and even the Pechora Railway, the construction of the Salekhard-Igarka highway did not have its own established name. Polar, polar, transpolar road - as they called it. It went down in history by the numbers of construction departments - No. 501 and 503 GULZhDS NKVD of the USSR, and most often they remember the “five hundred and first”, spreading this number throughout its entire length. But what suits it best is the name “Dead Road,” which reflects the fate of both the highway itself and many of its builders.

After the Great Patriotic War, the country's leadership and I.V. Stalin clearly realized the vulnerability of the strategic route - the Northern Sea Route. Its main ports, Murmansk and Arkhangelsk, were located too close to the western borders of the USSR, and in the event of a new war, communication along the NSR could easily be paralyzed by the enemy. It was decided to create a new port in the Gulf of Ob, in the area of ​​Cape Kamenny, and connect it by a 700-kilometer railway with the already existing Kotlas-Vorkuta line. The main provisions for future construction were determined by Resolution of the Council of Ministers of the USSR No. 298-104ss of 02/04/1947, and by Resolution No. 1255-331ss of 04/22/1947 construction was entrusted to the GULZhDS (main department of camp railway construction) of the NKVD-MVD of the USSR.
Construction of the line began simultaneously with the search for a site for the future port. After some time, it became clear that the Gulf of Ob is completely unsuitable for such construction - very shallow depths, large wind surges and water surges do not allow the construction of any large port on its shores. Already in January 1949, a fateful meeting between I.V. Stalin, L.P. Beria and N.A. Frenkel, the head of the GULZhDS, took place. It was decided to curtail work on the Yamal Peninsula, stop construction of the line to Cape Kamenny, and begin laying a 1,290 km long railway. to the lower reaches of the Yenisei, along the highway Chum - Labytnangi - Salekhard - Nadym - Yagelnaya - Pur - Taz - Yanov Stan - Ermakovo - Igarka, with the construction of a port in Igarka. This was enshrined in decree No. 384-135ss of January 29, 1949. In the future, it was planned to extend the line from Dudinka to Norilsk.
Construction Department No. 502, which was involved in laying a line from Chum station of the Pechora railway to Cape Kamenny with a branch to Labytnangi, was abolished, and two new departments were created - western No. 501 with a base in Salekhard, which was in charge of the section from Labytnangi to the river. Pur, and eastern department No. 503 with a base in Igarka (later moved to Ermakovo), which built the road from Pur to Igarka. The concentration of manpower and materials between these constructions was distributed approximately 2:1.
The technical conditions for laying the line were extremely easy; bridges across the Ob, Pur, Taz and Yenisei were not planned at the first stage - their function was to be performed by ferries in the summer, and ice crossings in the winter. Excavation work was carried out mainly by hand, long-distance transportation of soil was carried out using a few vehicles, and filling of the embankment was carried out using hand wheelbarrows. 100-140 km of the route were completed per year on the western section, much less on the eastern section: due to the lack of people and the difficulty of transporting materials.

At this construction site, the terrible phrase that was born during the construction of the Pechora Railway - about “a man under every sleeper” - acquired its literal meaning. Thus, I. Simonova from Tashkent, who worked as an engineer in the 1970s on the survey and completion of the Nadym-Urengoy section, personally saw piles of skeletons after the banks of the Hetta River were washed away, and corpses in the embankment 616-620 kilometers of the line.
In October 1949, ice bound the Ob, and in early November sleepers and rails were already laid on it. A daredevil was needed who would be the first to experience the “ice”. This was not the case among civilian drivers. “Whoever overtakes the locomotive is free,” ordered the construction manager. A volunteer prisoner was found who took it upon himself to drive the locomotive. At first everything went well, but towards the middle of the river the ice began to crack and break. The driver looked out of the booth and was stunned - the Ob abyss, swallowing sleepers and rails, was menacingly approaching the locomotive. But the ice and rail lashes survived. The driver reached the shore and received the longed-for freedom. On the eve of November 7, the authorities reported to Stalin about a new labor victory in the 501st.

Traffic from Salekhard to Nadym was opened in August 1952, and a work-passenger train began running. By 1953, the embankment had been filled almost to Pura, and part of the rails had been laid. In the eastern sector, things were not going so well. A 65-kilometer section from Igarka to Ermakov, as well as about 100 km, was filled and laid. In a westerly direction to Janow Stan and beyond. Materials were brought to the Taz River area, and about 20 km were built here. main passage and depot with repair shops. The least developed was the 150-kilometer section between the Pur and Taz rivers, which was planned to be built by 1954.
A telegraph and telephone line was built along the entire route, which until the 70s connected Taimyr with the outside world. The operation of its section from Yagelnaya to Salekhard was stopped only in 1992.

After the death of I.V. Stalin, when more than 700 of the 1290 km had already been laid. roads, almost 1,100 were filled, about a year remained before commissioning, construction was stopped. Already on March 25, 1953, Decree No. 395-383ss was issued on the complete cessation of all work. Soon, 293 camps and construction departments were disbanded. An amnesty was declared for hundreds of thousands of prisoners, but they were able to go south only with the beginning of navigation - there were no other routes yet. According to some estimates, about 50 thousand prisoners were taken from construction sites 501 and 503, and about the same number of civilian personnel and members of their families. They took everything they could to the “Mainland,” but most of what was built was simply abandoned in the taiga and tundra.

Economists subsequently calculated that the decision to abandon construction at such a stage of readiness led to losses for the country’s budget much greater than if the road had been completed, not to mention its promising continuation to the Norilsk industrial region, where the richest deposits of iron and copper were already being developed , nickel, coal. The giant gas fields of Western Siberia have not yet been discovered - who knows, maybe then the fate of the road would have been completely different.
The fate of individual sections of the road varies greatly. The head section of Chum-Labytnangi was accepted into permanent operation by the Ministry of Railways in 1955. The fully completed Salekhard-Nadym line was abandoned and was not restored. Until the early 90s, signalmen servicing that same telegraph and telephone line rode along it on a semi-homemade handcar. The section from Pura (now Korotchaevo station) to Nadym was restored by the Ministry of Oil and Gas Industry in the 70s, and in the early 80s a new highway came to Korotchaevo from the south - from Tyumen. The condition of the route from Korotchaevo to Nadym was unimportant; in the mid-90s, passenger trains from the south were shortened to Korotchaevo station, and only in 2003 the Korotchaevo-Novy Urengoy (formerly Yagelnaya) section was put into permanent operation. The rails were removed from the eastern section of the road in 1964 for the needs of the Norilsk plant.

Only the “island” section in the area of ​​the Taz River remained practically untouched - about 20 km from the Sedelnikovo pier on the right bank. towards Ermakovo, with a branch to the Dolgoe depot and the ballast quarry. It was on this site, the most inaccessible of all the others, that the track, buildings, depot and four Ov steam locomotives - the famous “sheep” of pre-revolutionary construction - remained almost untouched. On the tracks near the depot there are several dozen cars - mostly flat cars, but there are also a few covered ones. One of the cars came here from post-war Germany, after being converted to the domestic 1520 mm gauge. 15 km. from Dolgoye, the remains of a camp have been preserved, and not far from the depot, on the other bank of the stream, there are the remains of a settlement of civilian workers and the construction administration, consisting of almost two dozen buildings, as well as a wooden ferry lying on the shore. We visited this area.

The future fate of the Dead Road no longer looks so bleak. The continued development of hydrocarbon reserves in adjacent areas forces Gazprom and the administration of the Yamal-Nenets Autonomous Okrug to look for new ways to supply and transport materials. The issue of restoring the Nadym-Salekhard section and building a line from Korotchaevo to the Yuzhno-Russkoye field, passing also along the 503rd construction route, are already being considered. Only Norilsk, with the current volumes of ore production, looks at all this calmly, content with year-round icebreaker navigation along the NSR. But the reserves of its deposits are very large, and the world needs nickel and base metals. Who knows…

Steam locomotive Ov-3821 near the ruins of the Dolgoe depot.

Platforms on a dead-end track near the depot.

The path towards Igarka.


Rails and rolling stock were brought from different places for construction. There are also Demidov rails from the 19th century.

Steam locomotive Ov-6154.

Loneliness.

These locomotives will never stop at any depot again...

Steam locomotive Ov-6698.

Arrow in the depot.

Wheelset with spokes. Now there are almost no such people.

There was no war here. The government just lost interest...

This platform was apparently used by railway workers.

The remains of freight cars are densely overgrown with young forest. Another 50-70 years will pass, and the taiga will absorb everything else.

Platform in the swamp.

A two-kilometer dead-end line to the north along the bank of the Taz River. Why it was built is unclear, there are no quarries there, the line simply ends in the open forest.

Such overlays were also on the main course. On the other side of them were attached wooden plates, now almost rotten.

Again a pre-revolutionary rail. Demidov plant, Nizhny Tagil.

The line is overgrown.

Diesel on the bank of the Taz River. Possibly from more recent times. Not a single flood can move him from his place...

View from the driver's booth.

Depot Long. A few more years and he too will be gone.

Rust and cobwebs.

Despite the beginning of the introduction of automatic coupling, the rolling stock of GULZhDS still had a screw harness.

There were workshops here.

Radiator from the Stalinets tractor.

Near the depot, the rails were removed from the branch leading to the main passage. Apparently they were taken out along the river.

Turnout details.

Arrow details again.

Trees grow along the rails - there is a different local microclimate there. A similar picture can be observed in old mountain trails.

The 1879 rail is the oldest found. Where did it lie before?...

Strange vandalism.

Contrary to some opinions, metal ties were also used on the Polar Highway. They helped maintain the gauge when the sleepers and fastenings were weak.

Young boletus.

Exit to the embankment.

Gulch.

Trains haven't run here for a long time.

Many small bridges and pipes ceased to exist. You have to cross such gullies. The boards below are not only sleepers - the embankment was poured on a wooden base, in the image of medieval ramparts.

All-terrain vehicles of gas workers do not spare the Dead Road. She is nothing to them, a hindrance.

Another confirmation of the presence of wooden cages at the base of the embankment.

And this is the youngest rail found - 1937. For some reason we expected to see only these there.

There are also normal fastenings. But there were still not enough materials for the upper structure of the track.

The subsidence of depot tracks gives such misalignment.

Boxcar. The quality of the boards is enviable.

And here is the solution - the carriage is German. Apparently the trophy was converted to our track and transferred to GULZDS.

Barbed wire. We didn’t reach the camp, but there was plenty of it in the vicinity of the depot.

Steam locomotive Ov-4171 and expedition members. In the middle is yours truly)

A number of factual materials from V. Glushko’s essay in the book “Polar Highway” were used.

A. A. Menyailov reveals a never-before-discussed facet of J. V. Stalin’s life concerning his Volkhov abilities. How true this is - let each reader answer for himself after reading the books.

Stalin did not turn to shamans for predictions. The shamans came to him themselves, sometimes coming from afar. Moreover, the great shamans, being able to see the future, treated Stalin as an initiate of a higher level. All this happened before the 1917 revolution.

When Stalin was serving his exile in the village of Kostino (Yenisei River, 150 kilometers from the Arctic Circle, now eight houses), Evenki shamans came to him, the same ones who predicted the Tunguska “meteorite”. They predicted it and brought people out from under the outbreak. In the museum of Turukhansk to this day this visit of the Evenki shamans remains under the description: “the shamans came to ask Stalin for advice on how to set up a trading cooperative.” Otherwise, shamans have nothing to do but travel a thousand kilometers for unnecessary advice.

Those who are able to predict such an event as the Tunguska “meteorite”, especially are able to understand its meaning. Throughout his life following the Kostinsky meeting, Stalin performed strange actions in relation to the Tunguska “meteorite”, which indicate Stalin’s shamanic initiation. And this dedication is the source of Stalin’s constant victoriousness.

Even if Stalin had not undergone initiation, still four years of life among the shamans, who considered him not even their equal, but higher, could not help but change Stalin. But - oh, miracle! — in not a single work of a “serious historian” is there even a mention of all this. It’s in the museum of Turukhansk, it’s in the memories of the residents, but not a word in the press.

Primordial faith - Stalin's real views? If so, then it certainly had to manifest itself, and in a variety of ways. Stalin, who in his youth worked under conditions of secrecy for two decades, was a very secretive man all his life. And like any successful politician, he could not afford to “confess” from the rostrum. What a politician says from the podium says nothing about his beliefs. Yeltsin spoke about selfless service to the Russian people - but the history of the 90s, fabricated on the basis of Yeltsin’s statements for the people, is ridiculous. “By their deeds you will know them.” Likewise, Stalin's history can be written based on his deeds, not his words.

So, Evenki shamans came “to ask for advice on how to organize a cooperative” in 1914. And in 1916, when the gendarmes transferred Stalin to sit even further north, in the Kureyka camp, already several kilometers north of the Arctic Circle (no one sat further north under tsarism), an even more amazing event occurred. White shamans from dozens of nations gathered to Stalin, having overcome a thousand or more kilometers of off-road terrain: in the Turukhansk Museum there are direct indications that some traveled all the way from the coast of the Arctic Ocean. In a place called “Half” these shamans, and there were about 300 of them, performed the ceremony of the Second Toya (Wedding). After the ritual, not a single shaman was born again in the clans from which they came. Now in those places there are only Russian shamans. Ethnic Russians. This cessation of the relay race of the shamanic spirit alone suggests that those three hundred shamans gave Stalin gifts that are usually passed down by clan - the most worthy of the descendants.

But even before the Turukhansk exile, when Stalin was sitting in the Arkhangelsk region in the town of Solvychegodsk, he regularly traveled 20 kilometers to the village of Pozharishcha, where councils of wise men from different nations took place. At these councils, Stalin was called Rubka (“great initiate”, “victim”). This is 1909 or 1910.

But even earlier, in 1903-1904 (when Stalin was only 24 years old), while in exile in Novaya Uda (200 km from Lake Baikal), every day he climbed up to the great shaman Kit-Kai as if he were going to work. And it was not just anyone who helped him escape from exile, but the Varangians (that’s what they called those who drove carts with salt).

Stalin's stunning successes in politics, economic activity, construction, war, spiritual education of Stakhanovites, and selfless people in general, are not accidental. These incomparable successes have a basis. Better to say, roots.

Stalin, being a sorcerer (white shaman), performed some simple actions for “culture” that seem empty and unnecessary to the ignorant. But it was precisely these simple actions that were the foundation of Russia’s successes in all areas. But what these simple (and unexpected!) actions were requires a separate discussion.

Descent of Agde

Let’s begin our acquaintance with the white shamanic culture (the leadership of the Magi) with the mystery of the Tunguska “meteor” predicted by the shamans - and Stalin’s strange actions around it.

There was no meteorite and I know this first hand. My father and mother worked at IGEM, the Moscow Geological Institute. My father worked on traps in the Yenisei basin and visited Vyval in passing. But Vyval’s mother was much more involved. Mom said that in 1952-53 she crawled almost the entire Vyval on her knees. And her story about how she selected students for the expedition is a treasure for understanding the hidden goals of Stalin as the Great Magus. This is what V. A. Chernobrov’s Encyclopedia of Anomalous Phenomena in Nature reports about the Tunguska Falls.

“...The Tunguska fallout is a large anomalous place, the area of ​​a mysterious explosion that occurred on the morning of June 30 (17), 1908 in the Podkamennaya Tunguska River basin in the Vanavara area. At dawn at 7.17 local time, an explosion (according to some sources - a series of explosions) at an altitude of about 6 km with a capacity of 12.5 megatons (2,000 Hiroshima) shook the taiga, knocking down trees over an area of ​​1,885 square meters. km. The blast wave was felt by people at a distance of thousands of kilometers from the epicenter, and instruments recorded that the waves circled the entire globe twice. If it had happened two hours later, St. Petersburg would have come under attack. In the taiga, everything “cost” the death of thousands of deer, one fatal heart attack and several injuries to local residents...

...For a long time it was believed that such a low fee was due to the low population density. However, reindeer caravans passed along the path stretching through the epicenter all the way to the Arctic Ocean, but not a single caravan driver is known to have been injured. Why?..

It is known from the Evenks themselves, as well as from Yuri Sbitnev, that before that terrible day local elders warned local residents about the need to avoid visiting “the area where the god of Agda must descend.” Specially delegated shamans went to the Evenks and persuaded them to leave their homes..."

A hundred years have passed since the “fall” of the “meteorite,” and so-called “science” has been unable to show the world anything other than hundreds of explanations for the causes of the Flash. There are explosions of interplanetary ships, and the annihilation of antimatter, and the explosion of a giant mosquito cloud, and even the flyby of the Serpent Gorynych. The disadvantage of these versions is that each one separately is not able to explain all the observed consequences. The fallout is concentric, but uneven. In the middle of Vyval, all that was left of the trees were trunks without branches, but among the bare trunks there are trees that are completely intact. In the area where trees broke like matchsticks, people standing nearby were not injured. The outbreak occurred exactly above the paleovolcano stock. Moreover, for some reason this place has a pole of cold, which, as I have shown in other books, is a sure sign of a holy place. So it’s not surprising that shamans performed suglan there and so on... (All this can be found on the Internet). No scientific theory can explain all the consequences of the outbreak. This illustrates the dominance of pseudoscience. Let me remind you that in our country pseudoscience flourished in full bloom after the death of Stalin, before that they were given short shrift.

Stalin, unlike the intelligentsia, who was susceptible to all lies, perceived the Tunguska phenomenon from the lips of those who were able to predict this phenomenon. Agree, it is logical: those who were able to predict this event could not help but understand its nature.

For the sake of completeness, it should be said that there is a version that the shamans themselves caused these 2,000 Hiroshimas. So this was not a prediction in the conventional sense of the word. Indirect confirmation: the outbreak did not occur over the remote taiga, surrounded by the sea, but over the place where shamans gathered to perform mysterious rituals before the Outbreak. Mysterious, naturally, for city dwellers, cut off from natural nature and depriving themselves of non-textual ways of knowing the Truth. If we clear the mystery of the Tunguska Diva from the chatter of corrupt journalists and the empty speculations of pseudo-scientists with scientific degrees, then our population knows little, but quite enough: the Tunguska Flash is above-ground, the explosion did not leave any fragments of matter and the release of energy was gigantic. Then everything is strictly logical. Energy processes of this scale cannot but have consequences. The Tunguska Outbreak not only led to the formation of the famous almost concentric Fall of fallen tree trunks. The main thing is that the Tunguska Outbreak could not but lead to the fact that Vyval territory has undergone changes, if you will, “charged”, turned into mutagenic zone, which can cause mutations in those who enter this Zone.

Biologists have already recorded a number of manifestations of mutations in living organisms at Vyval. Crustaceans with extra legs, something else with something extra. And also the abnormally rapid growth of trees in the Zone. Human mutations can occur both at levels already known to science and at unknown levels. These “mutations” will most likely appear not in the participants of the expeditions to Vyval themselves, but in their children, grandchildren, and so on. And this is for sure. And the “mutants” with activated ancient abilities are the people of Agda - as was said by the Evenki shamans with seven notches on their rods: the descent of Agda.

The Tunguska miracle and Stalin

The “material” for mutations was “supplied” to Vyval by Stalin. Consciously. And this is easy to prove.

Once upon a time there lived a mineralogist, Professor Kulik. He distinguished himself by the fact that in Stalin's time, without discovering anything at Vyval, he managed for 20 years to receive funding for expeditionary work in the Vanavara area on Podkamennaya Tunguska. Under the Romanovs, there was no funding, but under Stalin, at a difficult time for the country, it suddenly seemed to fall from the sky. Why and who supported him, a supposedly useless professor? Did you pay for the construction of huts and the hiring of workers? And this - the first oddity.

What was the benefit of the funding? Kulik has been walking, walking in the fresh air almost since 1921. And in 1928, someone told him not to leave the taiga. In 1928, he did not return from Vyval on time. And then it happens another oddity: central Soviet publications raise a heart-rending cry about the need to save the researcher. Well, naturally they talk about Vyval, about Flash, about shamans. They talk about Agdy, of course, as a curiosity. So, hysteria supposedly arises all of a sudden.

The newspapers of the Krasnoyarsk Territory were poisonous regarding the hysteria of the central publications. From the point of view of a taiga resident, why talk about saving the professor, who is only three days away from Vanavara, Kulik has a supply of food. Why look for him if every dog ​​in Vanavara knows where Kulik’s huts are located. “It seems that Kulik is being saved so that he does not drown in a dry place” (“Achinsky Peasant”, 10/28/1928).

Under any form of government in Russia, tens of thousands disappear. But why, out of tens of thousands, did they choose a person who was clearly not missing? He clearly has nothing to do with the World Revolution... Achinsk is a town west of Krasnoyarsk. Stalin sat there for twenty days. And if the residents of Achinsk sensed a discrepancy in the campaign of the central publications that was worthy of ridicule, then Stalin must also have sensed this discrepancy. And I felt it. Stalin perhaps felt this discrepancy much more acutely than the Achinese felt - Stalin lived for four years not only at the latitude of Vyval, but even further north, in the same sparsely populated area, with the same travel conditions. Achinsk residents might have guessed that Stalin is behind this sudden hysteria in the media. And he suffers inconsistencies because he chose the lesser of two evils.

The sudden activity of all central publications could not but be under the control of Stalin - do not forget that he was at the origins of the newspaper Pravda, and then for some time its editor-in-chief. Let me also remind you that two years earlier, in 1926, Stalin “promoted” Bulgakov in a few days, an author hitherto unknown and classified by theater experts as “gray”. He “promoted” it so successfully that the previously unnoticed author managed to get to the “Days of the Turbins” only by enriching the theater dealers, who immediately surrounded the theater in three rows.

Stalin knew about the conditions of movement along the Yenisei and its tributaries and understood very well that Professor Kulik did not need any help. (Kulik died at the front in 1942). Then why did he organize this hysteria?

The only “dry residue” of that hysteria: the people said "Go!" Moreover, the most romantic layer of the Russian and not only Russian people said this. Based on those articles, the romantics came to the conclusion about the importance of the Flash itself, the importance of the place of the Flash, the importance of being at the place of the Flash. To visit Vyval meant to be knighted, valued in the world of romantics. The masses certainly didn’t care about Kulik himself. But, of course, only romantics were able to move.

Anyone who is even more or less familiar with PR technologies, familiar with the results information interventions, understands perfectly well that the people themselves are capable of being interested in only a small range of everyday issues. The collapse of the people's independent interests is not included in this limited circle. It is not surprising that under dominant Christianity (tsarism) there was no interest at all in Vyval.

But, starting from the time of Stalin, especially after the “rescue of Kulik” so that “he would not drown on dry ground,” interest arose, grew and did not fade away even after Stalin’s death. Until the time of re-introduction of Christianity to us, of course. Now “meteorite” is remembered less and less. Moreover, the Tunguska “meteorite” is known only to the population of Russia. In the same new Uzbekistan, students had never heard of him. And in other countries there is complete silence - dead silence. Like under tsarism. So our knowledge about the Tunguska phenomenon is entirely due to Stalin.

The consequence of the campaign was the emergence of those who wanted to be at the epicenter of the Outbreak—of course, young romantics. My mother took advantage of this desire, selecting young people for the expedition “in batches.” My mother said that among romantics she preferred to take those who already had experience in extreme tourism, or those who had hunting skills. Let me remind you that my mother’s expeditions to Vyval began during Stalin’s lifetime—1952 and 1953. The interest in the Flash (“the descent of Agda”) instilled in Stalin’s romantics was not due to considerations of economic interest and could not have been - Evenkia has not been touched by mineral development to this day. Moreover, development is not planned even today - due to unimaginable transport difficulties. Stalin could be interested in Vyval not as a production worker, but only as a sorcerer.

Conclusion: Stalin, as well as the Evenki shamans, considered the energy of the Explosion, which “charged” the territory (alas, temporarily, of course), as a factor contributing to the rescue of the Great Ancestor, GD (Agda), revival of the original faith. Possible “mutations” in children of “extreme athletes” who visited Vyval are a serious matter.

Let’s “read” the phrase “descent of Agda” using the head. "The Descent of Agde" can be understood as “releasing the potential of ancestral memory”. This is what the Magi understand. White shamans are able to see the future and communicate significant things from it to those interested. A more common word: predict. They are also able to see thousands of kilometers away. They saw Stalin - and came to him in Kostino, making a long and difficult journey of more than a thousand kilometers. For the Magi, Agdy is the Ancestor. There is nothing to prove here. It’s like with different people’s perceptions of Stalin: for dislikes who know how to draw knowledge from the subtle world, he is everything. And for cattle susceptible to suggestion, it is a source of horror. The perception of the wolf is a manifestation of the same pattern: the electorate sees a stomach on four legs and dreams of shooting at the wolf, but the sorcerer sees something completely different - and will never shoot.

Who and when connected Stalin with the Tunguska “meteorite”?! If you don’t see the Great Magus in Stalin, then it won’t even occur to you. And if you see, the question arises: how did Stalin prepare his students? I was not satisfied with schools and courses. Then what did you do?

You constantly hear: well, how could it be, why didn’t you leave your students? At the same time, the student who asks such a question associates the technology of teaching with a student audience, in front of which a professor turns inside out at the blackboard with chalk in his hands.

Stalin acted differently, like Volkhov. According to a rough estimate, Stalin “guided” between twenty-five and thirty thousand selected romantic “practitioners” through Vyval in the 20th century. The Tunguska “meteorite” has tens of thousands of “children” and “grandchildren”. Most of them only had one parent who passed through the mutagenic Zone. And the author of this book belongs to a smaller group in which both parents went through the Zone. Naturally, it was from this group of those who understood that the author came who undertook to talk about the great deeds of Stalin, the Great Magus, the White Wolf, Rubka, and the Teacher. But the rest of the “children” and “grandchildren,” it seems, will still have their say, accomplish deeds, perhaps even greater ones, and complete the work of the Circle of Heroes, as predicted.

Stalin identified, organized, and used several such Zones. And they still “work” to this day. "Dead Road", for example. The Stalingrad “battle” too. But the Stalingrad Zone is more complicated than the Tunguska Falls, so the story about it is in the next volume.

Stalin's top-secret facility - "Dead Road"

Almost no one has heard of the “Dead Road”, except the population of the Krasnoyarsk Territory, which, despite all the oddities, considers the “Dead Road” (Buildings 501 and 503) only railway line along the Arctic Circle. True, in one place it was necessary to bypass one of the bays of the Arctic, the Gulf of Ob. Well, oh cult of the Virgin (cult of Heroes, primordial faith) Krasnoyarsk residents were not told anything. And they also didn’t say that the “Dead Road” passes through the sacred places of the cult of the Virgin.

We, the indigenous peoples of Russia, are being told by civilizers: the “Dead Road” is top-secret, although there is nothing to hide on it, therefore, secrecy is supposedly a sign of Stalin's paranoia. The “dead road” did not make any economic sense, the volume of possible transportation is too insignificant, therefore, the construction of the road is supposedly a sign of Stalin's idiocy. For some reason, twisted rails from the battle zone of the War were brought to the “Dead Road”, and standard-sized rails were welded from meter-long pieces. In addition, antique rails for this polar road were collected throughout the country. The press of the Krasnoyarsk Territory likes to publish photographs of the year of production on the rails. Consequently, the use of “junk” is supposedly a sign in the USSR devastation under Stalin, and most importantly, a sign of Stalin's stupidity, who cannot organize the smelting of steel for rails for at least one road. The “Dead Road” was built along the route drawn by Stalin without sufficient preliminary research. The technical project was completed almost after the construction was stopped, and this is supposedly a sign of Stalin's ignorance, unable to understand the need for preliminary research, as well as sign of megalomania and a painful belief in his own genius. The “Dead Road” was built exclusively by traitors to the Motherland, prisoners of the Gulag, and this a sign of Stalin's cretinism, unaware of the ineffectiveness of the work of these, as we have been told since the time of Perlmuter, innocently convicted “prisoners of conscience.”

After the War, Stalin for some reason was more interested in the affairs of the “Dead Road” than other objects. Stalin had the same particularly intense interest only in the Battle of Stalingrad. And this incomprehensible interest in an economically senseless project, according to “prisoners of conscience,” also indicates paranoia Stalin, and about idiocy Stalin, and about cretinism Stalin, and about ignorance Stalin, and about stupidity Stalin at once. So, degenerates, unable to penetrate the beauty of the primordial faith, have highlighted to us many starting points for comprehending the meaning of this strange object.

Begins“Dead Road” from the Sacred Place of the Virgin (in Labytnangi) and ends at the Sacred Place of the Virgin (Cape Ermaki). Most likely, there is something else between these extreme points, but I haven’t been there yet.

Now let’s think with our heads - and all these oddities, collected together, will lead us to the fullness of beauty.

"Dead Road" is, indeed, an object to which under Stalin was given secret status. The length of “construction 503” and “construction 501” is one thousand two hundred kilometers. This strange object was not just built under Stalin, but this object was precisely built by Stalin. It is alleged that Stalin telephoned every day, inquired about what had been achieved, learned about the pace, and adjusted the route. He adjusted the route because Stalin could not say out loud “the sacred place of the Virgin, Varga,” but he needed the path to these places to be laid close. The previous object that Stalin also tightly controlled was the Battle of Stalingrad.

The point of the road is precisely that the world of the Virgin (primordial faith) is both the beginning and the end of the “Dead Road”, and in general the whole road.

Stalin delved into the technical subtleties of projects so much that he surprised technical specialists. So the strange collection throughout the country of rails of one specific series (1901 - 1913), the most unsuccessful series in the history of Russian railway transport, is not accidental, and occurred with the knowledge of Stalin, on his instructions. There was a reason for that.

The “Dead Road” is an axis to the mysterious Northern civilization, Hyperborea, or rather, to the world, which, in fact, only gives rise to the Magi (white shamans). The “Dead Road” connects its nodal points, sacred places that facilitate the initiation of high-level initiates. That is why Nenets shamans call the secret railway Varga, that is, the Sacred Road. Varga goes from varga to varga, because the word “varga” in the Khanty language means “sacred place.”

Dead Road Built to Last

Those waiting confirmed Varga's sacred status as the Dead Road. The rituals of bringing Stalin’s body into the Mausoleum had not yet ended (!!!), the “electorate” could not even imagine that they would soon tear Stalin’s portraits from the walls with routine joy, and steam locomotives were already being rolled off the “Dead Road” and drowned in Yenisei, without fear of responsibility for damage to state property. Such courage meant only one thing: such was the will of the new top management. And the will of the top management is a decree for the sixes. Such an immediate (several days) attempt to destroy a secret object was possible only as a result of a conspiracy, an advance conspiracy.

The locomotives were sunk in the Yenisei and the road was preserved not under Khrushchev, but even under Malenkov - there was such a bigot in power between Stalin and Khrushchev. And this is an extremely important detail. If under Khrushchev, then one would think that the collapse of the power of the USSR and Russia was the result of Khrushchev’s individual actions. But Khrushchev did the same thing as Malenkov. So they had a common puppeteer!

If Malenkov had been the leader, then he would have remained in power, and if Khrushchev had been, then he would have been appointed immediately. But no. Therefore, there was a puppeteer. And this puppeteer would be glad to defeat Stalin, but he could not. Could not! Neither during life nor after death. It could have, and Construction 503, which is so frightening to the Jews, would not have begun. The timing of the start of such a violent “conservation” of the road is an extremely important detail for understanding the meaning of Stalin’s entire reign.

Monuments to Stalin stood all over the country for many years, they did not frighten. Museums too. They were scary and dangerous, but not as much as “Dead Road”. The most dangerous thing for Jews is the “Dead Road”.

But Stalin fooled the Jews here too - the object cannot be destroyed in principle. The grandiose monuments of Stalingrad can be blown up and the fragments drowned in the Volga. The pyramids of Egypt can also be torn down and something else built in their place. And there will be no traces left.

Not so with The Dead Road. Even if you detonate an atomic charge every kilometer, then, all the same, the resulting ditch will mark the route of the “Dead Road” - and the road will remain. No matter how carefully the bulldozers work, leveling the railway embankment, even then, in the conditions of permafrost and taiga, the traces will be obvious for many hundreds of years. Stalin deceived and deceived the Jews. He played them all for suckers.

Another lesson of Stalin’s reign is that, even with the entire Politburo as enemies, while ruling the people, who for the most part were, albeit less indifferent to what was happening than now, Stalin succeeded in everything. Stalin's successes in all areas are now perceived as a fairy tale. It turns out that for Russia’s stunning successes at that time, one (!) head was enough.

Malenkov started, and Khrushch increased it, driving away the curious from the “Dead Road” with radiation after the atomic explosion carried out under the Ermakovsky depot, the only entrance available to the stubborn. But there’s not a word about that explosion in the media. For some reason. But the newspapermen have a reason to be indignant: under Khrushchev, the explosion was carried out just outside of Ermakovo, practically within the city limits, under the depot. Moreover, without displacing the indigenous people, who knew about the “Dead Road” and that it ends at Varga, the Sacred Place of the Virgin. Non-resettlement smacks of genocide. However, the media, so to speak, “prisoners of conscience”, have a silent conscience.

During Brezhnev’s time, even tourist kayaks were not allowed into the area of ​​the “Dead Road” from the top of the Yenisei - but there are no military installations there!

Consider the problem of vintage rails.

The rails were laid in the early fifties, when there was really nothing, but there were no problems with steel in the USSR. The war is over, the production of tanks and shells has decreased, and, presumably, rails have increased. There is an abundance of rails; there are rails rolling nearby in Stalinsk (now Novokuznetsk). However, for Construction Sites 501 and 503, rails are brought from afar, and they collected old, moreover, unsuitable for use, series 1901 - 1913. This is not an oversight - Stalin controlled the construction progress!

I lived on the “Dead Road”, namely on Cape Ermaki, for ten days - then I moved to Novaya Kureyka. The Kureyka in which Stalin lived no longer exists, not a soul. In the new Kureika, a couple of days later, Leonid Leonov’s book “The Road to the Ocean” literally crawled into my hands. The plot begins with the fact that due to unusable rails, the head of which falls off at the drilling points, a train crash occurs in 1931. It's not just one defective rail - they're all unusable. This entire pre-revolutionary branch on which the crash occurred is in patches and is no good. That is, in the year 1931, the rails made in 1901 were completely unusable. Leonov understood the technical side of the issue in great detail. So think about it, if these rails were no longer suitable in 1931, could they have been suitable in 1952?

A railway museum also turned up (in Abakan), maybe it’s the only one in the whole country that contains samples of all series. Different configurations, different grades of steel. It turns out that both under tsarism and after, a series of rails were replaced almost every ten to fifteen years. The series of 1901 - 1913 was the most unsuccessful. True, she the most stainless. Just for monuments. Or way signs.

Further. The twisted rails were taken from the battle zones, cut off in meter-long pieces and welded together. What else did we make from meter-long pieces of rails? Only one thing: into the Hedgehog War. This is an anti-tank device. They took three pieces of rail about a meter long and welded them apart. The tank, and especially the armored vehicle, rested against the hedgehog and could not pass. Very simple but effective. “Hedgehogs” probably also preferred to be made from rails twisted during German bombing. These “hedgehogs” were subsequently used as monuments to defense heroes. There are still some of these near Moscow. So the analogy between the strange rails of the “Dead Road” and the monuments to the victorious heroes should suggest itself to anyone who is able to think with their heads. That is, again, the topic of the monument comes up.

Fragments from the book by A.A. Menyailov “The Path of the Great Magus.”

From 1947 to 1953, on the personal order of Comrade Stalin, the construction of the so-called Transpolar Highway was underway. In a state of absolute secrecy, about 900 km of rails were laid on the Chum-Salekhard-Igarka section by 80 thousand prisoners in permafrost conditions. But with the death of Stalin, the railway, which was supposed to become part of a huge highway from Arkhangelsk (or Murmansk) to Chukotka (or Magadan), turned out to be unnecessary.

Northern railway track

The first projects of the great northern railway route appeared about a century ago - at the very beginning of the 20th century. Here is what V. I. Suslov writes about this in his book “The North Siberian Railway: from the 19th to the 21st Century”: “Now it is difficult to say who was the author of the VSP [Great Northern Route] project, if only because the project options there were many. But one of the most consistent supporters of the project, an energetic organizer of the development of its feasibility study, was the artist A. A. Borisov.” The VSP project was raised and discussed several times, but Borisov did not live to see even its partial implementation begin.

Construction 501, 502 and 503

By order of Stalin, work in three directions at once began in 1947. The ambitious goal of connecting the Ob and Yenisei by railway tracks with a total length of 1,200 kilometers had no economic justification. At the time of construction, there was simply nothing and no one to transport along this road. It was planned that the railway would be needed to develop vast territories rich in minerals.

All work was classified and in official documents different sections of the road were referred to as “Construction 501, 502 and 503.” As part of Construction 502, it was planned to create a port on the Yamal Peninsula with associated infrastructure and access railways. But in 1949, it turned out that the Gulf of Ob was too shallow for ships to enter, and it was impossible to deepen it. The “Building 502” project was cancelled. In this regard, construction sites 501 and 503 lost their original significance, but work continued until March 1953.

What was life like for prisoners at a construction site?

For the construction of the railway road, it was decided to involve only political prisoners and short-term prisoners (convicted of minor crimes), since they were more loyal. Their enhanced security and control were not required, as in the case of prisoners on serious charges and theft. Prisoners were not prohibited from communicating with civilians (mainly engineers and doctors), and camp settlements were often located near populated areas.

In the collection “BUILDING No. 503” (1947-1953) Documents. Materials. Research,” for example, cites the memoirs of one of the prisoners: “In Igarka and Ermakovo, we lived better than civilians. They fed us well, we worked in our specialty in the theater, what else do you need?”

The fate of the project

After Stalin's death, it was decided to grant amnesty to more than a million political prisoners and short-term prisoners. Therefore, there was simply no one to complete the road. And it was considered too costly to complete the project with civilians. In addition, many sections of the Transpolar Railway were already in poor condition by 1953 due to the lack of preliminary geological surveys and the unprofessionalism of the builders. At first they tried to mothball the project, but then they simply abandoned it. And in 1960, through the efforts of journalists, the name “Dead Road” stuck to it - due to its abandonment and lack of demand, as well as due to the large number of prisoners who died during construction.