BAIKAL-AMUR MAINLINE (BAM) - a railway route in Eastern Siberia and the Far East, the second main railway exit to. It runs through the territory of the northern regions of the Irkutsk region (pre-Baikal section), Buryat ACCP, Chita region (Trans-Baikal section), Amur region and Khabarovsk Territory (Far Eastern section). The total length of the route from Taishet to Sovetskaya Gavan is 4,300 km, of which the section Ust-Kut (on the Lena) - Komsomolsk-on-Amur, which has been under construction since 1974, is 3,100 km; it is adjoined by two previously built sections: Taishet-Ust-Kut (733 km, commissioned in 1958) and Komsomolsk-on-Amur-Sovetskaya Gavan (434 km, commissioned in 1947). Three connecting lines connect BAM with the Trans-Siberian Railway: BAM - Tynda, Izvestkovaya - Urgal and Volochaevka - Komsomolsk-on-Amur. The territory included in the zone of influence of BAM (about 1.5 million km 2) is distinguished by very difficult natural conditions, geological structure and relief, development, strong, significant swampiness, which determine a large amount of geological research, engineering-geological and hydrogeological surveys associated with laying routes, construction of near-station and other towns and cities, development of mineral resources.
Relief. The Cis-Baikal area occupies the Prilenskoye (Angara-Lena) plateau with a predominance of soft forms - wide flat, small depressions and plains. fluctuate within 400-1000 m. The route is laid mainly along the valleys of the Lena, Tayura, Kirenga, Kunerma rivers. The Trans-Baikal area is entirely located within the Baikal mountain country. In its western part there are the Baikalsky, Akitkansky, Synnyrsky and Barguzinsky ridges with altitudes up to 2600 m. The Baikalsky ridge is characterized by alpine landforms - trough valleys, karr, cirques and stony placers (kurums) and others; the ridges have the features of bald plateaus. The eastern part occupies a vast and complex Stanovoye Upland, where high ridges and deep basins elongated from the west - southwest to east - northeast alternate. The latter divide this highland into two chains: the northern one, which includes the Verkhneangarsky, Delyun-Uransky, Severo-Muysky, Muyakansky, and Kodarsky ridges, and the southern one, the South Muysky, Kalarsky, and Udokansky ridges. Absolute heights reach 2800 m (Skalisty char in the Kalar Range).
All the ridges are systems of dome-shaped or flat-topped bald mountains covered with coarse clastic deposits; in the axial parts of the ridges there are alpine landforms; there are traces of ancient, and in the Kodar ridge - and modern glaciation (circuses, carr, moraine ridges, glacial lakes). Most of the route in this section crosses the largest basins - Verkhneangarskaya, Muysko-Kuandinskaya and Verkhnecharskaya, which have absolute heights of 500-700 m and a hilly-flat relief. The Trans-Baikal section includes all BAM, the total length of which is 26 km, including Severo-Muisky 15.3 km, Baikalsky 6.7 km. In the Far East section, medium and low-altitude mountains are combined with extensive accumulative-denudation plains. The route passes here along the southern spurs of the Stanovoy Range, crosses the Tukuringra-Dzhagdy, Turana, Bureinsky, Dusse-Alinsky, Badzhalsky, Sikhote-Alin ridges and goes to the coast. Approximately 1/3 of the Far Eastern section of the route runs along the Verkhnezeya and Amur-Zeya-Bureya plains, which have a ridged and heavily swampy terrain. In mountainous regions, it passes mainly along the slopes of mountains and river valleys (left tributaries of the Amur).
Geological structure. The territory adjacent to the BAM covers fragments of several major tectonic structures - the Baikal and Stanovoi mountain regions, the Mongolian-Okhotsk and Sikhote-Alin folded systems (see map). These structures are limited by powerful extended fault zones; numerous discontinuous disturbances determine their mosaic block structure. A long and complex history of geological development predetermined the wide distribution of uneven-aged (from to) sedimentary, volcanogenic, intrusive, metasomatic and metamorphic complexes of extremely diverse composition, as well as those associated with them. The western part (basins of the Angara, Lower Tunguska, and upper reaches of the Lena) belongs to the southeastern margin of the Siberian Platform. Gently deposited carbonate-terrigenous deposits and saturated are developed here. In the Western Baikal region, the thickness of the Paleozoic and underlying Proterozoic deposits increases sharply, as does the degree of their dislocation (Angara-Lena trough).
Metamorphosed and dislocated sedimentary and volcanogenic strata of the Upper Archean, Proterozoic and Lower Paleozoic, penetrated by intrusions of various composition, are widespread in the Baikal mountain country. There are outcrops of the most ancient crystalline basement (Baikal, Severo-Muya blocks, etc.). Mesozoic sedimentary, volcanogenic and intrusive formations are noted in places. Large basins of the Baikal type are made up of loose Cenozoic deposits (see). Within the limits, metamorphic strata of the Lower Archean are developed, among which numerous suture troughs () with greenstone sedimentary-volcanogenic-siliceous formations are mapped. In the Kodaro-Udokan region, they are overlain by a thick stratum of the Lower Proterozoic, and in the basins of the Zhuya, Aldan, Uchur rivers, by gently lying terrigenous and carbonate deposits, and. A series of depressions with Jurassic and Cretaceous coal-bearing deposits stretches along the southern margin of the shield (Chulman, Tokyo, and others). Intrusive formations include ancient, gabbro- and ultrabasite, Paleozoic granitoids, Mesozoic small alkaline composition, Proterozoic alkaline intrusions. The Stanovaya mountain area is characterized by a wide distribution of Archean metamorphic rocks and granite-gneisses, Mesozoic granitoids. There are troughs with Precambrian greenstone complexes. Disconnected Mesozoic volcanic structures, small intrusions of various compositions, as well as those made by coal-bearing Jurassic and Cretaceous deposits are noted everywhere.
In the Mongolian-Okhotsk fold system, metamorphosed and dislocated sedimentary and volcanogenic sequences of the Proterozoic, Paleozoic and Mesozoic, intruded by intrusions of different ages, are developed. In the basin of the Zeya and its tributaries, Mesozoic volcanic structures and depressions filled with coal-bearing deposits are known. Within the Bureya massif, ancient granitoids, breaking through the Precambrian ones, predominate. In the east of the region, sedimentary-volcanogenic formations of the Mesozoic and Paleozoic are developed, composing the Sikhote-Alin folded system. There are very numerous volcanic structures and belts (Primorsky, Yam-Alinsky), in the structure of which Mesozoic and Paleogene-Early Quaternary volcanic rocks take part. Late Mesozoic granitoids predominate among intrusive formations. A series of large rift depressions and extensive troughs is filled with Cenozoic sediments (Tugur graben, Khabarovsk depression, etc.).
seismicity. Part of the BAM zone is highly seismic. The Cis-Baikal area passing through the Siberian Platform is practically aseismic, but "transit" earthquakes with a magnitude of up to 5 points sometimes come here from the side of the Baikal seismic belt. The most seismic area is the Trans-Baikal area. It has been established that the epicenters are grouped into a relatively narrow band along the chain of rift depressions; at the same time, inter-rift mountain barriers (Verkhneangarsko-Muya, Muisko-Charskaya) are characterized by increased seismicity. The seismic situation in the Far East area is very different. Increased seismicity east of the Udokan Ridge and in the region of the middle reaches of the Olekma River is associated with the Stanovoy fault system. To the east of the Olekma river, seismicity weakens, but in the region of the Tukuringra-Dzhagdy ridge it increases again; it is connected with the Mongol-Okhotsk fault. Further to the East, earthquakes occur less frequently and of lesser strength, however, here too there are seismic sources (Zeysky, Amgunsky, etc.) with an earthquake strength of up to 7 points. Thus, the BAM zone is located in difficult engineering and seismological conditions; when designing structures, anti-seismic reinforcement of structures is provided.
permafrost. The extreme western section belongs to the non-frozen zone; in the rest of the territory it is distributed either in the form of islands or everywhere. To the east from the Angara to the Baikal Ridge, permafrost occupies small areas; it occurs in the form of separate massifs in swampy river valleys and on the northern slopes. In large rift basins of the Baikal mountain region, permafrost is developed only on floodplains and first river terraces, on deluvial plumes and alluvial fans, which are usually waterlogged. The thickness of permafrost can apparently reach values from 150 to 500-600 m. The most severe permafrost conditions exist in the mountainous framing of depressions with ridge heights of 2000-2800 m. Permafrost strata are characterized by an almost continuous distribution, interrupted only in the bottoms of deep-cut large valleys and flooded zones. Their thickness reaches, apparently, more than 1 km. On the Aldan shield, the permafrost density and thickness increases with height. The mildest permafrost conditions exist in the altitude range of 800-1000 m, where the watersheds are usually thawed. Such watersheds are developed mainly within the Mesozoic coal basins. Below, the permafrost again acquires a predominantly continuous distribution, interrupted by taliks only in the valleys of large rivers.
The watershed spaces of the highest ranges (Stanovoy, Yankan, Tukuringra) are usually frozen, the permafrost thickness reaches 200 m. On the southern slopes and on low (500-1000 m) watersheds, the thickness of permafrost rocks is sharply reduced, taliks are widely developed; swampy bottoms of the valleys and deluvial plumes at the foot of the slopes are permafrost. In the mid-mountain ranges of the Amur region (Soktakhan, Dzhagdy, Aesop, Dusse-Alin, Bureinsky, etc.), the structural patterns of cryolithosis are similar. The permafrost conditions of intermountain depressions are more differentiated. In the northernmost of them, Verkhnezeya, permafrost rocks are almost continuous. Within the Zee-Bureya Plain, they line the bottoms of wide swampy pads, measured ridges, and watersheds composed of fine sediments from the surface.
Depending on the natural conditions, there are great differences in the conditions for the formation of resources and the composition of groundwater. In the platform conditions of the Angara-Lena Plateau, stratal and stratal-karst waters predominate in terrigenous-carbonate rocks of the Ordovician and Lower Cambrian, to a lesser extent in alluvial and glacial deposits. Large foci of groundwater discharge are sometimes formed in areas of contact between highly permeable carbonate rocks and poorly permeable terrigenous rocks that form lithological barriers. In the Baikal mountainous country, significant groundwater resources are concentrated in alluvial and lacustrine-alluvial deposits, in carbonate rock masses in fault zones (talik waters). On the Aldan Shield and in the Stanovoy Range, groundwater is also associated mainly with continuous taliks in alluvial deposits; there are fissure subpermafrost and fissure-vein waters in the fault zones. In the Zeya and Zeya-Bureya depressions, abundant pressure water horizons (often subpermafrost) are associated with Jurassic and Cretaceous sandstones and lacustrine-alluvial deposits. In the Bureinsky Ridge and the Sikhote-Alin Region, there are significant accumulations of formation and fissure waters; For practical use, underground waters of river valleys are most suitable.
Permafrost rocks are of great importance for the formation of hydrogeological conditions in most of the territory of the BAM zone. In some cases, they exclude huge massifs from active water exchange, in others they serve as a regional aquiclude, dividing water into subpermafrost and suprapermafrost. The underground waters of the zone are extremely diverse in terms of chemical composition, which is determined by the chemical composition of the water-bearing rocks. The degree of water mineralization also varies within a very wide range (from 0.1 to 630 g/l). There are numerous sources of mineral waters. The East Siberian hydromineral region of nitrogen and methane chloride and sulfate salt waters and brines, the Baikal region of nitrogen and methane waters, the Lower Amur region of cold carbonic waters, and the Amur-Primorskaya region of nitrogen and methane waters stand out. Mineral waters can be used here for medicinal, thermal energy, industrial purposes, as a source of salt extraction, etc.
Engineering-geological conditions. The most common feature of the engineering-geological structure of the zone is the predominant development of rocks overlain by an insignificant cover of loose Quaternary deposits of eluvial, deluvial, alluvial, and glacial genesis. The thickness of this cover is 2-3 m, in rare cases more than 10-15 m. This stratum is an object of engineering and geological development; it fills overdeep valleys, includes some fields of development of glacial and hydroglacial deposits, and large deluvial plumes. A significantly smaller area is occupied by areas where the entire engineering-geological section is composed of loose Cenozoic deposits. These are the rift depressions of the Baikal region and the large depressions of the Amur region.
The most important factor in the formation of engineering and geological. conditions - modern geological processes and phenomena. In the BAM zone, slope processes (deluvial washout, solifluction, and especially stone rivers) are widespread, which pose a particular danger in surface construction. On alpine-type ridges, avalanches, mudflows and related forms (foci, flumes, plumes) are widespread. The BAM zone is covered by underground and ice icings, which have different sizes and dynamics. A significant part of the icings has developed well-defined icing glades. Such cryogenic phenomena as thermokarst, polygonal formations (re-veined ice, ground veins, etc.), structural soils (stone rings, spots-medallions, etc.) are widespread, mainly associated with the bottoms of valleys, wide watershed spaces, plains. In general, the conditions for the engineering development of the BAM zone are difficult, especially within the Baikal folded region, where high seismicity, the most severe permafrost and high mountain relief are combined.
In the Stanovoye region, gold mining is of industrial importance; Ore occurrences of molybdenum, cuprous sandstones, polymetallic ores, rare elements, apatite, magnetite ores, ornamental stones, and building materials have been identified. The Mongolian-Okhotsk system and the Bureinsky massif are characterized by numerous placers and small deposits of ores of gold, iron (Garinsky), coal (Bureya coal basin), manifestations of tin-polymetallic ores, molybdenum, and phosphorites. Mining plays a leading role in the Sikhote-Alin system (Komsomolsky, Badzhalsky and other regions), deposits of gold and tungsten ores are also known.
The Neogene-Quaternary depressions contain black and brown coals (Lianskoye deposit). In all sections of the BAM development zone, there are numerous deposits of various building materials, the reserves of which provide for the construction of the route itself, industrial and residential facilities.
The development of mineral resources along with logging will give impetus to the development of the productive forces of the BAM zone. Large reserves of valuable minerals contribute to the formation of territorial production complexes on their basis, such as in South Yakutia, where large-scale coal mining is developing, and in the future, the extraction of iron ore, apatite, etc. is possible.
The Baikal-Amur Mainline, as an abbreviation, bears the abbreviation BAM, consisting of the initial letters of the words of the road name. Today it is the same railway laid across the territory of the Far East and across the expanses of the Eastern part of Siberia. Accordingly, the subordination of the constructed tracks occurs on a territorial basis, they are part of the Far Eastern Railway and the Eastern Railway.
BAM in world significance is considered one of the most significant and longest railway lines.
The first ideas of a grandiose construction
At the end of the nineteenth century, in 1888, the Russian Technical Society showed interest in the possible construction of a railway line in the easternmost regions of the Russian Empire. For discussion, the specialists were offered one of the projects for laying iron tracks from the Pacific Ocean, further along the northern tip of Lake Baikal. One year later, Colonel N.A. Voloshinov, being a representative of the General Staff, led a small detachment, covering a path equal to a thousand-kilometer segment, starting it in Ust-Kut, reaching the settlement of Mui. It was in these places that the BAM route was later laid. But then, following the results of the expedition, a completely different conclusion was made. The red thread in the report was written that in these places it is not possible to carry out the planned grandiose construction. One of the main reasons for this conclusion was the complete lack of proper technical support, which at that time did not exist in Russia at all.
Once again, the question of the possible construction of the Baikal-Amur Mainline was raised a year after the end of hostilities in the Russo-Japanese War, that is, in 1906. At that time, a proposal to create a second branch of the Trans-Siberian was hovering, still in the air. However, they limited themselves to carrying out survey work. With the advent of 1924, talk about the beginning of the construction of the mentioned highway completely stops.
Briefly about the history of BAM
For the first time, in 1930, but still in the project, the name of the railway appears as the "Baikal-Amur Mainline". Three years later, the Council of People's Commissars of the USSR made such an important decision to start building the BAM tracks, although in reality only design and survey work was being carried out for another four long years.
With the onset of 1937, construction began on the creation of railway lines from the station point - Sovetskaya Gavan to the station point - Taishet. The first point is the eastern border of our country, and the station is located just at the crossroads of the Trans-Siberian Railway and the future BAM.
The construction of the main route Sovetskaya Gavan - Taishet was carried out with large breaks in the time period, from 1938 to 1984. The most difficult section is the Severo-Muisky tunnel, its length is 15343 meters. The permanent operation of the said part of the road began in 2003. The project according to which the tracks were created is dated 1928.
According to the results of 2014, the volume of freight traffic is twelve million tons.
Today, the BAM route is undergoing modernization in order to increase the annual cargo flow, it is planned to increase this figure to a value of fifty million tons of annual turnover.
Where is the highway?
The length of the main railway line from Sovetskaya Gavan to Taishet is 4287 kilometers. To the south of this path lies the Trans-Siberian railway. The BAM railway tracks cross the riverbeds: the Amur near the city of Komsomolsk-on-Amur, the Lena near the city of Ust-Kut and the Angara near the city of Bratsk, and in total the route crosses eleven river channels along bridge crossings. The paths ran through the most beautiful places on the northern shore of Lake Baikal. The Bamovsky route has a number of branches: a road of one hundred and twenty kilometers is stretched to the station point of the Black Cape. It was there that a tunnel should have appeared, going to Sakhalin Island. Now this building is in an abandoned state.
In the direction of the Volochaevka station point, a railway line with a length of three hundred and fifty-one kilometers was laid. The length of the branch to the area of the Elga deposit is three hundred kilometers. To the Izvestkova station, the length of the branch is three hundred and twenty-six kilometers. A sixteen-kilometer track was laid to the Chegdomyn station point. In the direction of the city of Yakutsk, the paths of the Amur-Yakutsk highway ran. In the direction of the station point Bamovsky, the length of the tracks was one hundred and seventy-nine kilometers. Sixty-six kilometers long tracks have been laid to the Chineyskoye field. The branch towards Ust-Ilimsk is 215 kilometers long.
Practically, the entire route of the Baikal-Amur route is laid through mountainous terrain. The highest point of the highway is located on the Mururinsky Pass, its height is one thousand three hundred twenty-three meters above sea level. A difficult path passes through the Stanovoy Upland. BAM is replete with steep slopes, in some of these sections of the highway, restrictions are imposed on the weight parameter of train sets, and double locomotive traction is used. Ten tunnel structures had to be erected on this road. The longest in the Russian territory is the Severo-Muisky Baikal tunnel. Along the entire route, small and large bridge crossings were created in the amount of two thousand two hundred and thirty units. There are more than sixty towns and cities, more than two hundred sidings and station points on the highway.
Along the entire route: Taishet - Ust-Kut, the railway is electrified by alternating current and has a double-track format. Further along the Ust-Kut route, the road has a single-track electrified format.
On the easternmost section of the tracks, movement is carried out through the use of diesel locomotive traction.
Hydroports
The western section of the BAM route was equipped with a whole chain of hydroports. They were on the rivers: on Selimdzha, near the village of Norsky, on Vitim, not far from the village of Nelyaty, on the Angara, near the village of Bratskoye, on the Upper Angara, near Nizhneangarsk and on Lake Irkane.
Construction history
Stalin period
The adoption of the direction of the entire Bamovskaya route took place in 1937, it was supposed to run along the following route: Sovetskaya Gavan - Komsomolsk-on-Amur - Ust-Niman, Tynda - the northern shore of Lake Baikal - Bratsk - Taishet.
The site, located between Nizhneangarsk and Tynda, was included in the project when aerial photography of the indicated area was carried out.
In the May days of 1938, the Bamlag was disbanded. Instead, six labor camps were formed to ensure construction on the railway. In the same year, the construction of the railway track on the western section, between Taishet and Bratsk, began. Preparatory work has started on the track section from Sovetskaya Gavan to Komsomolsk-on-Amur.
During the hard times of the war, in January 1942, the State Defense Committee decided to dismantle bridge trusses and track links on the Tynda-BAM section and transfer them to the section of railway tracks along the route: Ulyanovsk - Syzran - Saratov - Stalingrad to create the Volga Rokada.
With the onset of June 1947, construction work resumed again on the section of the railway between Urgal and Komsomolsk-on-Amur, they were carried out by prisoners from the Amur ITL. Over the next six years, a complete backfilling of embankments was carried out throughout the entire area from Berezovoe to Komsomolsk-2. Subsequently, the mentioned part of the road was operated by railway transport, which is part of the Komsomolsk United Economy. The depot and the management building are located in the settlement territory of Khurmuli, located in the Komsomolsky district. Part of the road from Sovetskaya Gavan to Komsomolsk-on-Amur was put into operation as early as 1945. In July 1951, the first train set was launched along the route from Taishet to Bratsk and further to Ust-Kut. The permanent exploitation of this section began in 1958.
Application of aerial photography
An interesting fact is that when carrying out survey work, not only ground reconnaissance was used, but in difficult and impassable places, aerial photography, which was very difficult for those times, was carried out, which was then considered an avant-garde direction. Aerial photography became possible with the participation of pilot Mikhail Kirillov, who later became a Hero of the Soviet Union.
Experts at the Moscow Aerogeodetic Trust made their confirmation that aerial photographs are accurate and have a certain value, and can be used where they are needed. This work can be done by the railroad. One of the first railway pilots was L.G. Krause. Prior to the implementation of these geodetic works, the named pilot worked on the route: Moscow - Leningrad, delivering the central newspaper Pravda to the city on the Neva. Starting from the summer months of 1936, the pilot L. G. Krause actively traced the BAM. The length of the entire reconnaissance was equal to three thousand four hundred and eighty kilometers, and the total area of aerial photography was equal to seven thousand five hundred square kilometers.
The first attempts at aerial photography were unsuccessful. Since the type of aircraft used did not have proper stability on the course of a given route, and therefore the frames were blurry. Other aircraft were used to carry out subsequent work on aerial photography. They became the aircraft type MP-1-bis, belonging to the detachment of seaplanes. They were based in the Irkutsk hydroport, where there were special hangars for the winter period and had its own base for the necessary repairs.
Brezhnev period
Nine years later, the provision of survey work was again required, and already in July 1974, the creation of new railway lines began, it was about the construction of a second track along the following routes: Berkakit - Tynda and further to BAM, and from Ust-Kut to Taishet. In total, this is one thousand seventy-seven kilometers of railways. At the same time, a railway belonging to the first category is being created along the route from Komsomolsk-on-Amur to Ust-Kut, the length of these tracks is three thousand one hundred and forty-five kilometers.
The geography of the new railway stations and stations built along the entire length of the line of the road being created is also interesting. Ukrainian builders built the station building in Novy Urgal. Azerbaijani builders created the station points of Ulkan and Angoya, Leningraders erected the walls of Severobaikalsk, Muscovites built Tynda. The Bashkirs rebuilt in Verkhnezeysk. Dagestanis, Ingush and Chechens worked to create Kunerma. Krasnodar and Stavropol residents distinguished themselves in the creation of the Lena station. Khabarovsk built Suduk. Krasnoyarsk residents were building Fevralsk. The Tulchans created the Marevaya station, the Rostovites built the Kirenga. Chelyabinsk - Yuktali. Permians - Dyugabud, Sverdlovsk - Khorogochi and Kuvyktu. Ulyanovsk - Izhak, Kuibyshev erected Eterken, Saratov - Herbies, Volgograd - Dzhamka, Penza - Amgun. Novosibirsk created Postyshevo and Tungala. Tambov residents distinguished themselves during the construction of Khurumuli. Estonians built Kichera.
Since April 1974, BAM has been acquiring the status of a "Shocking Komsomol construction site". This railway was built by many young people. Local jokes and new jokes related to the name of the road were then created here.
Since 1977, the road section on the Tynda-BAM line has been in operation on a permanent basis. Two years later, the Berkakit-Tynda line was launched. The main construction of railway tracks was carried out in a twelve-year period of time, starting from 04/05/1972 to 10/17/1984. Five years later, all three thousand kilometers of railway lines were put into operation. On the eve of September 29, 1984, the brigades of Ivan Varshavsky and Alexander Bondar met in the area of the Balbukhta junction, and three days later, at the Kuanda station point, the installation of the “golden” link took place in a solemn atmosphere. The road was now a single mechanism with the longest tunnel in Russia, but its full operation began only in 2003.
Beginning in 1986, BAM receives eight hundred units of various Japanese-made technical devices at its one-time disposal to ensure the further construction of the road.
At the prices of 1991, the construction of the Baikal-Amur Mainline cost our state 17700000000 rubles, which indicates that it is the most expensive infrastructure project in the history of our country. The initial cost of the project was four times less than the already indicated price.
The implemented project envisaged that the Baikal-Amur Mainline would be an integral part of the entire complex of enterprises that would be involved in the development of those significant regions in terms of natural wealth. The project included the construction of nine giant complexes with industrial enterprises, but only one such association was created, called the South Yakutsk Coal Complex. The Neryungri coal mine was included in its composition.
A number of experts and specialists believe that without creating a massive development of already discovered and declared places with significant mineral reserves, the constructed road will be considered unprofitable. It is also noteworthy that all the discovered deposits in this region are located along the routes of the Baikal-Amur Mainline, their actual development has not yet begun. At the beginning of the 2000s, according to one of the high-ranking officials of Russian Railways, in the rank of vice president of the company, a statement was made about the gigantic size of annual losses. By that time they had reached an annual value of 5 billion rubles.
2000s
With the advent of the 2000s, a big leap was expected in the economy of this region. Such optimistic forecasts were based on the development of private business. The Udokan copper deposit was to be developed by Alisher Usmanov with his Metalloinvest enterprise. The Chineyskoye field was given into the hands of Oleg Deripaska, for his enterprise "Basic Element". The development of the Elga coal deposit was to be carried out by the Mechel enterprise. All practical projects aimed at the development of the entire BAM were suspended for an indefinite period. The plans had to be adjusted due to the onset of the global economic crisis at the end of the 2000s. With the onset of 2011, certain improvements begin in the economy of the Russian Federation. Already in August, the first black coal was mined at the Elga deposit. At the same time, the construction of a new railway line towards the named mine began.
Despite the growth in freight and passenger traffic by the end of 2009, with an annual freight turnover of only twelve million tons, and twelve million passengers carried annually, the road was still considered unprofitable. In order for the situation to change, the volume of freight and passenger traffic had to increase.
Modern BAM
Today, the division of BAM has been made, it has become part of the Far Eastern Railway and the Eastern Railway, the border of the road section is located in the area of the Hani station point.
The construction of new branches of the BAM railway tracks continues. The movement along the route has already begun: Aldan - Tommota, there is already a road to the station point Nizhny Bestyakh and Amgi, we are talking about the length of the tracks of one hundred and five kilometers.
To date, new railway projects have already been created. To ensure road supply to the deposits at Ozernoye for the extraction of polymetals and the Khiagdinskoye deposit for the development of transportation of uranium ores, three hundred and fifty kilometers long tracks will be laid along the route: Mogzon - Ozernaya - Khiagda - Novy Uoyan. This road will connect the Trans-Siberian and BAM.
In the near foreseeable future, it is planned to resume the construction of either a tunnel or a bridge railway crossing to Sakhalin Island.
Since 2009, reconstruction work has been carried out on the railway section from Sovetskaya Gavan to Komsomolsk-on-Amur. The new Kuznetsovsky Tunnel is scheduled to be launched at the end of 2016. Sixty billion rubles, in total, will be required for the implementation of the named project. The implementation of the planned work will significantly increase the speed of trains, as well as raise the weight limit of trains to a value equal to five thousand six hundred tons.
Road development plan
The strategic plan for the development of this road provides for a significant increase in the amount of appropriations to the amount of 400000000000 rubles. These investments will allow the commissioning of heavy trains. There will be new railway lines with a total length of 7,000 kilometers. We are talking about routes: from the Elginskoye field to the Ulak station, as well as from Fevralsk towards Gary and further to the Shimanovskaya station. From Chyna to Novaya Chara, from Apsatskaya to Novaya Chara, from Olekminsk to Khani and from Lensk to Nepa and further to Lena.
After the completion of a large amount of reconstruction work, the capacity of the Trans-Siberian Railway in the direction of the BAM will increase significantly. A number of experts suggest that the Trans-Siberian line be more specialized in container and passenger transportation. It is expected that in the near future, BAM will be able to provide annual transportation of goods in the amount of fifty million tons.
On 07/09/2014, on the section of the Lodya - Taksimo section, in a solemn atmosphere on the occasion of the celebration of the anniversary date - the fortieth anniversary of the start of the construction of BAM, the "silver" link was laid.
December 2013 was the beginning of new design and survey work on the track section between Khani and Tynda, which was headed by specialists from Chelyabzheldorproekt, which is a branch of JSC Roszheldorproekt. The implementation of this project provides for the construction of new eleven units of railway sidings: Ivanokita, Medvezhye, Mostovoy, Studenchesky, Hare, Pine, Glukharinoye, Mokhovoye and other station points. This named area has the highest load compared to other areas. Therefore, new second branches of tracks with a total length of one hundred kilometers will appear here within three years.
At the beginning of 2015, within one day, two thousand wagons passed the Tynda station. Upon completion of the reconstruction, it is planned that the value of this indicator will be increased three times. During the construction of the second tracks, it was planned to use rail sleeper grids with a reinforced concrete base.
With the advent of 2014, new second railway tracks were laid already on the existing embankment. Some sections of the embankment were used as a road, so during the construction of the railway, the embankment was corrected. The presence of subsidence occurred due to climatic conditions, the fault is the presence of permafrost. All detected drawdowns were eliminated. Along the way, the restoration of the former shift camps is underway. The power supply system, all signal communication, blocking and centralization devices are also subject to a deep reconstruction. All new sidings will have jointless tracks, will be equipped with turnouts, with a pneumatic blowing system, powered by compressed air.
Estimates of the project for the construction of the Baikal-Amur Mainline are different, sometimes diametrically opposed. Some cite statements about high cost, scale and romance, linking the latter factor with beautiful and amazing nature. At the same time, calling the creation of all these railway lines a meaningless exercise, since the main question: “Why was this road built?” - hung in the air, left unanswered. In the current prices for transportation by rail, all costs have already been taken into account, which will cover the amount of losses incurred. There is no mention of profits yet.
Other pundits express their thoughts of the opposite order. Despite the absence of such an indicator as profitability, BAM became the impetus that allowed the development of local production. Without the presence of such a railway, it would be simply impossible to develop anything in this region. With the large size of our country, we must not forget the importance of the geopolitical role of the road.
The current President of the Russian Federation, Vladimir Putin, stated the fact that the created road is a necessary and necessary infrastructure, which will definitely receive its further development in the future. The significance of the road in the national economy and in the military-strategic should not be discounted. Today's resources of the BAM are already beginning to be insufficient for the needs of the national economy. That is why it was necessary to modernize the entire Baikal road.
As for the presence of interesting facts, they are only looking at one hundred count as an interesting event. It is no secret to anyone today that during the construction of BAM, construction troops in the amount of two corps belonging to the armed forces of the Soviet Union were used for their intended purpose.
The construction of the road removed the transport problem of duplicating the Trans-Siberian. This was especially felt during the period of tense relations with the People's Republic of China. One of the asteroids is named after the road with the same name. The discovery of this asteroid took place at the Crimean Observatory on 10/08/1969 by astronomer Lyudmila Chernykh.
There are also incidental cases on the subject of knowledge of the Russian language, since the phrase: “Baikal-Amur Mainline”, according to the main word “highway”, refers to the feminine gender, but the used abbreviation “BAM” should be attributed to the masculine gender.
For the needs of the Baikal-Amur Mainline, in 1976, ten thousand cargo onboard vehicles and dump trucks of the Magirus-Deutz brand with an air-cooled diesel engine were delivered from Germany. In fairness, it should be noted that a number of cars continue to work to the fullest on the roads of the Far East today. And in those distant seventies, these cars were considered comfortable and prestigious, in comparison with our domestic trucks. Other foreign equipment also worked on the construction of this highway.
There are also many sad pages related to the use of the labor of prisoners in heavy construction work. At that time it was a common practice on a national scale. So, in those days, one should not have been surprised to meet the famous writer Anastasia Tsvetaeva, who was related to the poetess Marina Tsvetaeva, or the philosopher and engineer Pavel Florensky on the construction of BAM.
Baikal-Amur Mainline
(BAM) - railroad route to East. Siberia and the Far East, 2nd main railroad. exit CCCP to Tehom approx. Runs along the territory. sowing p-nov of the Irkutsk region. (pre-Baikal area), Buryat. ACCP, Chita region (Trans-Baikal area), Amur region. and Khabarovsk Territory (Far East section). The total length of the route from Taishet to Sov. Harbors 4,300 km, of which the section Ust-Kut (on the Lena) under construction since 1974 - Komsomolsk-on-Amur - 3,100 km; two previously built sections adjoin it: Taishet - Ust-Kut (733 km, commissioned in 1958) and Komsomolsk-on-Amur - Sov. Harbor (434 km, introduced in 1947). Three connect. lines connect BAM with the Trans-Siberian Railway. D.: Bam - Tynda, Izvestkovaya - Urgal and Volochaevka - Komsomolsk-on-Amur. The territory included in the zone of influence of the BAM (about 1.5 million km 2) is distinguished by very difficult natural conditions, geol. structure and topography, the development of permafrost, strong seismicity, that is. swampiness, which determine a large volume of geol. research, engineer-geol. and hydrogeol. surveys related to the laying of the route, the construction of near-station and other towns and cities, and the development of mineral resources.
Relief. The Cis-Baikal area occupies the Prilenskoye (Angara-Lena) plateau with a predominance of soft relief forms - wide flat watersheds, small depressions and plains. Abs. heights vary between 400-1000 m. Tpacca is laid in the main. along the valleys pp. Lena, Tayura, Kirenga, Kunerma. The Trans-Baikal area is entirely located within the Baikal forge. countries. B ref. parts of it are the Baikal, Akitkansky, Synnyrsky and Barguzinsky ridges with altitudes up to 2600 m. The Baikal ridge is characterized by alps. - trough valleys, cirques and rocky (), etc.; the ridges have the features of bald plateaus. Vost. part occupies a vast and complexly constructed Stanovoe, where elongated c west - southwest alternate. on B. - C.-B. high ridges and deep basins. The latter divide this highland into two chains: the northern one, which includes the Verkhneangarsky, Delyun-Uransky, North Muysky, Muyakansky and Kodarsky ridges, the southern one - the South Muysky, Kalarsky and Udokansky ridges. Abs. heights reach 2800 m (Skalisty char in the Kalar Range). All ridges are systems of dome-shaped or flat-topped bald mountains, covered with placers of coarse-grained deposits, in the axial parts of the ridges - alps. landforms; there are traces of the ancient, and in the Kodar ridge - and modern. glaciation (circuses, carr, moraine, glacial lakes). B.ch. The route in this section crosses the largest basins - Verkhneangarskaya, Muysko-Kuandinskaya and Verkhnecharskaya, having abs. heights 500-700 m and hilly-flat. All BAM tunnels fall on the Trans-Baikal section, the total length of which is 26 km, incl. Severo-Muisky 15.3 km, Baikal 6.7 km. In the Far East section, medium and low-altitude plains are combined with extensive accumulative-denudation plains. Tpacca runs here along the south. spurs of the Stanovoy Range, crosses the Tukuringra-Dzhagdy, Turana, Bureinsky, Dycce-Alinsky, Badzhalsky, Sikhote-Alin ridges and goes to the coast. Approximately 1/3 of the Far Eastern section of the route runs along the Verkhnezeya and Amur-Zeya-Bureya plains, which have a ridged and heavily swampy terrain. B horn. p-nah she passes preim. along the slopes of mountains and river valleys (left tributaries of the Amur).
Geological structure. The territory adjacent to BAM covers fragments of several. the largest tectonic structures - Siberian platform, Baikal and Stanovoy forge. regions, the Mongolian-Okhotsk and Sikhote-Alin folded systems (see map).
These structures are limited by powerful extended fault zones; numerous cause their mosaic block structure. Duration and complex history of geol. development predetermined the wide distribution of uneven-aged (from Archean to Cenozoic) sedimentary, volcanogenic, intrusive, metasomatic. and metamorphic. complexes of extremely diverse composition, as well as the related p. and. Zap. part (bass pp. Angara, Nezhnyaya Tunguska, upper reaches of the Lena) belongs to the southeast. edge of the Siberian platform. Paleozoic and Mesozoic, gently dipping carbonate-terrigenous Paleozoic and Mesozoic, saturated with diabase sills, are developed here. B Zap. The Baikal region of Paleozoic and underlying Proterozoic deposits increases sharply, as does the degree of their dislocation (Angara-Lena trough). B Baikal mountain. The country is widely distributed metamorphosed and dislocated sedimentary and volcanic strata top. Archean, Proterozoic and lower. Paleozoic, penetrated by intrusions of various composition. There are exits of the most ancient crystalline. foundation (Baikal, Severo-Mui, etc.). Mesozoic sedimentary, volcanogenic and intrusive formations are noted in places. Large basins of the Baikal type are made up of loose Cenozoic deposits ( cm. Baikal). Within the Aldan Shield developed metamorphic. the thickness of the lower Archaean, among which numerous are mapped. suture troughs (troughs) with greenstone sedimentary-volcanic-siliceous formations. In the Kodaro-Udokan p-not, they are overlain by a thick sequence of Lower Proterozoic terrigenous deposits, and in the basins pp. Zhuya, Aldan, Uchur - gently dipping terrigenous and carbonate deposits of the Proterozoic, Vendian, Paleozoic and Mesozoic. Along the south the margins of the shield are extended by depressions with Jurassic and Cretaceous coal-bearing deposits (Chulman, Tokyo, etc.). Intrusive formations include ancient granites, gabbro- and Paleozoic, Mesozoic small alkaline composition, Proterozoic intrusions of alkaline ultrabasic rocks. Stationary horn. the area is characterized by a wide distribution of Archean metamorphic. rocks and granite-gneisses, Mesozoic granitoids. There are troughs with Precambrian greenstone complexes. Uncoordinated Mesozoic volcanics are observed everywhere. structures, small intrusions of various composition, as well as grabens filled with coal-bearing Jurassic and Cretaceous deposits. In the Mongolian-Okhotsk fold system, metamorphosed and dislocated sedimentary and volcanogenic sequences of the Proterozoic, Paleozoic and Mesozoic, intruded by intrusions of different ages, are developed. Mesozoic volcanics are known in the Zeya basin and its tributaries. buildings and depressions filled with coal-bearing deposits. Within the boundaries of the Bureya massif, ancient granitoids, which cut through the Precambrian crystals, predominate. . In the region, sedimentary-volcanic formations of the Mesozoic and Paleozoic are developed, which make up the Sikhote-Alin folded system. Very numerous volcanic. buildings and belts (Primorsky, Yam-Alinsky), in the structure of which Mesozoic and Paleogene-early Quaternary volcanic rocks take part. breeds. Late Mesozoic granitoids predominate among intrusive formations. A series of large rift depressions and extensive troughs is filled with Cenozoic sediments (Tugursky, Khabarovsk, etc.).
Seismicity. Part of the BAM zone is highly seismic. The Cis-Baikal area passing through the Siberian platform is practically aseismic, but "transit" ones with strength up to 5 points sometimes come here from the side of the Baikal seismic. belts. The most seismic is the Trans-Baikal area. It has been established that earthquake epicenters are grouped into a relatively narrow band along a chain of rift depressions; at the same time, inter-rift horns are characterized by increased seismicity. lintels (Verkhneangarsko-Muiskaya, Muysko-Charskaya). Seismic. The situation in the Far East is very different. Raised to B. from the Udokan Ridge and in the p-not cp. flow p. The Olekma is connected with the system of ruptures of the Stanovoy Fault. K B. from p. Olekma seismicity weakens, but in the p-not of the Tukuringra-Dzhagdy ridge it increases again; it is connected with the Mongol-Okhotsk fault. Further on B. earthquakes occur less often and of lesser strength, however, there are also seismic waves here. sources (Zeysky, Amgunsky, etc.) with earthquakes up to 7 points. T.o., BAM is located in a complex engineering and seismological area. conditions; when designing structures, anti-seismic is provided. reinforcement of structures.
Permafrost. Extreme zap. the site belongs to the non-frozen zone; in the rest of the territory it is distributed either in the form of islands or everywhere. K B. from the Angara to the Baikal Range occupies small areas, occurs in the form of separate. arrays in swampy river valleys and sowing. slopes. In large rift basins of the Baikal mountain. The area is developed only on floodplains and the first terraces of rivers, on deluvial plumes and alluvial fans, which are usually swampy. The thickness of permafrost can apparently reach values from 150 to 500-600 m. Framed by depressions with ridge heights of 2000-2800 m, there are the most severe permafrost conditions. Permafrost strata are characterized by an almost continuous distribution, interrupted by taliks only in the bottoms of deep-cut large valleys and zones of flooded faults. Their thickness reaches, apparently, more than 1 km. On the Aldan shield, the permafrost density and thickness increases with height. The mildest permafrost conditions exist in the altitude range of 800-1000 m, where the watersheds are usually thawed. Such watersheds are developed Ch. arr. within the Mesozoic coal basins. Even the permafrost again receives predominance. continuous distribution, interrupted by taliks only in the valleys of large rivers. The watershed spaces of the highest ridges (Stanovoy, Yankan, Tukuringra), as a rule, are frozen, the thickness of the permafrost reaches 200 m. on slopes and on low (500-1000 m) watersheds, the thickness of permafrost mounds is sharply reduced, and taliks are widely developed; swampy bottoms of the valleys and deluvial plumes at the foot of the slopes are permafrost. B mid-altitude ridges of the Amur region (Soktakhan, Dzhagdy, Aesop, Dycce-Alin, Bureinsky, etc.), the structural patterns of cryolithosis are similar. Permafrost conditions of the intermountain. depressions are more differentiated. In the northernmost of them, Verkhnezeya, permafrost settlements have an almost continuous distribution. Within the Zee-Bureya Plain, they line the bottoms of wide swampy pads, measured ridges, and watersheds composed of fine sediments from the surface.
The groundwater. Depending on the natural conditions, there are great differences in the conditions for the formation of resources and the composition of groundwater. In the platform conditions of the Angara-Lena Plateau, formation and formation-karst waters predominate in terrigenous-carbonate rocks of the Ordovician and lower. Cambrian, to a lesser extent in alluvial and glacial deposits. Large foci of groundwater discharge are sometimes formed at the contact areas of highly permeable carbonate rocks with poorly permeable terrigenous rocks, forming lithological. barriers. B Baikal mountain. country means. groundwater resources are concentrated in alluvial and lacustrine-alluvial deposits, in massifs of carbonate rocks in fault zones (talik waters). In the Aldan Shield and in the Stanovoy Range, they are also connected mainly with continuous taliks in alluvial deposits; there are fissure subpermafrost and fissure-vein waters in the fault zones. In the Zeya and Zee-Bureya depressions, abundant pressure water horizons (often subpermafrost) are associated with Jurassic and Cretaceous sandstones and lacustrine-alluvial deposits. In the Bureinsky ridge and the Sikhote-Alin region, there are significant. accumulations of formation and fissure waters; for practical groundwater of alluvial deposits of river valleys is most suitable for use.
Important for the formation of hydrogeol. conditions per b.h. The territory of the BAM zone has permafrost rocks. In some cases, they exclude huge massifs from active water exchange, in others they serve as a regional aquiclude, dividing water into subpermafrost and suprapermafrost. zones are extremely diverse in terms of chem. composition, which is determined by the chemical composition of the water-bearing rocks. In a very wide range, the degree of water mineralization also varies (from 0.1 to 630 g/l). Quite numerous mineral waters. The East-Siberian hydromineral region of nitrogen and methane chloride and sulfate salt waters and brines, the Baikal region of nitrogen and methane thermal waters, the Nizhneamurskaya region of cold carbonic waters, and the Amur-Primorskaya region of nitrogen and methane thermal waters stand out. Mineral waters can be used here for medical, thermoenergetic, industrial purposes. purposes, as a source of salt production, etc.
Engineering-geological conditions. The most common feature of engineering geol. the structure of the zone is the predominant development of rocks, slightly overlain. a cover of loose Quaternary deposits of eluvial, deluvial, alluvial and glacial genesis. The thickness of this cover is 2-3 m, in rare cases more than 10-15 m. This is an object of geotechnical engineering. development; it fills overdeep valleys, includes certain fields of development of glacial and hydroglacial deposits, large deluvial plumes. A significantly smaller area is occupied by p-ns, where the entire engineering and geol. composed of loose Cenozoic deposits. These are the rift depressions of the Baikal region and the large depressions of the Amur region.
The most important factor in the formation of engineering geol. conditions - modern. geol. processes and phenomena. In the BAM zone, slope processes (deluvial washout, and especially stone rivers) are ubiquitous, which pose a particular danger in land construction. On alpine-type ridges, avalanches and related forms (foci, flumes, plumes) are widespread. The BAM zone is covered by icings of groundwater and groundwater, which have dec. size and dynamics. Means. some of the icings have developed well-defined icing glades. Such cryogenic phenomena as, polygonal formations (repeated ice veins, ground veins, etc.), structural soils (stone rings, medallion spots, etc.), associated with Ch. arr. with valley bottoms, wide watershed spaces, and plains. In general, the conditions for engineering development of the BAM zone are difficult, especially within the Baikal folded region, where high seismicity, the most severe permafrost and high mountains are combined. relief.
Mineral resources. The BAM zone is a relatively little-studied, but promising region in the east of the country: known large deposits and ore occurrences make it possible to count on the possibility of discovering new industries. deposits of various items and. On the Siberian platform, deposits of gas condensate (Markovskoye, Yarakta, etc.) are known, as well as thick layers of kam. and potash salts (Nepsko-Gazhensky), small deposits and manifestations of phosphorites, coals, cuprous sandstones were found. K Z. from Ust-Kut, deposits of railway were identified and explored. ores of the Angaro-Ilimsky and Angaro-Katsky districts. B Baikal mountain. country of paramount importance are deposits of pyrite-polymetallic. ores in the greenstone strata of the Proterozoic (Kholodninskoye), muscovite (Mamsky district), chrysotile asbestos (Molodezhnoye), gold (placers and small ore deposits) and various ornamental stones. Also known fluorite-polymetallic. deposits in carbonate strata (Barvinskoe, Tabornoe, etc.), manifestations of nickel, molybdenum, tungsten, rare elements, as well as stone. and brown coal. For the Aldan shield, the most important are , kam. coal, and iron. In addition to ore deposits of gold (Aldan district), numerous are known. placers. Coal mines have been explored in the Chulman depression; significant are the prospects for the Tonkinskaya depression and other Mesozoic depressions that form the South Yakutsk depression. Deposits of cuprous sandstones are known in the west of the Aldan shield (Udokan deposit). In Chapo-Tokkinsky p-not established means. iron reserves (magnetite quartzites in ancient strata), deposits of iron ore metasomatic have not been explored in the South Aldan region. type (Taiga, Desovskoye, Pioneer, etc.). Deposits of phlogopite are being developed (Aldan region), deposits of apatite (Seligdarskoye), copper-cobalt ores with platinoids (Chineyskoye), rare elements, as well as corundum, graphite, charoite (the only deposit in the world) have been discovered , horn. crystal, etc.
B Stanovoy region prom. gold mining matters; ore occurrences of molybdenum, cuprous sandstones, polymetallic. ores, mercury, rare elements, apatite, magnetite ores, ornamental stones, builds. materials. The Mongolian-Okhotsk system and Bureinsky are characterized by numerous. placers and small deposits of ores of gold, iron (Garinsky), coal (), manifestations of tin-polymetallic. ores, molybdenum, manganese, phosphorites. In the Sikhote-Alin system, the leading role belongs to the extraction of tin (Komsomolsky, Badzhalsky and other p-ns), deposits of gold and tungsten ores are also known.
In the Neogene-Quaternary depressions are enclosed kam. and brown coal (Lianskoye deposit). In all parts of the BAM development zone, there are numerous deposits of decomp. builds. materials, the reserves of which provide the construction of the route itself, industrial and residential facilities.
The development of mineral resources along with logging will give impetus to the development of the production forces of the BAM zone. Large stocks of valuable items and. contribute to the formation on their basis of terr.-productions. complexes, such as in Yuzh. Yakutia, where large-scale coal mining is developing, and iron mining is possible in the future. ores, apatite, etc. Literature: Pinneker E. V., Pisarsky B. I., Underground waters of the Baikal-Amur Mainline zone, Novosib., 1977; Nekrasov I. A., Klimovsky I. V., Permafrost of the BAM zone, Novosib., 1978; Sobolev Yu. A., Zone of the Baikal-Amur Mainline; ways of economic development, M., 1979; Krasny L. I., Geology of the region of the Baikal-Amur Mainline, M., 1980; Kuznetsov V.A., Problems of metallogeny of the BAM zone, "", 1980, No 6. L. I. Krasny (geological structure), M. S. Naumov (seismicity, permafrost, groundwater, engineering-geological conditions), A. F. Pryalukhina (relief, geological structure, mineral resources).
Mountain Encyclopedia. - M.: Soviet Encyclopedia. Edited by E. A. Kozlovsky. 1984-1991 .
Text for the lecture "On the ways of the Baikal-Amur Mainline"
slide 2-3
The Baikal-Amur Mainline (BAM) is a railway in Eastern Siberia and the Far East. One of the largest railway lines in the world. The length of the main route Taishet - Sovetskaya Gavan is 4287 km. BAM runs north of the Trans-Siberian Railway, branching off from it in Taishet, crosses the Angara in Bratsk, crosses the Lena in Ust-Kut, passes through Severobaikalsk, skirting Lake Baikal from the north, then passes through Tynda, crosses the Amur in Komsomolsk-on-Amur and ends on the shores of the Pacific Ocean in Sovetskaya Gavan. Branches: to Ust-Ilimsk (215 km); to the Chineyskoye field (66 km); to Bamovskaya station (179 km); to Yakutsk (at the end of 2010, 930 km were built, construction continues on the Kerdem - Yakutsk section) (1078 km); to the Elga field (300 km); to Izvestkovaya station (326 km); to Chegdomyn (16 km); to Volochaevka station (351 km); to the Black Cape station - the road to the abandoned construction site of an underwater tunnel to Sakhalin Island (120 km).
slide 4
The route of the highway runs mainly in mountainous areas, including through the Stanovoye Upland, cutting through seven mountain ranges. The highest point of the route is Mururinsky Pass (1323 meters above sea level); the steep slopes when entering this pass require the use of dual traction and limiting the weight of trains. Ten tunnels have been pierced along the route of the road, among them is the longest North-Muysky tunnel in Russia.
The route of the road crosses 11 large rivers, in total 2230 large and small bridges were built on it. The highway passes through more than 200 railway stations and sidings, more than 60 cities and towns.
From Taishet to Ust-Kut the road is double-track and electrified on alternating current (25 kV), from Ust-Kut to Taksimo station the road is single-track and electrified on alternating current (25 kV), to the east the movement is carried out on diesel traction.
Characteristics of BAM:
Operational length - 3509 km.
The length of the straight lines is 1899.8 km.
The length of the curves is 1617.5 km.
Number of ISSO - 3802 km.
w.h. pipes - 1525 pcs.
small bridges - 1162 pcs.
medium bridges - 940 pcs.
large bridges - 195 pcs. w.h.
h\r Lena - 419 m.
h\r Upper Angara - 513 m.
h \ r Vitim - 556.8 m.
black Selemzha - 706.4 m.
h\r Bureya - 957 m.
total bridges - 1297
The total length of the bridges is 96.1 km.
Tunnels in total - 9 incl.
Baikal:
Severomuysky - 15,337 m.
Kodarsky - 2040 m.
Nagorny - 1240 m.
Dusse - Alinsky - 1807 m. (restored)
The total length of the tunnels is 32.3 m.
Stations - 66
Crossings - 144
P. posts - 7
Overpasses - 11
Operational length of the Baikal-Amur railway line from Taishet to Sovetskaya Gavan, taking into account the adjacent sections Izvestkovaya - Novy Urgal - Chegdomyn, Dzemgi - Komsomolsk-Sort. - Volochaevka-2, Tynda - Shturm, the Bestuzhevo - Neryungri section is 5676 km, including:
The length of double-track sections is 849 km (15%) (as of 01.01.2006);
The length of single-track sections is 4827 km (85%);
1751 km electrified (31%);
The length of sections on diesel traction is 3925 km (69%);
Equipped with automatic blocking 4189 km (74%);
4134 km (73%) equipped with dispatcher centralization;
Equipped with semi-automatic blocking 1478 km (26%).
The useful length of the receiving and departing tracks on the highway from Taishet to Komsomolsk corresponds to the standard of 71 c.u. (1050 m). In the section Komsomolsk - Sovetskaya Gavan, the length of the receiving and departing routes does not exceed 850 m (less than 71 above sea level).
The main limiting element of the infrastructure on the route of cargo to the ports of Vanino and Sovetskaya Gavan is the railway crossing the Sikhote-Alin ridge in the area of the Kuznetsovsky Pass (section Kosgrambo - Vysokogornaya - 31.1 km). Currently, because of this section of the railway (with a rise of 27‰) in the direction of Komsomolsk-Sort. – Currents are circulated by trains with a weight limit limited to 3600 tons. On the rest of the Baikal-Amur Mainline, on the Taishet - Komsomolsk direction, it is possible to implement weight norms of 5600-5800 tons.
In general, the direction from Taishet to Sovetskaya Gavan is characterized by a rather complex profile: slopes of 19-24‰, curves of small radius, in some areas small bridges are located every 100-200 m. The average length of the hauls is 25-30 km.
Due to the unsatisfactory condition of the track (deformation of the subgrade, curves of small radius) for 30% of the length of the highway (about 1500 km), the maximum speed of freight trains does not exceed 45 km/h, while the section speed is 38 km/h, which has a significant impact to limit the available bandwidth of the direction as a whole.
In addition, over the past decades, there has been a significant aging of the main devices of signaling (3000 km), communications (2500 km).
At present, the highway provides transportation of cargoes to the ports of Vanino and Sovetskaya Gavan in the amount of 8-10 million tons/year, while already in 2006 there were no capacity reserves for 280 km of the direction.
Slide 5. Brief information about natural conditions in the BAM zone
The natural conditions of the Baikal-Amur Railway are complex and varied. They are characterized by mountainous terrain in the western section and haze areas in the eastern.
Almost Arctic severity of the climate is characteristic of all areas of the passage of the highway, which determines the presence of permafrost, the widespread development of active physical and geological phenomena and processes, high seismicity, snow avalanches (especially on the western section of the highway), mudflows, etc., which are the reason for the large volume of work and the complexity of construction.
The route of the highway passes through a complexly dissected mountain-taiga region.
Over 3,500 watercourses are crossed by the route along its length. Among them are the largest rivers of Siberia and the Far East: Lena, Kirenga, Upper Angara, Vitim, Olekma, Nyukzha, Zeya, Selemdzha, Bureya, Amgun.
The rivers are mountainous and fast flowing.
Floods are characterized by short duration with sharp 6–10-meter rises and drops in levels, and high flow rates.
The climate of the entire BAM zone is sharply continental with long cold winters (8 months) and short warm and rainy summers.
Average annual air temperatures throughout the BAM zone are negative and vary from minus 3.2 (Nizhniangarsk) to minus 7.8 °C (Chara). The absolute minimum temperatures reach minus 60 °C, the absolute maximum air temperature is plus 40 °C.
The route passes in the southern zone of the area of permafrost development. This determines the combination of permafrost and thawed rocks, high-temperature (0 - minus 1.5 °С) and low-temperature (minus 1.5–6.6 °С) permafrost soils in a number of sections of the route, large differences in the thickness of frozen strata (from 0.5 up to 100–200 m and more).
The annual amount of precipitation throughout the BAM zone ranges from 350 to 700 mm or more.
The estimated score during design was taken no higher than 9 points, with catastrophic earthquakes with a force of 10–12 points noted.
The route of the highway for 410 km passes in the zone of 8-magnitude and 740 km - in the zone of 9-magnitude earthquakes.
Slide 6. Brief information about natural conditions in the BAM zone
The main mineral deposits of the BAM gravity zone.
Deposits that are currently being developed on an industrial scale and play a cargo-generating role for loading the Baikal-Amur Mainline:
Neryungri and Urgal coal mines;
Korshunovskoye and Rudnogorskoye iron ore mines.
Apsatskoye, Ogodzhinsky and Elga coal mines;
Chineyskoe, Taiga and Garinskoe iron ore;
Udokan copper;
Kuranakhskoye and Katuginskoye polymetallic;
Evgenevskoe apatite;
Kovykta gas;
Talakanskoye, Verkhnechonskoye, Chayandinskoye, Srednebotuobinskoye, Yarakta, Dulisminskoye, Ayanskoye and Adnikanskoye oil and gas fields.
Promising fields that require additional exploration and evaluation of the economic efficiency of development:
Neryundinskoe, Kapaevskoe, Polivskoe iron ore;
Khlodnenskoye and Shamanskoye polymetallic;
Golevskoe synnyrites;
Ukdusk and Seligdar apatites;
Nepa potash basin.
Within this territory, geologists have explored many objects attractive to investors, including: the Udokan copper deposit, the Chiney complex deposit with iron ores and polymetals of unique composition, the Apsat coal deposit, the Elga coking coal deposit, and the Kuranakh gold deposit. The payback period for the development of these deposits does not exceed ten years.
With the beginning of the development of these pantries, the inhabitants of the BAM zone automatically receive a job, local budgets - taxes, regions - stability. It is known that the growth of the well-being of railways and railway workers is directly proportional to the volume of freight traffic.
Slide 7. Brief information about natural conditions in the BAM zone
On the site from p. Lena to the Baikal Ridge, permafrost has an island character of the valley type. The thickness of the permafrost is about 30 m, the temperature is mainly from minus 0.2 to minus 0.8 ° C
Along the route, within the Baikal and Trans-Baikal high-mountain regions, there is also insular permafrost with a thickness of 5–20 to 60 m. The temperature of frozen soils varies from minus 0.2 to minus 1.0 °С. There are ice lenses of various origins.
Here, in the low-mountain regions, numerous permafrost phenomena are traced: thermokarst funnels, mari, cracks and heaving mounds.
The thickness of permafrost soils at the site of st. Nizhneangarsk - st. Chara varies from 40–50 to 100 m or more. The temperature of permafrost soils ranges from minus 0.7 to minus 6.6 °C. Permafrost soils are characterized by subsidence III-IV (sandy loam, sands) and I-II categories (pebbles).
The strip of the route from Chara to Tynda is practically covered by continuous permafrost. The permafrost is confluent, mostly low-temperature.
The geocryological structure of the area of the Tynda-Urgal route is more complex. Here, zones of insular (more than 50% of taliks), massive-island (40–50% of taliks), discontinuous (10–25% of taliks) and continuous distribution of permafrost are distinguished. Average annual temperatures here vary from 0 to minus 5 °C, and the thickness of permafrost varies in this area of the route from 100–200 m in the village. Tynda up to 30-60 m in the area of the village. Urgal.
In the area of the Urgal-Komsomolsk-on-Amur highway, permafrost is developed, characterized by a continuous distribution of 32%, discontinuous - by 36% and insular - by 32% of the extent of frozen soils.
Slides 8 - 9. Brief information about natural conditions in the BAM zone
Ice phenomena are observed along the entire route of the highway. By type, they are river, ground and mixed.
The thickness of icing ice varies from 1–1.5 to 3–4 m, reaching 6 m in some watercourses in some winters.
Underground ice is observed mainly on the floodplain and above-floodplain terraces of almost all major rivers in the highway zone. The depth of the ice varies from 0.5 to 5 m, and the thickness of the ice varies from 2–3 to 10 m, and in some places reaches even greater values. Underground ice develops along river terraces.
Thermokarst lakes and heaving mounds have smaller distribution areas than ground ice. The areas of individual thermokarst lakes reach 2–5 ha, and the size of individual heaving mounds is up to 20–30 m in diameter and 4–6 m in height.
A characteristic feature of the landscape of permafrost regions is mari (bogs on permafrost), covering almost the entire area of floodplain terraces, low floodplain terraces and, in part, low areas of high terraces.
Large-block scree, rockfalls, kurums are widespread in the area from Kirenga to Tynda and cover almost all slopes of mountain river and stream valleys.
In the mountainous regions of the route, mainly from Kirenga to Tynda and from Urgal to Berezovka, mudflows are often formed, which, as a rule, belong to water-stone flows and act mainly along small watercourses with a length of 3 to 20 km.
Snow avalanches threaten the route to the greatest extent on the Baikal and Severo-Muisky ridges.
At the survey stage, 294 avalanche complexes were surveyed, crossed by the route or located near it. This made it possible to take into account the avalanche danger and lay the track almost along its entire length outside the avalanche zones.
Other engineering-geological processes, such as solifluction, landslides, bank erosion, and others, are also developed in the area of the route, but they did not have a significant impact on the laying of the route.
Slide 10. The history of the construction of BAM
The territories that today are included in the BAM zone began to be developed by the Russians after the campaigns of Yermak (1581-85) and the defeat of the Siberian Khanate. In an exceptionally short period of time - a little more than half a century - almost all of Siberia was annexed to the Russian state, the Russians reached the shores of the Sea of \u200b\u200bOkhotsk and the Pacific Ocean, and somewhat later reached North America.
The development of vast areas beyond the Urals, of course, cannot be explained only by an attempt by the most active part of the Russian peasantry and Cossacks to get away from serfdom and church-state control. Such a spontaneous, intuitive impulse to the East turned out to be not only the historical and religious response of the Russian Orthodox world to the colonial expansion of Catholic and Protestant Europe - it also created a global alternative to the "Eurocentric" policy of the Russian state.
This alternative began to be realized only at the end of the 19th century, when the rapid development of Japan, and especially the United States, became a harbinger of the inevitable collapse of the old European metropolises. The entry of Russian goods into the markets of China and Central Asia, as well as ensuring the security of the eastern borders of the Russian Empire, brought to life the grandiose project of the Trans-Siberian Railway, brilliantly implemented in an incredibly short time. And, if the loss of Alaska did not cause any political reaction, then the defeat in the war with Japan in 1904-1905, the loss of the Kuriles, South Sakhalin and influence in Manchuria - put on the agenda a more balanced policy, made it necessary to seriously develop the economic development of Siberian regions and the Far East. To solve these problems, there was a catastrophic lack of population and transport routes. It is no coincidence that the plans for railway construction along the “northern route” in the current BAM zone with access to the regions of Yakutsk and Magadan and further to the Bering Strait date back to this time.
In the first half of the 19th century the first proposals and projects for the transport development of Transbaikalia and the Amur region appear. The Decembrists exiled to Siberia were the first to talk about railway construction in this area - among them M. Bestuzhev, G. Batenkov, D. Zavalishin and others.
The first BAM projects arose in the 1880s, when the construction of the Trans-Siberian railway from Chelyabinsk to the Pacific Ocean began. The idea of building the BAM escalated when they began to discuss the possible directions of the eastern part of the Trans-Siberian Railway, as it was then called. According to one proposal, the railway should have been built in the direction of Irkutsk, the southern tip of Baikal and along the southern shore of the lake to the Selenga and Khilok (southern version), according to another, from Taishet to the north of Baikal, from there to the Muya, then to the tributary of the Shilka River and beyond on the Amur (northern version).
It was decided to carry out surveys of the route of the future road according to both options. In 1889, a group of surveyors led by Colonel Voloshnikov made a "railway reconnaissance" of the territory between the Angara and Muya rivers. Another group, led by engineer Prokhasko, in the same year, explored the area between the Muya and the Black Uryum (the left tributary of the Shilka).
The work carried out showed the great complexity of the relief and soils of the northern Baikal and Transbaikal regions. In addition, this area was almost completely deserted. Therefore, during the construction of the Trans-Siberian Railway, preference was given to the southern option. The question of building a railway between the northern tip of Lake Baikal and the Amur disappeared, but not for long.
Slide 11. The history of the construction of BAM
The possibility of laying a shorter railway line through the northern tip of Lake Baikal constantly attracted the attention of specialists in subsequent years. Instead of designing a large highway through the north of the Baikal region, projects began to be put forward to connect the Lena gold mines with the Trans-Siberian by a railway line. In order to solve this problem in the pre-war period, that is, before 1914, a number of reconnaissance (purely preliminary) surveys were carried out in the following directions: Irkutsk - Bodaibo, Irkutsk - Zhigalovo, Irkutsk - Verkholensk, Irkutsk - Kachug, Taishet - Bratsk - Ust- Kut and others.
However, there was still no systemic picture of the mineral resource base, which was still not in demand by the Russian economy. The process of development by railways of the Euro-Asian spaces at that time was just beginning. The need to ensure the security of the eastern borders of the Russian Empire brought to life a grandiose project for the construction of the Trans-Siberian Railway.
The railway to the Lena mines was not built, but the work on its exploration did not remain fruitless. As a result of the research, extensive material on the relief, soils, soils, etc. was collected and processed. And the direction Taishet - Bratsk - Ust-Kut was the western part of the BAM.
The outbreak of the First World War interrupted the exploration of a steel track from the central part of Eastern Siberia to the Amur through the north of Lake Baikal. Thus ended the first period of the "biography" of BAM. The second was destined to begin under Soviet rule.
Slide 12. The history of the construction of BAM
Russia's defeat in the Russo-Japanese War (1904-1905) showed the vulnerability of the Trans-Siberian Railway. Since the 1880s The main motive for the construction of BAM was the military-strategic goal of the government. This motif retained its significance in Soviet times.
In 1924, the Council of Labor and Defense of the USSR approved a long-term plan for the construction of the country's railways. For the first time, the contours of the future "Second Trans-Siberian" were outlined in the papers.
In 1930, the Dalkraikom of the All-Union Communist Party of Bolsheviks sent a proposal to the Central Committee of the All-Union Communist Party of Bolsheviks and the Council of People's Commissars of the USSR on the design and construction of the second Trans-Siberian Railway with access to the Pacific Ocean. In this document, the future railway was first called the "Baikal-Amur Mainline". In April 1932, the first government decree "On the construction of the Baikal-Amur Mainline" appeared. Design organizations have begun surveying the BAM route.
After the restoration of the economy, destroyed by the civil war and during the years of intervention, our country began the systematic involvement in the economic circulation of the natural resources of the eastern regions. unfolded big railway construction in the sparsely populated parts of the country. Research began on the railway track on the BAM route as well.
The first survey work on the eastern section of the BAM began in 1926–1928. They were led by a special corps of the Railway Troops of the Red Army (created on January 14, 1932). The beginning of mass survey work at BAM dates back to May 1931.
In 1931, Dalzheldorstroy NKPS conducted reconnaissance surveys at the Klyuchi - Kirensk section and surveys at the Bochkarevo - Nikolaevsk-on-Amur and Khabarovsk - Sovetskaya Gavan sections. Initially, BAM was considered within the eastern section - from the Urusha station of the Trans-Baikal Railway to the village of Permskoye on the Amur.
To conduct research, a special East Siberian expedition of technical surveys was created - in short, Vosttiszheldor.
The survey used aerial photography. For the first time, Art. Bam (Takhtamygda, at the junction of the Trans-Siberian Railway with BAM).
Slide 13. The history of the construction of BAM
In 1933, the very first government decree "On the construction of the Baikal-Amur Mainline" was issued. The general direction of the BAM route with strongholds Taishet - Severobaikalsk - Tyndinsky - Urgal - Komsomolsk-on-Amur - Sovetskaya Gavan has been determined.
As planned, in 1933 the final surveys on the site Takhtamygda - Tynda were completed, and in the same year from the station. Bam Trans-Baikal Railway construction began.
In the next year, 1934, the BAM construction management carried out final surveys on the Tynda - Ust-Niman section and preliminary surveys on the Ust-Niman - Komsomolsk-on-Amur section.
For 1932–1934 surveys of the railway line Volochaevka - Komsomolsk-on-Amur were completed and its construction began. The railway was needed by a large Komsomol construction site, which was unfolding at that time on the Amur. At the same time, according to the plan, it was the approach line to the BAM, that is, it was supposed to serve as a kind of its rocade.
The search for another access railway line to BAM Urgal - Izvestkovaya began in 1934.
Since 1932, exploration work has also been carried out on the extreme eastern section of the BAM - from Komsomolsk-on-Amur to Sovetskaya Gavan.
In the central and western sections of the Baikal-Amur Mainline, surveys were carried out on a much smaller scale.
In 1932–1936 The NKPS also carried out a number of surveys at the Taishet-Ust-Kut section.
Soviet-Japanese conflict on the lake. Hasan and R. Khalkingol forced to speed up the process of increasing military traffic along the Trans-Siberian. Work at BAM was curtailed. In 1937, the second resolution on the construction of the BAM was issued. The current route from Taishet through Ust-Kut, Nizhneangarsk, Tynda, Urgal, Komsomolsk-on-Amur to Sovetskaya Gavan was approved. In 1937–1938 a significant part of the workforce was involved in the construction of the second tracks of the Trans-Siberian. For the development of survey and design work, Bamtransproekt was created (since 1939 - Bamproekt).
Slide 14-15. History of BAM construction
At the end of 1937, the Bamlag prisoners completed the construction of the 178-kilometer section Bamovskaya - Tynda, which was dismantled in 1942.
On the Izvestkovaya-Urgal section (339 km), work began in 1937. In 1942, the line was put into operation with large imperfections, and in 1943 it was dismantled.
By 1941, 123 km of track from Urgal to Komsomolsk had been built, and then mothballed.
On the Taishet-Padun section, construction began in 1938. By 1941, 68 km of track had been laid, which was mothballed at the end of 1941. At the same time, construction was suspended on the Komsomolsk-on-Amur-Sovgavan section.
During the Great Patriotic War, rails, metal spans and railway equipment of BAM were used to build the "Zavolzhskaya rokada" Saratov - Stalingrad.
As a result, in 1942, the railway communication on the already built sections of the BAM was terminated.
Slide 16. The history of the construction of BAM
In 1943, the State Defense Committee of the USSR began the accelerated construction of the section Komsomolsk-on-Amur - Sovetskaya Gavan (468 km).
The tight deadlines for construction did not allow crossing the Sikhote-Alin ridge with a tunnel. The railway in this section was laid as an open track along the Kuznetsovsky Pass using curves with a radius of 200 m and triple traction slopes. Pass bypasses were operated during 1945–2012. Ferry (in summer) and ice (in winter) crossings at the crossing of the Amur near Komsomolsk functioned for more than 30 years (from July 19, 1945 to September 26, 1975).
In July 1945, the railway line to Sovetskaya Gavan went into operation. In 1945, the construction of the railway was resumed. line Taishet - Ust-Kut. In 1947, the Taishet-Bratsk line was opened. In July 1951, she was brought to st. Lena (Ust-Kut). This accelerated the construction of the Bratsk hydroelectric power station and large industrial facilities in Bratsk and Ust-Ilim.
In 1951, the Izvestkovaya-Urgal section (340 km) was put into operation. As a result, the connection between BAM and Sakhalin, Kamchatka, Kolyma and Chukotka has been strengthened.
In 1958, the Taishet-Lena section (692 km) was put into operation.
From the late 1950s to the late 1960s. minor work was carried out to fill the embankment, to develop the rock to the west of Komsomolsk-on-Amur. The constructed sections of the BAM and the connecting line Izvestkovaya - Urgal were used as logging roads.
In the 1930s–1950s at the expense of public funds, 2,075 km of railways were built (mainly according to lighter standards) on the approaches to the BAM and on the end sections.
In 1953, after the death of I.V. Stalin, until the mid-1970s. there was a break in construction. However, the military confrontation between the USSR and China on Domanskoye forced the government to resume large-scale work on the BAM.
Slide 17. The history of the construction of BAM
In 1967, the Central Committee of the CPSU and the Council of Ministers of the USSR issued a resolution on the resumption of design and survey work at the BAM. They were assigned to carry out by seven institutes of MTS Glavtransproekt, including Mosgiprotrans, Lengiprotrans, Sibgiprotrans.
Mosgiprotrans carried out the general management, the development of the main technical solutions for the projected highway, and the analysis of the general direction in the new design standards. The design of some of the most complex objects, the solution of scientific problems was carried out by specialized institutes of the MTS and the Ministry of Railways, as well as research and design organizations of other departments.
The All-Union Order of the October Revolution Scientific Research Institute of Transport Construction (TsNIIS) developed and implemented two all-Union scientific and technical programs on new progressive designs, technical solutions, improvement of technological processes and coordinated the activities of about 100 co-executing organizations.
In 1964–1974 design and survey work was carried out taking into account new technical conditions, seismic hazard, replacement of locomotive traction with diesel and electric ones.
The large BAM, the construction of which began in July 1974, was impossible without the preliminary implementation of approaches to it and connecting branches, invaluable experience in surveys, design and construction, accumulated since the beginning of the 30s. The main direction of the route Ust-Kut - Nizhneangarsk - Chara - Tynda - Urgal - Komsomolsk-on-Amur - Sovetskaya Gavan, finally chosen in 1942 as a result of many years of study, turned out to be optimal.
In 1974, construction work began on the BAM: a total of 4,200 km were to be built. During 1979 - 1989. the main line was gradually put into permanent operation at the start-up complex, and a number of lines - in full design. The construction of the western section of the BAM, the second track Taishet - Lena and the lines Bamovskaya - Tynda - Berkakit was carried out by the organizations of the Ministry of Transport Construction (since 1992 - the Corporation "Transstroy"), and the eastern one - by the railway troops. The Ministry of Railways of the Russian Federation acted as the customer of the entire BAM complex.
Since 1974, work on the construction of the BAM unfolded on a broad front.
On July 8, 1974, the Decree of the Central Committee of the CPSU and the Council of Ministers of the USSR "On the construction of the Baikal-Amur Railway" was issued. A commission of the Council of Ministers of the USSR for the construction and development of the BAM was established (July 1974). As well as the construction organization "Glavbamstroy" (head K.V. Mokhortov - Deputy Minister of Transport Construction, graduate of NIVIT). The necessary funds were allocated for the construction of the first category railway with a length of 3,100 km, the second line Taishet - Lena (721 km), the line Bamovskaya - Tynda - Berkakit (Small BAM).
On the Small BAM with a length of more than 399 km, 300 km of highway roads were laid, an earthen bed in the amount of 35 million m 3 was erected. Volunteer Komsomol members, military builders, student construction teams from the USSR, Bulgaria, Hungary, Mongolia and other countries became the main building forces.
A powerful flow of financial resources and equipment was sent to BAM.
Slide 18. The history of the construction of BAM
The construction of the BAM main route was carried out in eight directions: from the station. Lena to the east, from st. Tynda to the east and west, from st. Komsomolsk-on-Amur to the west, from the station. New Urgal to the west and east, from the station. Berezovka (Postyshevo) to the east and west. Along with the laying of the railway line, residential settlements, cultural centers, consumer service institutions were built, industrial and technical buildings, communications were built, and settlements were improved.
The importance of the construction of the BAM for the economic development of Siberia and the Far East was never denied, its economic feasibility was implied, and the military-strategic necessity was emphasized.
Slide 19. The history of the construction of BAM
At the XVII Congress of the Komsomol, the highway was declared an All-Union Komsomol construction site. 39 sponsored construction organizations from the republics, territories, regions and cities were sent to build settlements at the stations. Urgal was built by Ukraine, Uoyan - Lithuania, Kichera - Estonia, Tayura - Armenia, Ulkan - Azerbaijan, Soloni - Tajikistan, Alonka - Moldova, Zeysk - Bashkiria, Fevralsk - Krasnoyarsk, etc.
39 patronage organizations participated in the construction of 39 settlements and 2 cities at BAM stations, including: Leningrad (Severobaikalsk station), Latvian and Byelorussian SSR (Taksimo station), Moscow (Tynda station), Moscow region ( st. Dipkun and st. Tutaul), Novosibirsk region (st. Tungala and st. Postyshevo), Ukrainian SSR (st. Urgal).
At the height of construction, the BAM team numbered approximately 130,000 people of more than 75 nationalities. In total, more than 50,000 students worked at BAM during the 15 years of construction.
For 15 years, 84,236 workers received vocational training at Glavbamstroy alone, and 338,883 builders completed off-the-job training. About 8,000 builders received secondary and higher education in absentia.
Slide 20. The history of the construction of BAM
The BAM used the latest designs, methods of construction and operation of facilities in the most difficult hydrological conditions, powerful equipment and rational labor methods. So, for example, track ballasting was carried out immediately after the laying of the rail-sleeper grid. This made it possible to preserve the subgrade, increase the speed of trains, and ensure the safe passage of heavy cranes and heavy rolling stock.
During the construction of artificial structures, progressive structures and technologies were used: corrugated metal culverts, columnar and gantry bridge supports, unified concrete blocks, suspended installation of superstructures. A way was found to preserve permafrost soils using liquid cooling systems. For the first time here, methods were developed and implemented to control the thermal regime of embankments on subsidence, during thawing, bases using structures made of sorted stone, foam plastic and geotextiles.
During the electrification of sections of the BAM, unconventional solutions were found for the construction of longitudinal power lines. The operation of the constructed sections of the railway was carried out in the conditions of the ongoing construction of the railway track. New methods of organizing the transportation process in difficult technological and climatic conditions were introduced.
Slide 21. The history of the construction of BAM
17 (28) April 1984 at times. Miroshnichenko (491 km east of Tynda, 2,835 km from Taishet), the eastern section of the BAM was docked.
On September 20 (29), 1984, the path of the western section of the BAM was docked at times. Balbukhta (1,608 km from Taishet, 876 km east of Lena station).
October 1, 1984 at st. Kuanda was laid the "golden link" of BAM. The 10-year stage of construction of the highway was completed. On October 27, 1984, the first two passenger trains with honorary passengers from Ust-Kut and Komsomolsk arrived in Tynda. Through traffic of trains along the BAM has opened!
During 1980–1989 sections of the highway were gradually put into permanent operation at start-up complexes. At the end of 1989, an act of the State Commission was signed on the acceptance into permanent operation of the last hauls of the BAM:
- in September 1989, the section Verkhnezeysk (Zeysk) - Tungala (156 km) was put into permanent operation;
- in October 1989 - Taksimo - Chara (250 km);
- at the end of 1989 - Angarakan - Taksimo (101.5 km) bypassing the Severo-Muisky tunnel with a slope of 18 ‰.
However, the longest 15-kilometer tunnel in Russia under the Severo-Muisky ridge remained unfinished.
Slide 22. The history of the construction of BAM
The tunnel route crosses four fault zones filled with water. Tunneling was associated with chemical fixation and freezing of soils. The constant movement of trains through it began on December 5, 2003. The reasons for the long construction were the erroneous assessment of all the difficulties of the future construction of the tunnel and delays in financing (especially in the last years of construction).
Before the tunnel was put into operation, the movement of trains was carried out from March 8, 1983 to November 1989 along a bypass 26.4 km long with a longitudinal guiding slope of 40 ‰, and from November 1989 to December 2003 - along a bypass with a length of 54, 3 km (open track of the second track) with a slope of 18 ‰.
The length of the tunnel is 15,343 m in a single-track double-slope design at a depth of up to 1,000 m. The length of all passed workings of various sections during the construction period was 43.1 km. The volume of rock, issued from the faces during the construction of the tunnel, is 2.9 million m 3. At the peak of the construction work of the almost 30-year period of construction of the BAM (1974–2003), up to 6 thousand people were simultaneously involved. The builders did a colossal job: they removed more than 2 million m 3 of soil, laid 700 thousand m 3 of monolithic reinforced concrete, and assembled 70 thousand tons of metal structures. The mileage of double-traction trains along the detour was 39 km, the costs were 15 million rubles. per year, the travel time is 2.5 hours, and the mileage through the tunnel was 15 minutes with a single traction. As a result, the level of train traffic safety has increased.
Slide 23. The history of the construction of BAM
In 1996, the BAMZhD was disbanded: its western section was taken over by the East Siberian Railway, and the eastern section - by the Far Eastern Railway. BAM made it possible to solve complex issues of economic development of the region rich in raw materials, a new outlet to the Pacific Ocean, connected our state with the countries of the Asia-Pacific region. BAM reduces the range of cargo transportation compared to the Trans-Siberian to Tynda by 590 km, to Komsomolsk - by 488 km, to Khabarovsk - by 230 km.
So, the final point in the construction of the BAM can be considered December 5, 2003 - the date of putting the Severo-Muisky tunnel into permanent operation.
Slide 24. BAM today
The Baikal-Amur Mainline (BAM) runs through the territory of the Irkutsk Region, the Trans-Baikal Territory, the Amur Region, the Republics of Buryatia and Sakha (Yakutia), and the Khabarovsk Territory.
Key stations of BAM:
Taishet;
Lena;
Taximo;
Tynda.
Slide 25. BAM today
Neryungi;
New Urgal;
Komsomolsk-on-Amur;
Soviet harbor.
The total length of the BAM from Taishet to Sovetskaya Gavan is 4,300 km.
BAM is connected to the Trans-Siberian Railway by three connecting lines: Bamovskaya - Tynda, Izvestkovaya - Novy Urgal and Volochaevka - Komsomolsk-on-Amur.
At present, a double-track railway has been built from Taishet to Lena (704 km) and a single-track railway from Lena to Taksimo (725 km). On the rest of the BAM section, a single-track railway with diesel traction was built.
BAM passes through the territory with severe natural and climatic conditions - through areas of permafrost (the depth of which is from 1-3 to hundreds of meters) and high seismicity (up to 9 points). The highway crosses 11 full-flowing rivers (among them Lena, Amur, Zeya, Vitim, Olekma, Selemdzha, Bureya) and 7 mountain ranges (Baikal, Severo-Muisky, Udokansky, Kodarsky, Olekminsky Stanovik, Turansky and Dusse-Alinsky). Due to the difficult terrain, more than 30 km of the railway passes in tunnels (among them are Baikal (6.7 km) and Severo-Muisky (15.3 km)).
During the construction of BAM, the latest designs were applied, new methods of construction and operation of facilities in difficult hydrogeological conditions were developed and patented.
Slide 26-27. bam today
The construction of BAM solved the tasks of the national level:
open access to the natural resources of a vast region;
transit traffic is provided;
the shortest East-West intercontinental railway route was created, running for 10,000 km along Russian railways;
in the military-strategic sense, the highway fends off possible failures and interruptions in the movement of trains on the Trans-Siberian.
Currently, the socio-economic potential of the BAM is not fully disclosed. The operation of this highway does not bring profit to Russian Railways. The main reason for this situation is the slow development of adjacent territories. Of the planned nine territorial production complexes, which were supposed to ensure the loading of the BAM, only one has been implemented - in the Neryungri coal basin.
In the direction of Taishet - Tynda - Komsomolsk-on-Amur, the volume of transportation in the cargo direction is about 12 million tons per year. The limitation of the throughput capacity of the BAM sections was caused by the closure of separate points during the period of a decline in traffic in the 90s, the presence of sections where the turnaround time was violated, there were defects in the subgrade, the superstructure of the track and artificial structures.
BAM carries about 12 million passengers a year. The intensity of passenger train traffic along the highway is insignificant - 1-2 pairs of trains per day on the Komsomolsk-Severobaikalsk section and 9-16 pairs on the western section.
Slide 28
Investments in the amount of 2.6 billion rubles will be spent on the laying of second tracks and the start of construction of tunnels on the Baikal-Amur Mainline in 2013.
The strategic position of the BAM, the technical and economic potential of the area of its passage is so huge that, of course, it will be in demand by Russia in the foreseeable future.
JSC "Russian Railways" has developed a "Strategic Program for the Development of the Baikal-Amur Mainline until 2020". It is planned to spend 317.2 billion rubles on the development of the highway until 2020. in 2006 prices. (70% of investments will be provided by Russian Railways, 30% - by the investment fund). Due to these investments, a significant amount of work is envisaged:
construction and restoration of 91 sidings;
construction of 800 km of the second main tracks;
equipment of about 700 km of railway lines with automatic blocking;
extension and construction of 171 receiving and departure tracks;
acquisition of about 750 freight locomotives and about 11,000 freight wagons;
reconstruction of 85 bridges, 3 tunnels, 650 km of subgrade, etc.
The program "Railway transport" of the federal target program "Development of the transport system of Russia (2010-2015)" provides for:
construction of a new railway line Tommot - Kerdem - Yakutsk (Nizhny Bestyakh) with a total length of 450 km;
designing a new railway line Selekhin - Nysh with a total length of 582 km.
Tourism can become one of the most important areas for boosting the economy of the BAM zone. Of great interest for international and Russian tourism are the Baikal Ring, which includes the Angara hydroelectric power stations, the Upper Lena, the Tsarskaya Hollow, Sikhote-Alin and other places with excellent recreational conditions.
Transport development of the BAM zone should not be limited only by the railway. BAM will work effectively and fully only when it is helped by sea and river ports (Vanino, Osetrovo, Komsomolsk-on-Amur), when a highway runs parallel to the route and access roads to Udokan and other mineral deposits, forests are built, when Dozens of airports of local airlines and large international airports will start operating. We should talk about the development of the entire transport complex, including all types of modern transport.
The integrated development of the BAM zone also implies a second exit of the railway route to the Pacific Ocean, since the growing trade of the APEC countries with Europe opens up serious opportunities for using the BAM as the shortest and most reliable transport route between these world centers. It is also important to expand our own trade with APEC.
Slide 29
What is the future fate of BAM? Today it can be unequivocally stated that BAM is waiting for grandiose development. What will happen is what was said at the time of its construction, "BAM-the future of the country." Today, life itself will push both the Government of the Russian Federation and the Russian Railways company and other interested departments to complete the reconstruction of BAM. The implementation of the largest projects in the Far East and the north of the country will depend on the increase in the capacity of the BAM.
The start of the project for the modernization of the Baikal-Amur Mainline (BAM) has been laid. This was told by the President of JSC "Russian Railways" Vladimir Yakunin at a press conference on the results of the board of the company. He stressed that the company has begun to implement the decisions of the President of Russia Vladimir Putin . According to him, work has already begun on the expansion of a number of bottlenecks. “In fact, the project as a whole is still under development, but there are also projects in specific areas. Taking into account the work on their development, we can consider that we are at the initial stage of implementation”- said Yakunin. " With the participation of federal budget funds, the implementation of such projects asreconstruction and modernization of the Baikal-Amur and the Trans-Siberian Railway…”- supported the President of JSC " Russian Railways» Minister of Transport of Russia Maxim Sokolov.
In July 2013, at a meeting with members of the government in Novo-Ogaryovo, Russian President Vladimir Putin proposed updating the scheme for the development of the Trans-Siberian Railway and BAM. Both lines must be expanded, modernized, extended. " Over the past five years, only in the direction of the Far Eastern ports of Russia, the volume of freight rail trafficgrew by 55%, amounting to about 110 million tons per year - these are record figures for this area", Putin stressed.
It is planned to finance this project at the expense of Russian Railways, the National Wealth Fund of Russia (NWF) and the budget.
Prepared materials: FEDERAL STATE BUDGETARY EDUCATIONAL INSTITUTION OF HIGHER PROFESSIONAL EDUCATION "SIBERIAN STATE UNIVERSITY OF COMMUNICATIONS", FEDERAL STATE BUDGETARY EDUCATIONAL INSTITUTION OF HIGHER PROFESSIONAL EDUCATION "MOSCOW STATE EDUCATION"
Baikal-Amur Mainline (BAM)
The Baikal-Amur Mainline (BAM) runs through the territory of the Irkutsk Region, the Trans-Baikal Territory, the Amur Region, the Republics of Buryatia and Sakha (Yakutia), and the Khabarovsk Territory.
Key stations of BAM: Taishet; Lena; Taximo; Tynda; Neryungi; New Urgal; Komsomolsk-on-Amur; Vanino; Soviet harbor.
The total length of the BAM from Taishet to Sovetskaya Gavan is 4,300 km. BAM is connected to the Trans-Siberian Railway by three connecting lines: Bamovskaya - Tynda, Izvestkovaya - Novy Urgal and Volochaevka - Komsomolsk-on-Amur.
At present, a double-track railway has been built from Taishet to Lena (704 km) and a single-track railway from Lena to Taksimo (725 km). On the rest of the BAM section, a single-track railway with diesel traction was built.
BAM passes through the territory with severe natural and climatic conditions - through areas of permafrost (the depth of which is from 1-3 to hundreds of meters) and high seismicity (up to 9 points). The highway crosses 11 full-flowing rivers (among them Lena, Amur, Zeya, Vitim, Olekma, Selemdzha, Bureya) and 7 mountain ranges (Baikal, Severo-Muysky, Udokan, Kodarsky, Olekminsky Stanovik, Turan and Dusse-Alinsky). Due to the difficult terrain, more than 30 km of the railway passes in tunnels (among them are Baikal (6.7 km) and Severo-Muisky (15.3 km)).
During the construction of BAM, the latest designs were applied, new methods of construction and operation of facilities in difficult hydrogeological conditions were developed and patented.
"History of construction of BAM"
The prerequisites for the start of the construction of the Baikal-Amur Mainline were the disappointing results of the Russo-Japanese War of 1904-1905, which showed the urgent need to build a second rokadnaya railway in the east of the country, duplicating the Trans-Siberian Railway.
According to the original plan, the highway was supposed to run from Ufa along the shortest distance to the eastern sea coast through the northern tip of Lake Baikal.
In Soviet times, research on the development of the railway network in the east of the country resumed in the late 1920s. - early 30s. It was then that the road from Taishet to the east first received its modern name - the Baikal-Amur Mainline. It was proposed to start the road from the Urusha station (approximately the middle of the current BAM near Skovorodina), and the final point was planned to be Komsomolsk-on-Amur, which was then the village of Perm.
In 1932, the Council of People's Commissars adopted a resolution "On the construction of the Baikal-Amur Mainline", which approved the plan for the construction of the BAM. The construction was planned to be completed in 3 years: through traffic along the entire highway in the operating mode was to be opened by the end of 1935.
However, the construction of the highway was repeatedly stopped for various reasons (lack of labor, the Great Patriotic War, earthquakes in the construction area in the late 1950s).
The active construction of the BAM was resumed in 1974. Komsomol volunteers and military builders became the main engines of construction. Republican Komsomol detachments competed with each other and had "their own" facilities: the largest station Urgal was built by the Ukrainian SSR, Muyakan station - Belarus, Uoyan - Lithuania, Kicheru - Estonia, Tayuru - Armenia, Ulkan - Azerbaijan, Soloni - Tajikistan, Alonka - Moldavia. Tynda, the capital of BAM, was built by Muscovites.
By 1980, the Baikal-Amur Railway was organized with the location of the railway administration in the city of Tynda.
On September 29, 1984, a "golden" docking took place at the Balbukhta junction (Kalarsky district of the Chita region). The eastern and western directions of the BAM builders met, advancing towards each other for 10 years. On October 1, the laying of the "golden" links of the BAM took place at the Kuanda station (Kalarsky district of the Chita region).
The final completion of the construction of the Baikal-Amur Mainline can be considered December 5, 2003, when traffic was opened through the Severo-Muisky tunnel. In terms of its length (15,343 m), it is the longest tunnel in Russia and the fifth in the world. According to the construction conditions, the tunnel has no analogues: permafrost, an abundance of groundwater, scree, landslides, tectonic faults.
BAM currently. The construction of the BAM solved the tasks of the national level: access to the natural resources of the vast region was opened; transit traffic is provided; the shortest East-West intercontinental railway route was created, running for 10,000 km along Russian railways; in the military-strategic sense, the highway fends off possible failures and interruptions in the movement of trains on the Trans-Siberian. Currently, the socio-economic potential of the BAM is not fully disclosed. The operation of this highway does not bring profit to Russian Railways. The main reason for this situation is the slow development of adjacent territories. Of the planned nine territorial production complexes, which were supposed to ensure the loading of the BAM, only one has been implemented - in the Neryungri coal basin.
In the direction of Taishet - Tynda - Komsomolsk-on-Amur, the volume of transportation in the cargo direction is about 12 million tons per year. The limitation of the throughput capacity of the BAM sections was caused by the closure of separate points during the period of a decline in traffic in the 90s, the presence of sections where the turnaround time was violated, there were defects in the subgrade, the superstructure of the track and artificial structures.
BAM carries about 12 million passengers a year. The intensity of passenger train traffic along the highway is insignificant - 1-2 pairs of trains per day on the Komsomolsk-Severobaikalsk section and 9-16 pairs on the western section.
