Next year will be 110 years since the founding of railway transport in Kazakhstan. On the eve of this date, together with JSC National Company Kazakhstan Temir Zholy, we decided to tell you about how the construction of the Kazakhstan railway began. In no case do we pretend that this will be a chronicle of the history of the railway; for this, historians still have to write weighty volumes. We will show you interesting photographs and tell you some interesting stories.
1. There are several versions in historical documents about when and where the first rails of the Trans-Siberian Railway were laid. According to one of them, the first railway in the Turkestan region was built in 1880–1881. It was called Transcaspian and connected the ports of the Caspian Sea with Kizyl-Arvat. According to another, the idea of building a railway to connect Turkestan and Siberia arose in 1886. On October 15, 1896, the city duma of the city of Verny decided to create a commission to determine the benefits of the construction of railway lines. Apparently, all these versions do not exclude each other, but rather complement each other. Events unfolded in one decade at the end of the 19th century almost simultaneously in different directions of the Turkestan region.
2. The photo shows a railway excavation, early 20th century.
Officially, 1904 is considered to be the year of foundation of railway transport in Kazakhstan. It was then that the construction of the Orenburg-Tashkent highway, 1,668 km long, began. Cities and industrial centers grew along the railway line: Aktyubinsk, Uralsk, Turkestan, Kzyl-Orda, Aralsk and others.
9. In 1917, at the height of the First World War, the Altai Railway was put into operation. Destination: Novo-Nikolaevsk - Semipalatinsk. On October 21, 1915, the Semirechenskaya railway was launched from Arys station to Almaty. The events of the October Revolution stopped its construction. And only in 1921 the railway line came to the city of Aulie-Atu, in today's Taraz.
In the archives of Bertrand Rubinstein, who headed the Kustanai department of the road for more than 33 years, there is one photocopy of a unique photograph. A bridge with five locomotives on it. And there are people standing under the bridge. Here's how Bertrand Iosifovich comments on this photo:
“That’s how they commissioned bridges back then.” Under the bridge there were builders and designers who, with their own lives, guaranteed the high reliability of the structure. As it turns out today, they were built to last. What kind of trains were there then? A toy train and five carriages.
12. In the Rubinstein archive there are copies of no less interesting documents that testify to those ancient times. For example, the stations in Troitsk and Kustanai were supposed to have iconostasis, all other stations - icons. The sofas and chairs are oak. Mandatory boiling water for passengers.
13. Bertrand Rubinstein turned 90 this August. In the former building of the Almaty Railway, two friends of Bertrand Iosifovich, labor veterans, honored railway workers Beisen Shermakov and Kaltai Sambetov, compose a congratulatory speech and telegram for the hero of the day.
14. “He has such a memory,” says Kaltai Sambetov. – He remembers everything down to the smallest detail. And in general, this is a man-legend and an encyclopedia at the same time. We have been friends with him for a long time, so I’m going to visit him in Kostanay for his anniversary.
Confirming his words about the memory of his friend, Kaltai Sambetovich shows one of the articles of the Kustanai newspaper, in which Rubinstein shares another interesting information.
Three years before the October Revolution, a 4.5 percent bond loan worth 29 million rubles, guaranteed by the Russian government, was issued for the construction of the Troitsk-Kustanai railway, 162 kilometers long. The construction was financed by the Russian-Asian Bank, the Russian Commercial and Industrial Bank, as well as the London banking house CRISP. Kustanai merchants, who had long dreamed of obtaining railway access to the Urals, also made financial contributions.
The newspaper “Kustanai Steppe Economy” wrote in April 1914: “With the construction of a railway line to Kustanai, our steppe market will inevitably be involved in the whirlpool of world trade, and not only will its conditions change, but its capacity will also increase. 151 miles of steel track were laid in just 8 months. Including the bridge over the Toguzak river. Moreover, the builders strictly met the estimate of 8,843 thousand rubles.”
15. The First World War and revolution prevented involvement in the maelstrom of world trade. New times have come, and the Soviet government has already taken up the construction of the road. In the first years after the revolution, over 875 km of railway tracks were built in Kazakhstan, this is more than a third of the entire length of the pre-revolutionary network. However, this was not enough. The development of the region required the construction of a large railway connecting Siberia with Central Asia. First of all, it was necessary to build a line from Semipalatinsk to Lugovaya - the Turkestan-Siberian Railway.
On December 3, 1926, the Council of Labor and Defense of the USSR decided to launch the construction of Turksib: “Of all the proposed capital works of all-Union significance, it is considered necessary in the current year (at that time the business year began on October 1) to begin construction of the Semirechensk railway within a five-year period , based on the need to connect Pishpek with the Siberian Railway in Semipalatinsk.”
16. Hairdresser at the Moyun-Kum station of the Turkestan-Siberian road.
In 1926, construction began on a railway that was supposed to connect Siberia and Central Asia. The construction of Turksib was completed within the first five-year plan.
Here is what one of the founders of the Kazakh railway, Kudaibergen Dyusenovich Kobzhasarov, says about the construction of Turksib:
– I was born in 1928 in village No. 23 of the Zharminsky district of the Semipalatinsk region. People were constantly dying of hunger, and if it had not been for the construction of the railway, we would not have died. At Turksib they provided bread and clothing, and that was the most important thing! First, my father got a job there, and then the rest of my relatives. The work was hard, exhausting, and I was always hungry. Ultimately, thanks to the railroad, we not only survived, but also became common people.
17. Laying track on Turksib, 1927.
It was necessary to lay 1,442 kilometers of rail track. In the fall of 1927, the first links of the route from Semipalatinsk and Lugovaya were laid.
18. Builders on Turksib, 1928.
In 1928, 17 tracked excavators, narrow-gauge diesel locomotives, tipping trolleys, dump trucks, mobile compressors, and rock drills, purchased abroad, first appeared on Turksib. Until this time, all work was done almost manually.
In modern dictionaries, such a word as “grabar” no longer exists. And once upon a time it was a profession. And the people who dealt with it were considered a special caste among workers. They came from the Urals with their own carts and horses to build Turksib. Grabbers prepared embankments by hand, on which the rails were then laid.
21. Dugout on Chokpara after a snowstorm, 1928.
Alexander Ivanovich Lapshin came to the construction of Turksib in 1928 from the Ural city of Nevyanovsk. This is what he remembers about the construction of the embankment and excavation between the May-Tyube and Aina-Bulak stations: “We worked a little south of the future Aina-Bulak station, in the hilly saline completely deserted steppe. Not a tree, not a bush, not even a blade of grass anywhere! Only rare feather grass. Above the entire yellow wavy sea to the horizon - nothing... The laying was carried out like this. A track trailer with sleepers was delivered to the very end of the laid track. On the sleepers lay special pliers with long handles and sharp spikes instead of “lips.” Four pairs of layers waiting for the trailer took pliers in their hands, each pair grabbed the sleeper by the ends, dragged it forward and threw it one by one from the northern end to the southern end of the future link. After removing the last two sleepers from the trailer, other workers rolled the empty trailer back and loaded two rails onto it. At this time, the layers were leveling the sleepers on the subgrade and laying out the linings. Now a trailer with a pair of rails and four rail carriers was delivered. The stackers, again standing in pairs to the right and left of the trailer, took the ends of the rail carriers in their hands, grabbed the right rail with them, carried it (the whole eight of them in step!) and placed it on the sleepers, returned and placed the left rail in the same way. The carriage was driven to the train for a new portion of sleepers, and the layers, after aligning the rails according to the template - four of them sewed the rails with crutches and four of them installed the overlays. After that, everything was repeated again. We looked in amazement at this rhythmic and exceptionally well-coordinated, precise work. Everyone was especially amazed that the sleepers and rails were carried at a brisk pace (almost running) and in step, and returned back at a run and also in step! The entire cycle of work on laying 12.5 meters of track took less than 2.5 minutes. While we stared with our mouths open in surprise, while we exchanged admiring interjections, the stackers moved on, and soon a train loaded with laying material and platforms came in their place...” And this method was used to lay a 1,445-kilometer-long highway. Despite the fact that the laying was carried out manually, the speed was fantastically high for that time - 1.5 km per day, and on some days even 4 km were laid ( newspaper "Kazakhstanskaya Pravda", article "How Turksib was built").
24. The Battle of Turksib occurred on April 21, 1930, 8 months earlier than planned. Here's how the Gudok newspaper wrote about it: “On April 24, at 10 p.m., the sliding of the last truss of the bridge over the Kshi-Vizhe was completed. The work continued all night. At dawn the laying of bridge beams began. An hour later the bridge deck was ready. The moment of closing has arrived.” On April 28, 1930, at noon, the first silver spike was hammered into place at the rail junction at the Aina-Bulak station. The docking took place 8 months ahead of schedule.
Turksib became the first line in the region around which industrial and agricultural enterprises arose. The length of the junctions with the legendary highway was three times its own length. If in 1922 the railway network in Kazakhstan totaled only 2.73 thousand km, then already in 1982 the length of public railways on the territory of the republic exceeded 14 thousand km.
25. Delivery of German tanks for melting down.
During the Great Patriotic War, the construction of railways continued, only now everything was subordinated to communications with the front. The Guryev – Kandagach – Orsk road (1936–1944) connected the oil fields of Emba with the Urals. The Akmolinsk – Kartaly line (1939–1943) ensured the efficient delivery of coal from Karaganda to the Southern Urals. The sections Koksu - Tekeli - Taldykurgan and Atasu - Karazhal were built. The length of Kazakhstan's roads during this period reached 10 thousand km.
26. In 1950, the Trans-Siberian Railway connected with the Turkestan-Siberian Railway, and the first meridian line was formed, passing through the entire territory of the republic - the Trans-Kazakhstan Railway (Petropavlovsk - Kokchetav - Akmolinsk - Karaganda - Chu). During the same period, intensive construction of railways took place in the northern and central regions of Kazakhstan. In 1955–1961 the Yesil – Arkalyk line (224 km) was created, in 1959 – Kustanay – Tobol, in 1960 – Tobol – Dzhetygara. During the 1950s, the density of Kazakhstan's railway network doubled. In the 1960s, the Makat-Mangyshlak and Mangyshlak-Uzen sections were laid (total length almost 900 km). In 1964, the first section of the route in Kazakhstan (Tselinograd - Karaganda) was electrified. This marked the beginning of the active electrification of Kazakhstan’s railways.
27. The ceremonial moment of the opening of the Mointy-Chu railway, 1953.
For the first time in the practice of railway construction, the construction of the main line was carried out according to a pre-drawn plan. The work proceeded simultaneously from the north and south towards each other - from Semipalatinsk and from Lugovaya. Timely surveys of the Turksib route made it possible to significantly reduce both the length of the route and the costs of its construction. Thus, thanks to the surveys, the length of the route near Lake Balkhash was reduced by 78 kilometers. 6.5 million rubles were saved on construction and operation. The choice of direction through the Trans-Ili Alatau ridges turned out to be difficult. Thus, when designing Turksib from the Kyrgyz side, four options were initially considered. The two that turned out to be the most competitive were Chokparsky, with the route connecting to the Lugovaya station, and Kurdaysky, connecting to the Pishpek (Frunze) station. The Chokpar option turned out to be the most advantageous. The cost of construction was reduced by 23 million rubles.
28. Fastening rails on the Friendship Road.
In 1954, the USSR and China agreed to build the Lanzhou-Urumqi-Almaty railway. The first trains began running in 1959 on the Aktogay – Druzhba section. But this did not last long, as relations with China deteriorated. And only on September 12, 1990, the junction of the USSR and Chinese railways took place at the Druzhba-Alashankou border crossing.
29. The Kazakh railway was the largest in the Soviet Union - its length was more than 11 thousand km. Now “Kazakhstan Temir Zholy” continues to actively develop. The length of the main railway tracks is already more than 14 thousand km, freight cars - more than 44,000 units, locomotives - more than 1,500 units. Freight turnover last year amounted to 235.7 billion ton-kilometers. So we can say that what was dreamed of back in the 19th century has come true to the fullest!
There have been many interesting achievements in the history of the Kazakhstan railway. But we will end our report with this interesting fact: on February 20, 1986, for the first time in the world, a train of 440 cars with a total weight of 43.4 thousand tons and a length of 6.5 km was carried along the Tselinnaya Railway from Ekibastuz to Sorokovaya station. It was a record worthy of the Guinness Book.
The report uses photographs from the book-album “Turksib is 75 years old.” The book uses materials provided by the Central State Archives of the Republic of Kazakhstan and the Central Museum of Railway Transport of the Republic of Kazakhstan.
Building a railroad in Minecraft is a fairly simple process, but it has a number of nuances. First you need to craft a trolley and rails. This was reported by experts in the “Hi-tech” section of the “Stock Leader” publication for investors.
Simple one-lane routes.
The simplest type of railway. To build them, you need to install all the rails one after another, and then limit the ends of the tracks with opaque blocks.
You can accelerate trolleys using a trolley with a stove, or make part of the path inclined so that the trolley accelerates while sliding down the mountain. Both of these options, unfortunately, are not very good: the speed of the trolley with the stove is even lower than that of the player, and it is quite difficult to maintain the required slope of the tracks all the time.
Disadvantages: difficulties with accelerating the trolley.
Efficiency: minimal.
Simple two-lane tracks.
This is the second simplest type of railway. It is built in exactly the same way as single-lane tracks, however you will need at least twice as many rails to create a simple type of railway. The ends of these tracks must be connected to each other, so that the trolley will travel in one direction along the tracks indefinitely. For this type of railway, a trolley with a stove is best suited - it can run until the fuel runs out.
Disadvantages: with each new activation, the trolley with the stove will go in the direction opposite to the one it went in the last time. This poses certain difficulties (provided that the trolley with the stove will push other trolleys).
Looped paths.
They are built on the principle of single-lane tracks, but the ends of these tracks must form a loop so that the end of the loop is directed in the direction opposite to the end of the tracks. However, when creating such tracks, one should not forget about the “southeast rule”: the trolley tends to turn east or south. For acceleration on these tracks, a trolley with a stove is best suited.
Efficiency: average (one piece of coal is needed for one trip).
Disadvantages: Due to the "southeast rule" it can be quite difficult to create correct loops. Although you can install a lever next to the arrow that will force the trolley to turn in the right direction.
Electrical paths.
At the moment, this is the simplest type of track of all types - along them any trolley can move endlessly without wasting fuel. However, such rails are quite expensive to construct. You need simple rails, push rails and electric rails, as well as levers or red torches. The lever is the cheapest option, especially considering the fact that the electric rails will consume quite a lot of red dust. First, just start laying a path from ordinary rails, inserting electric rails every 25 blocks. Electric rails give the minecart enough energy to travel 64 blocks, but in order for the cart not to lose speed, they need to be placed every 25 blocks. If you want simple trolleys or trolleys with chests to move freely along such rails, you need to place electric rails every seven blocks. It is worth considering that going uphill is more difficult work, so more energy must be transferred to the trolley before going up. To do this, you can install several electric rails in a row.
In order to activate the electric rails (and when turned off, they will simply stop the trolley), you need to install one lever or a red torch next to them. Near electric rails, push rails can be installed instead (in such cases they will only be activated when a minecart passes over them), but this will require more resources.
Using the ability of electric rails to accelerate or stop the trolley, you can create quite convenient stops - as soon as the trolley arrives at the stop, it will stop, but when you press the button, it will move on.
Let us remind you that
This is the story of how the first railway and a real steam locomotive were built in one Kingdom.
The action takes place in the middle of the 19th century. Here you will find horse-drawn carriages, period clothing, formal trips to the opera, an exhibition of early photographs and, of course, the fascinating history of the construction of the first steam locomotives, stations and railways.
Explanations of technical issues are partly woven into the fabric of the story, partly included in separate text inserts and explanatory illustrations. From them you will learn about the action of steam, the principles of operation of a steam locomotive, the manufacture of wheel sets, the functions of individual mechanisms of a steam locomotive - for example, a boiler, connecting rod, automatic air brake, safety valve.
This is a fascinating journey filled with humor, adventure, historical flavor and interesting technical details.
About the series
“Technical Tales” is a series of educational books that answer children’s favorite question: “How and what is this made of?”
These are both educational books about the structure of buildings and vehicles, and funny artistic stories about adventures. What is a carburetor, why some planes have one wing and some have two, what types of foundations there are, how the control panel of a motorcycle is arranged - the child will learn about all this while reading.
“Technical Tales” are so informative that they could well be called reference books, but they are presented so captivatingly that they are perceived as stories. Each book describes in detail the structure of the transport, the assembly process, and technical details. All illustrations are drawn in detail, the texts are simple and easy to understand.
Books will develop curiosity, create an interest in technical sciences and help you have fun and useful time.
How to read this book
Read an entertaining story that will take you back 180 years. Follow the career of young engineer Max Resner and his love story. Study technical texts and look at diagrams that explain the operation of a steam locomotive and the structure of the railway. Discuss the book with the whole family, let the children tell everything they learned to their friends.
Book chips
A new book in the series of favorite “Technical Tales”
Detailed technical illustrations
Will take you back to the era of factories, steam engines, first photographs, crinolines and great discoveries
Everything about the construction of the children's favorite railway!
Even adults will like it
Who is this book for?
For all lovers of railways, trains, technology, mechanisms and history from 5 years old
For curious dads
On October 5, the Trans-Siberian Railway, the longest on the planet, celebrated its 100th anniversary. Its length is 9288.2 km. The starting point of the Trans-Siberian Railway is the Yaroslavsky station in Moscow, and the final point is the Vladivostok station. It took 25 years to build, the road passes through 8 time zones, through Europe and Asia, 11 regions, 5 territories, two republics and one autonomous region, 88 cities, crosses 16 major rivers. This review contains the history of the creation of the Millennium Road.
On March 30, 1891, the head of the Russian state issued a decree to begin construction of a route across the entire territory of Siberia. The state committee created on its basis passed a resolution in which it approved such an important task and welcomed the use of domestic labor and material resources for a great cause.
First stage of construction
In May of the same year, the ceremonial laying of the first stone took place, in which the future Russian Emperor Nicholas was directly involved. The creation of the Trans-Siberian road began in very difficult conditions. All along the route there was centuries-old taiga, and rocks awaited the builders near Lake Baikal. To lay sleepers, it was necessary to blast and create embankments.
Huge amounts of money were required to implement the Emperor's plans. The initial estimate was calculated at 350 million rubles. If we take into account the difference in the weight of the modern Russian currency and the full-fledged gold ruble, the project will seem very expensive. To reduce financial costs, free labor was involved in construction: soldiers and convicts. At the peak of construction, 89 thousand people were involved in the work.
Extraordinary pace
The railway line was laid with unprecedented speed at that time. In 12 years, the builders managed to create 7.5 thousand kilometers of first-class tracks, although during the intervening period they had to overcome many difficulties. We have never worked at such a pace in any country.
The most primitive mechanisms and tools were used to lay sleepers and rails: hand wheelbarrows, shovels, axes and saws. About 600 km of road were laid every year. The workers worked tirelessly, sometimes to the point of complete loss of strength. The harsh conditions of Siberia had a negative impact on health, and many construction workers died while working.
Engineering personnel
During construction, many well-known engineers in Russia at that time participated in the project. Among them, Orest Vyazemsky, who owned a large plot of land in the Ussuri taiga, was very popular. The Vyazemskaya station was named in his honor and today preserves the name of the great Russian specialist. The connection between Novosibirsk and Chelyabinsk railways was carried out by another specialist in the field of construction - Nikolai Garin-Mikhailovsky. Today he is better known to descendants for his literary works.
The engineer completed his section of the road in 1896. The section between Irkutsk and Ob was built by Nikolai Mezheninov. Today it is known as the Central Siberian Road. Nikolai Belelyubsky was involved in the design and construction of the bridge across the Ob. He was a connoisseur and expert in mechanics and engine creation. Work on laying the Central Siberian section of the mainline was completed in 1899.
Alexander Liverovsky was in charge of the Circum-Baikal section of the road. Construction took place in very difficult natural conditions. The city of Ussuriysk was connected to Grodekovo by railway tracks in 1901. Thanks to the successful completion of the section, Vladivostok received constant convenient communication with the center of the country. European goods and passengers received a faster and more convenient route to the Pacific Ocean.
Project expansion
The construction of a new route from the central regions of Russia to the Far East created the economic prerequisites for further growth of the regional economy. The expensive project began to provide practical benefits. The war with Japan brought some problems. At this time, passenger and freight traffic by rail decreased many times due to restrictions in several sections.
The highway could handle only 13 trains per day, which was too few for the national economy and the army. On June 3, 1907, at a regular meeting, the Council of Ministers decided to expand the Trans-Siberian Railway. To do this, it was necessary to lay an additional track. Construction management was transferred to Alexander Liverovsky. By the beginning of 1909, the road had doubled its capacity.
The country's leadership decided that one of the main negative factors that influenced the course and result of the war with Japan was poor transport links between Vladivostok and the European part of the country. Among the particularly important tasks, the government highlighted the expansion of the railway network. After the meeting of the Council of Ministers, the creation of the Minusinsk-Achiinsky and Amur sections of the highway began. The total length of the route was almost 2 thousand km.
Completion of construction
The project came to completion in 1916. The railway line connected Chelyabinsk with the Pacific Ocean. At the same time, the construction of the bridge over the Amur and the Amur Mainline was completed. For ease of use, the entire road was divided into four sections. Rail transport grew every year and by 1912 reached 3.2 million passengers. Cargo transportation has also increased significantly. The highway began to generate a lot of income for the country.
Recovery after destruction
The First World War caused enormous damage to the highway. Many kilometers of tracks were destroyed, bridges and service structures were badly damaged. Even the famous bridge over the Amur fell victim to the revolution and was damaged. The new government understood the importance of the railway connection and already in 1924-1925 began restoring the highway. The railway bridge across the Amur was also reconstructed. In 1925, the Trans-Siberian Railway became fully functional.
Classification of types of railway construction
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Railway construction includes
Construction of new railways;
Construction of second tracks;
Electrification of railways;
Reconstruction (redevelopment) of existing railways;
Reconstruction of stations and nodes.
Newly built railways are divided into universal and specialized.
Universal railways are designed both for the transportation of passengers and cargo for various purposes (oil, coal, timber, engineering products, building structures etc.). Most of the railways already built and those under construction are exactly like this.
According to their capacity, purpose and mechanical equipment, railways are divided into pioneer,
connecting,
unloading;
built immediately to the design capacity or with the expectation of its gradual strengthening;
having diesel or electric traction.
In addition, railways can be divided into those built for normal gauge (1520 mm), European (1435 mm) and narrow gauge (760 mm).
Pioneer railways are built mainly to develop developing areas. Their throughput capacity is relatively small - up to 1 million tons of cargo per year. However, when designing them, one should take into account the subsequent increase in cargo turnover - the possibility of opening additional separate points, increasing the useful length of receiving and departure tracks; the parameters of the lower track structure (subgrade, culverts) must comply with the design standards for category I and II railways. In difficult sections, the pioneer railway can be laid along long-term bypass routes.
Connecting Railways are designed to reduce the length of freight travel and reduce the time spent by passengers on the road. The power of such a road, as a rule, must correspond to the power of the lines it connects. The following roads were built as connecting roads: Astrakhan-Guriev, Beineu-Kungrad and others.
In some cases, instead of increasing the capacity of an existing railway, it may be advisable to build another line in the same direction, but along a different route - an unloading line. When individual lines are transferred to high-speed passenger train traffic, freight flows from them are switched to other lines that are newly built for this purpose or to existing ones that require additional reconstruction. Thus, one of the purposes of the Baikal-Amur Mainline was, in essence, to unload the Trans-Siberian Railway. Freight traffic from the St. Petersburg-Moscow railway has been transferred to the Sankovskoye direction.
Railways can be built immediately at full capacity if the productivity of the enterprise for which they are intended to transport cargo is known in advance. Commercial railways owned by private owners (investors) are immediately put into permanent operation fully completed (“turnkey”) so that in the future there will be no problems with their strengthening.
The capacity of newly built railways can be increased in stages.
At the first stage, the line is surrendered within the scope of the launch complex, the minimum required to open constant train traffic (the volume and cost of work performed is 70-80% of the design). The purpose of such a line (in general, a pioneer line) is to transport goods for the construction of enterprises, the development of an uninhabited area, etc. In the future, as enterprises are ready and the construction of cities and towns is completed, its capacity is increased to its design capacity.
Depending on the design cargo turnover, the line can be built for diesel or electric traction.
As a rule, universal railways are initially built as single tracks. However, in some cases, if it is necessary to ensure a large freight turnover, the railway can be built with two tracks at once with simultaneous electrification. At the end of the 19th century. For a number of roads, the lower structure was built for two tracks at once (for the future), and the upper structure was designed as a single track.
Almost no narrow gauge railways have been built recently. Existing roads in certain directions are being transferred to a normal track everywhere. So, in the 60s. During the development of virgin lands in Kazakhstan, narrow-gauge roads were initially built, but almost immediately they were switched to a normal gauge of 1520 mm. The Chudovo-Novgorod narrow-gauge railway was in operation for a long time. Separate timber transport lines are still in operation. Narrow gauge is used on children's railways. However, even here there are already significant difficulties - the rolling stock, the elements of the upper structure of the track (rails, switches) are worn out, and new structures are not produced by industry.
Specialized Newly built railways can be designed (and suitably equipped) for the transportation of one (general) type of cargo (coal, oil, timber). On such lines, heavy-duty, specialized rolling stock of great length is used. Weight loads on the track reach up to 30 tons per axle. The ego determines the increased power of the upper structure. Increased demands are placed on subgrade soils, methods of compaction and structures. Such lines can be built for two tracks at once. There are significant features in the design of stations and units (especially those intended for receiving goods from suppliers and transferring them to consumers).
Express and high speed Railways also have a number of features. If the former allow freight transportation, the latter are intended only for the transportation of passengers. High-speed railways include those with passenger train speeds of up to 250 km/h, and high-speed railways - up to 350 km/h.
Construction of second tracks
One of the main ways to increase the throughput and carrying capacity of existing railways is construction of second tracks.
It is advisable to organize the construction of a second track along the entire direction at once. At the same time, the problem of increasing the line capacity is being solved for the future. The organization of construction is also simplified - units systematically move from one stretch (section) to another. Construction can be carried out according to single- or multi-beam schemes, with the sequential commissioning of limiting stages into permanent operation.
If there are insufficient material resources, it is possible to initially build double-track inserts on limiting sections, subsequently, after a relatively long time, connecting them into continuous second tracks.
Recently, in order to reduce the duration of construction, construction has been practiced on a wide front. At the same time, contract and design documentation is prepared for each individual stage. Bidding is being held to carry out work on it, after which work on the stages is carried out simultaneously by several contractors.
