General information about the highway

Baikal-Amur railway line is Russia's outlet to the Pacific Ocean. The road runs from Taishet to Sovetskaya Gavan with a total length of 4300 km.

The section Ust-Kut on the Lena - Komsomolsk-on-Amur is the main line of the highway and has a length of 3110 km.

The construction of this section began in 1974, and through traffic opened in 1984. By the beginning of the 50s, two more sections were built here - Taishet-Ust-Kut and the second section - Komsomolsk-on-Amur-Sovetskaya Gavan.

The task of building a locomotive track to the eastern borders of Russia began to be carried out in the 30s of the XX century. In essence, it was the second "Trans-Siberian Railway" to the Pacific Ocean, only the path along it was shorter.

The highway passes through the Irkutsk Region, the Republic of Sakha (Yakutia), the Republic of Buryatia, the Trans-Baikal Territory, the Amur Region, the Khabarovsk Territory.

Figure 1. Baikal-Amur Railway. Author24 - online exchange of student papers

Simultaneously with the highway, more than 4 thousand bridges and tunnels, hundreds of kilometers of roads adjacent to the highway were built. In the previously uninhabited territories along the highway, new cities and towns appeared, and the development of natural resources began.

Ready-made works on a similar topic

• Coursework 480 rubles.
• abstract Natural conditions of the Amur Mainline 240 rub.
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All the necessary construction was provided by 60 branches of the economy, design and scientific organizations in many cities of the country. It was a friendship track, in the construction of which representatives of 70 nationalities of the USSR took part.

The construction of the road was accompanied by human intervention in nature and caused environmental problems.

A unique and untouched natural "organism" was formed in permafrost, high seismicity and extremely low temperatures over thousands of years.

Extreme conditions required completely new technical, engineering and production developments. Such developments have appeared:

• a new design for the installation of foundations for bridge piers was applied here for the first time in the world;
• used a number of innovations in the construction of tunnels;
• technologies for backfilling the subgrade and drilling and blasting operations adapted to the conditions of permafrost have been worked out;
• improved methods were used to combat icing.

Remark 1

In our time, a double-track line has been built from Taishet to Lena. Railway, with a length of 704 km. From Lena to Taksimo there is a single-track road, 725 km long. The rest of the highway is single-track with diesel traction.

Natural conditions in the area of ​​the highway

The Baikal-Amur Mainline runs in very complex and diverse natural conditions.

The western section of the highway goes through high mountain ranges:

• Baikal,
• Severo-Muisky,
• Kodarsky, Udokansky.

It crosses the largest Siberian rivers:

• Lena
• Upper Angara,
• Charu.

It was very difficult to overcome the mountainous nature of the rivers with fast currents, incised valleys and high summer floods, replete with rifts and rapids.

The western section of the highway was also extremely difficult in geological terms. Crystalline rocks of great thickness, composing tectonic structures Baikal system, insurmountable.

The eastern section of the route is characterized by haze natural phenomena that created their own difficulties. The haze phenomena distort reality and blur the contours of objects. Haze is often called fog, haze, and sometimes just a mirage. Saturated with droplets of steam, dust, burning, the air becomes opaque. Working in such conditions is not only difficult, but also dangerous.

The climatic conditions of the highway construction area are close to the Arctic, the severity of which determines the presence of permafrost, the development of active physical and geological phenomena, and high seismicity.

On the western section of the route, snow avalanches and mudflows were the reasons for the complexity of construction. Low winter stable temperatures and strong winds. The average annual air temperature is only 7.8 degrees, and the absolute minimum is -58 degrees.

The average daily temperature below 0 degrees has a duration of 196-209 days. There is very little snow in winter, but there are many sunny days. Summer is characterized by prolonged heavy rains, causing floods with a rise in water in rivers by 10-13 m.

Summer temperatures are high with an absolute maximum of +40 degrees. Permafrost soils are ubiquitous. The permafrost has a thickness of up to 10-15 m, and a temperature of 0.1 to -1.5 degrees. Such soils are associated with icing, ice content of soils, the inclusion of ice in the soil stratum.

Unfavorable throughout the route are engineering and geological conditions associated with large-block screes, rockfalls, and kurums.

The territory is seismically dangerous Northern Transbaikalia, where possible earthquakes can reach 12 on the Richter scale. The highway runs for 410 km in the zone of an 8-magnitude earthquake and 740 km of the route goes in the zone of a 9-magnitude earthquake.

When designing the road, the estimated score was taken no higher than 9 points.

The relief of the Far Eastern section of the highway is represented by medium and low-altitude mountains with accumulative-denudation plains. Here it runs along the southern spurs of the Stanovoy Range, crosses the Turan, Bureinsky, Badzhalsky, Sikhote-Alin ranges and goes to the coast. The plains here are ridged and heavily swamped.

Remark 2

In the future, it is planned to continue the branch of the Baikal-Amur Mainline to the north of Yakutia in order to actively include the wealth of the Republic in the unified economic fund of Russia.

Highway today and tomorrow

The Baikal-Amur Mainline is part of the Soviet Great Northern Railway project. Its construction is connected with the purpose of developing new regions of Siberia, lying north of the Trans-Siberian.

It was planned to build 9 or 11 (according to various sources) territorial-industrial complexes in the areas where the highway passed. Of this number, only one has been built to date - the South Yakutsk coal complex.

The route works, but its profitability is unprofitable. The reason for the unprofitability is associated with insufficient traffic on the road.

Experts believe that only one way can increase the profitability of the highway - the intensification of economic activity in this zone.

An important point is the investment in the development of mining and processing enterprises located along the highway.

The volume of traffic along the road is one of the lowest in the network, and this indicates that the highway belongs to the category of low-traffic roads of the development type.

In the economic development of the region, the role of the BAM is comparable to the role of the Trans-Siberian Railway in Russia at the beginning of the 20th century.

This road should be made the main route for connecting Russia to the Asia-Pacific region and competitive with the Trans-Siberian Railway and the Trans-Asian Railway.

The profitability of the highway will remain ineffective if it is not linked to the program economic development. Back in 2007, the Russian government approved a plan for the construction of "capillary" branches to mineral deposits, and a decision was made to build the Sakhalin tunnel or bridge.

In the cities and towns of the BAM today, negative processes have become very aggravated, one of which is unemployment, forcing people to leave their homes.

In the region of the highway, a complex demographic situation: in Transbaikalia and the Far East, as a result of migration, the vacuum is increasing, and pressure from China is growing, and in many areas there is a creeping “Sinification”. Today in the regions of Siberia and Far East Hundreds of thousands of Chinese citizens live here.

Thus, the interests of Russia require the settlement of the BAM zone.

The highway has and retains military-strategic importance, as a road that runs along the Russian-Chinese border.

The volume of investments in BAM according to the "Strategy-2030" will amount to about 400 billion rubles and 13 new freight-generating railway lines will be built, the length of which will be 7 thousand km.

Today, the construction of the Shimanovskaya-Gar-Fevralsk-Ulak-Elginskoye field branch is already underway. This suggests that the history of the Baikal-Amur Mainline, in spite of everything, continues.

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University news

18.04.2014 To the 40th anniversary of BAM

Hero of labor and songs - BAM.
He is a lump of suffering.
BAM - and the wealth of nature temple.
BAM - and the shoulder of the Trans-Siberian.
V. Fedin. BAM - the hope of the world

Report (lecture)* on the topic "BAM - the road to the future of Russia"
(for students of educational institutions of railway transport)

Held in honor of:
40th anniversary of the construction of the highway (1974)
30th anniversary of the opening of through train traffic throughout the BAM (1984)
25th anniversary of the line commissioning (1989)

Time 60-90 minutes
Prepared by A.I. Belozerov
(Leading Researcher UNIR SGUP, Candidate of Technical Sciences,
participant in the construction of BAM)
Reviewer-editor L.S. Sotnikov
(honorary transport builder, BAM veteran)

1. Invite participants and construction veterans to a meeting with students.
2. Before the start of the lecture, the song “Live and hello forever, highway!” sounds in the audience (building). Music by P. Tolmachev, lyrics by L. Makhitarov.
3. Before the report, the lecturer briefly acquaints the audience with the scheme “Basic options for the BAM direction” showing the main points and lines (Southern option - Trans-Siberian Railway, Northern option - BAM, Taishet, Ust-Kut (Lena), Severobaikalsk, Severo-Muysky Range, Chara, Tynda , Urgal, Komsomolsk-on-Amur, Sovetskaya Gavan, etc.).
4. Further, in the course of the report, the head refers to the scheme-map of minerals in the BAM zone and the scheme for organizing the construction of the BAM.
5. The rest of the drawings are displayed on the screen (40 pieces) as needed.
6. During the presentation of the section on the trilogy, at least one scheme of the North Baikal region of the Eastern Railway, the Tyndinsky and Komsomol regions of the Far Eastern Railway is displayed on the screen.
7. After the lecture, memorable gifts are given to veterans, songs and poems of the BAM years are heard, short lively meetings with construction participants are held. The participants of the meeting get acquainted with BAM photomontages, albums, souvenirs…
8. The total time of this event, taking into account additional support, is at least 90 minutes.

Introduction

The attention of Russians has long been attracted by the vast uninhabited and hard-to-reach territories located beyond the Urals - Siberia and the Far East.
The researchers assumed that this unexplored land harbors large reserves of minerals in its bowels. Otherwise, why would the Creator so carefully protect this region with the severity of the climate, impenetrable wilds, numerous water barriers, impregnable mountain ranges, permafrost? ..
For the vast expanses of Russia with different climatic and natural conditions, uneven distribution of natural resources and the population, railways are a mass, universal, safe, environmentally friendly and reliable mode of transport that provides all-weather round-the-clock operation and high carrying capacity at a relatively low cost of transportation.
In the 21st century The rapid process of globalization of the economy continues, in which transport in general and railways in particular play an important role. The role of transport corridors - the Trans-Siberian Railway and BAM - has sharply increased. The volume of transit cargo transportation along these highways, with the current transport capabilities, can be increased by 5-6 times. They are already capable of transporting up to 1 million containers per year. The time has come to differentiate transportation along the Trans-Siberian Railway (container and passenger) and along the BAM (freight).

(clickable)

In a world that is not stable enough, especially in connection with certain US claims to world leadership, the world system needs counterbalances that Russia can provide. For this purpose, Russia needs to develop the eastern regions, starting, first of all, with the implementation of plans for the modernization of the Trans-Siberian Railway, the construction of the North Siberian Railway and the continuation of the Small BAM to Central China.

Speaking about the importance of rail transport in our time, it is recommended to refer to an interesting publication of a century ago in the evening newspaper " Latest news"No. 50 of March 13 (28), 1908 under the heading "Does Russia Need the Amur Railway?"

In the 80s and 90s of the last century, the dream of M.V. Lomonosov, Decembrists and advanced minds of Russia - the Baikal-Amur Mainline was put into operation with a length of more than 4,200 km from Taishet on the Trans-Siberian Railway to the Pacific Ocean through the northern tip of the lake. Baikal.
The Baikal-Amur Mainline has become a symbol of patriotism, courage and labor heroism Soviet people. BAM was called the "construction of the century." It seems that it can be given an even more accurate name - "The Dream of the Ages."

Running a little ahead, let us briefly dwell on the natural conditions in the area where the BAM route passes.

Brief information about the natural conditions in the BAM zone

The natural conditions of the Baikal-Amur Railway are very diverse and complex. 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, mudflows, etc., which are the cause of large volumes of work and the complexity of construction .

Highway route passes through dissected mountain-taiga regions.
Over 3,500 streams crosses the road 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.

Climate the entire BAM zone is sharply continental with a long cold winter (8 months) and a short warm and rainy summer.
Average annual air temperatures throughout the BAM zone are negative and vary from minus 3.2 to minus 7.8 °С. The absolute minimum temperatures reach minus 60 °C, the absolute maximum air temperature is plus 40 °C.
The route of the highway for 410 km passes in the zone of 8 magnitude earthquakes and 740 km in the zone of 9 magnitude earthquakes.
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 passes in the southern zone of the development area eternal permafrost. 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 to 100–200 m or more).
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. There are ice lenses of various origins.
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. 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.

Throughout the highway icy conditions are observed phenomena. 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 are observed mainly on the floodplain and above-floodplain terraces of almost all major rivers in the highway zone. The depth of ice occurrence 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 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 sizes of individual heaving hillocks are up to 20–30 m in diameter and 4–6 m in height.
A characteristic feature of the landscape of permafrost regions are Marie(bogs on permafrost), covering almost the entire area of ​​floodplain terraces, low floodplain terraces and, in part, low areas of high terraces.
large-block talus, rockfalls, kurums are widespread in the area from Kirenga to Tynda and cover almost all slopes of the valleys of mountain rivers and streams.
Mudflows often form in the mountainous regions of the route, mainly from Kirenga to Tynda and from Urgal to Berezovka.
snow avalanches the highway is most threatened 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 are also developed in the area of ​​the route.

Natural resources in the BAM zone

On the vast territory adjacent to the highway, large deposits of minerals have been explored. The most promising of them are: Kholodninskoye and Chineyskoye deposits of polymetals, Molodyozhnoye deposit of chrysotile-asbestos, 25 km from the station. Taksimo, Udokan copper deposit, coal basin with Neryungrinsky section, Elga deposit and Bureinsky coal basin, gold deposits in the basins of the Vitim, Aldan, Zeya rivers. Throughout the highway there are vast forests.

Coal and hydro resources are energy sources of the development zone. In addition to the already operating Zeya and Bureyskaya HPPs and the Neryungri GRES, the Mokskaya, Mamakanskaya HPPs, Udokanskaya GRES, Tsipinsky and Nimansky hydropower cascades are proposed for development.
The development of production in the BAM zone will be concentrated around industrial hubs and promising territorial production combinations, the sequence and pace of formation of which are determined by investments and further infrastructure development. The main ones are Ust-Kutsky, Kirensky, Leno-Kazachinsky, Severo-Baikalsky, Vitimsky, Bodaibinsky, Udokansky, Tyndinsky, South Yakutsky, Verkhne-Zeysky, Selemdzhinsky, Urgalsky, Berezovsky, Komsomolsky, Aldan industrial centers.
The highway is of great importance for increasing the maneuverability of the railway network of Eastern Siberia and the Far East, for a more rational distribution of transit traffic, and in emergency situations, for a complete switching of traffic from the Trans-Siberian Railway.

Brief information about surveys, design and construction of BAM until the middle of the twentieth century

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 Transbaikalia. 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.

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 prewar 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 systematic picture of the mineral resource base, which has not yet been claimed by the Russian economy. The process of development by railways of the Euro-Asian spaces at that time was just beginning. The need to secure the eastern borders Russian Empire brought to life grandiose project on the construction 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, the loss of the Kuril Islands, South Sakhalin and influence in Manchuria put on the agenda a more balanced policy, led to the need for serious economic development of the regions of Siberia and the Far East, for which 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 today's BAM zone date back to this time.

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 - Ust-Kut appeared western part BAM.
The first World War interrupted the survey of the 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.

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 time.

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 to design and build a second Trans-Siberian Railway with access to the Pacific Ocean. In this document, the future railway was first named 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 to systematically involve in the economic turnover natural resources eastern regions. Large-scale railway construction began 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. A special corps of the Railway Troops of the Red Army participated in them. The beginning of mass survey work at BAM dates back to May 1931.

Dalzheldorstroy of the People's Commissariat of Railways 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, Vostizheldor.

The survey used aerial photography. For the first time, Art. Bam (Tahtamygda, near the Trans-Siberian Railway docking point with BAM). The general direction of the BAM route with strongholds Taishet - Severobaikalsk - Tyndinsky - Urgal - Komsomolsk-on-Amur - Sovetskaya Gavan was 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 following year, 1934, final surveys were carried out at the Tynda - Ust-Niman section and preliminary surveys at 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, it was an 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.

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. The brewing Soviet-Japanese conflict made it necessary to speed up the process of increasing military transportation along the Trans-Siberian Railway. In 1937–1938 a significant part of the workforce was involved in the construction of the second tracks of the Trans-Siberian. Work at BAM was curtailed. For the development of survey and design work, Bamtransproekt was created (since 1939 - Bamproekt).

At the end of 1937, through the efforts of Bamlag prisoners, the construction of the 178-kilometer section Bamovskaya - Tynda was completed, 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.
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 Amur crossing near Komsomolsk functioned for more than 30 years (from July 1945 to September 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).
The Lime - Urgal branch was restored.

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 section of the road from Komsomolsk to Berezovka (Veli) was used for timber removal.

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.

About the forty-year-old 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 Glavtransproekt MTS.

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. Design of individual most complex objects, solution scientific problems was carried out by the specialized institutes of the MTS and the Ministry of Railways, as well as research and design organizations other departments.

All-Union Order October revolution The Research Institute of Transport Construction (TsNIIS) developed and implemented two all-Union scientific and technical programs for new progressive designs, technical solutions, and improvement of technological processes. He 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.

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 BAM was created (July 1974), a powerful construction organization Glavbamstroy (heads K.V. Mokhortov and E.V. Basin (since 1986) in the rank of deputy ministers of transport construction). Glavbamstroy was entrusted with the construction of the western part of the highway from Ust-Kut to Tynda (inclusive), the Bamovskaya - Tynda - Berkakit (Small BAM) line and the second route from Taishet to Lena. On the section from Lena to Tynda with a length of 1,641 km, a dozen and a half production departments and construction associations, powerful trusts and more than 20 patronage organizations were involved.

The eastern section from Tynda to Komsomolsk-on-Amur, 1,459 km long, was built by the Railway Troops under the leadership of the chiefs, Colonel General A.M. Kryukov and K.M. Makartsev (1983) by the forces of the Tyndinsky and Chegdomynsky corps, consisting of eight separate railway brigades, two bridge regiments, the Urgalbamtransstroy trust, about 20 patronage organizations and partly Mostostroy-8.

The construction of the tunnels was entrusted to the Glavtonnelmetrostroy (completion of the 1,807-meter Duse-Alin tunnel in the eastern section by the railway troops), and the construction of large bridges over 100 meters long was carried out by the forces of the Glavmostostroy.

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) and the Small BAM (399 km).

At Maly BAM, 300 km of highway roads were laid, and an earthen bed in the amount of 35 million m3 was erected. Volunteer Komsomol members, construction workers from the Ministry of Transport and Construction, and 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.

On July 25, 1978 and July 12, 1985, the Decrees of the Central Committee of the CPSU and the Council of Ministers of the USSR "On measures to ensure the construction of the Baikal-Amur railway" and "On measures to further the construction of the Baikal-Amur railway" were issued; January 4, 1992 - Decree of the Government of the Russian Federation "On measures to complete the construction of the Baikal-Amur Railway and the construction of the railway line Berkakit - Tommot - Yakutsk."

The construction of the BAM main route was carried out in eight directions: from the station. Lena to the east, from st. Komsomolsk-on-Amur to the west, from the stations of Tynda, Novy Urgal and 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. The large BAM, the construction of which began in July 1974, was impossible without the preliminary implementation of connecting branches to it, invaluable experience in surveys, design and construction, accumulated since the early 1930s. The main direction of the route Ust-Kut - Nizhneangarsk - Chara - Tynda - Urgal - Komsomolsk-on-Amur - Sovetskaya Gavan, finally chosen in 1942, turned out to be optimal.

At the XVII Congress of the Komsomol, the highway was declared an All-Union Komsomol construction site. Construction organizations were sent from the republics, territories, regions and cities to build settlements at the stations. Uoyan was built by Lithuania, Kichera by Estonia, Tayura by Armenia, Ulkan by Azerbaijan, Soloni by Tajikistan, Alonka by Moldova, Zeysk by Bashkiria, Fevralsk by Krasnoyarsk, etc.

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 and longitudinal sliding 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, 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 road 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.

June 29, 1979 on ra. Urkalt was docked at the Urgal-Berezovka section. The through movement of trains along the so-called Far Eastern Ring was opened.

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 st. Lena).
* In parentheses are the dates of official celebrations dedicated to the opening of train traffic.

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 1980–1988 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. 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 along 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 recent years).

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 removed from the faces during the construction of the tunnel is 2.9 million m3. 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 m3 of soil, laid 700,000 m3 of monolithic reinforced concrete, and assembled 70,000 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.

In 1996, the BAMZhD was disbanded: its western section (up to the Hani station) went under the control of the East Siberian, and then - the Far Eastern Railway. BAM made it possible to solve difficult questions 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 BAM can be considered December 5, 2003 - date of commissioning of the Severo-Muisky tunnel.

Summing up the above, one should once again dwell on the phased overcoming of barrier places during the construction of the BAM and ice floes.

Detours of barrier places and anti-icing struggle

As mentioned above, the design and construction of the BAM was carried out in difficult natural conditions, with off-road, inaccessibility and little-studied area of ​​​​the route, which affected the organization and technology of work, the construction had a number of features. Let's focus on only two of them.

Firstly, on the phased overcoming of barrier objects using detours, and secondly, on the fight against icing when arranging excavations.

The approved projects provided for the construction of 18 bypasses of barrier places at the first stage, including the Baikal tunnel and bridges across the Vitim and Bureya rivers. During the construction of the highway, the number of objects constructed in stages for various reasons increased four times.

All sections of the pass tunnels (Baikalsky, Mysovykh, Severo-Muysky, Kodarsky and Nagorny (Small BAM)) were built at the first stage with bypasses and using curves of small radii (200 m) and longitudinal slopes up to 40 ‰.

These bypasses were operated up to 5–7 years or more. So, the detour along the open route of the Severo-Muisky tunnel with a slope of 18 ‰ was operated for more than 14 years, through the river. Vitim - more than 5 years, through the river. Bureya is more than 7 years old.

One of the main conclusions follows: the gradual overcoming of the barrier sections of the subgrade and artificial structures allows, with the same means and resources, to bring the timing of the opening of train traffic, to reduce the construction time of the line as a whole.

It should be regarded as an important technological technique that makes it possible to: deploy work on a wide front, significantly reduce the cost of the transport scheme for the delivery of construction and often commercial goods, solve the problems of technical cover of the most important railway facilities in advance and ensure the uninterrupted movement of trains in emergency situations.

At the same time, the costs of additional work on the arrangement of bypasses and other temporary solutions are covered by reducing the cost of transporting goods by rail instead of transporting by road, as a rule, within 2–3 years.

Noteworthy is the conclusion about the expediency of using a stage-by-stage scheme for the construction of settlements and stations in projects for the organization and production of work.

Only in the Zmeika-Verkhnezeisk section (120–341 km east of Tynda) with a length of 221 km out of 34 cuts with a volume of 100 thousand m3 or more, the icing hazard manifested itself in 17 cuts (50%). Further, in the section to Ulagir (120–470 km), the actual amount of icing increased during construction by more than five times compared to the number identified at the survey and detailed design stages.

In all excavations of the site, a whole complex of expensive anti-icing measures was often used (installation of temporary wooden trays with and without insulation of different heights, insulated reinforced concrete trays (with and without electric heating), drilling of water-reducing wells with drainage, drilling and blasting in rock excavations, etc.) . The cost of anti-icing fighting on a number of cuts in this section has become comparable to four times laying and ballasting the track.

From the experience of designing and building anti-icing devices on the eastern section of BAM, it follows that in the process of surveying it is necessary to provide for a deeper and more thorough examination of route options in order to minimize ice-prone areas, design effective anti-icing devices and measures in advance, strive to reduce the length and depth of excavations, apply for the period of construction of anti-icing devices in ice-dangerous excavations, temporary detours.

BAM in numbers

The volumes of the main survey works performed for the development of the BAM technical project only after 1967 amounted to:

• laying the track (with options) - 7,600 km,


• the same cameral - 36,200 km,


• aerial photography ( reduced to a scale of 1: 25,000) – 104,700 km2.

For more than 50 -year period of construction of the BAM (with the Small BAM), a huge amount of work was done.
During the period of development, consideration and approval of technical projects from 1967 to 1977. the initial data for design were repeatedly changed, including the size of transportation (from 35 million tons per year to 15 million tons). The changed size of traffic according to the updated technical designs of the BAM sections, taking into account the decisions made during the detailed design, amounted to:
– 24–26 million tons per year at the Ust-Kut – Tynda section;
– 8–9 million tons per year at the Tynda – Urgal – Komsomolsk section.

Through the rocks, through the taiga, through the swamps and permafrost, 5,823 km of main and 1,912 km of station railway ways. A total of 5,016 bridges and other artificial structures were built, including 142 large and out-of-class bridges.
BAM today is 3,507 km. This is the length of the railway track from west to east: from Ust-Kut to Komsomolsk-on-Amur (together with the Bamovskaya - Tynda - Berkakit branch). The construction length of the highway without the Small BAM is 3,100.6 km. More than 3,800 turnouts were installed at separate points, and about 10 million m3 of ballast were laid on the way.
To provide access to the BAM zone, the builders had to build more than 3,000 km of highway roads.

Near 500 million m3 of soil- this is the volume of earthworks on the construction of the highway.
For the construction of the highway, a territory with an area of 34.4 thousand ha, the total area of ​​allotment for temporary settlements amounted to 8.1 thousand hectares.
Built on the BAM route 48 settlements, the cities of Ust-Kut, Severobaikalsk, Tynda, Chulman were built.
Focusing your attention, we emphasize once again that 39 patronage organizations participated in the construction of 39 settlements and 2 cities at the BAM stations, including: Leningrad (Severobaikalsk station), Latviyskaya and Byelorussian SSR(st. Taksimo), Moscow (st. Tynda), 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 consisted of approximately 130 000 man over 75 nationalities, In total, over 15 years of construction at BAM, more than 50 000 students.
For 15 years only for Glavbamstroy vocational training got 84 236 workers, completed off-the-job training 338 883 builder. Near 8 000 builders received secondary and higher education in absentia.
In the Railway Troops during the BAM period, the sergeants were trained in training units and subunits in 28 full-time specialties. The main full-time specialists were also trained in training units in 39 specialties (electricians, locksmiths, crane operators, bulldozer operators, drivers, riggers, slingers, train compilers, switchmen, station attendants, etc.). The training of specialists of mass professions was carried out directly in formations and units at training camps and in technical circles.
These two figures are given in order to better understand what damage has been done to the national economy of the country due to the almost complete disbandment of parts of the ZhDV in recent years.
In the trust "Urgalbamtransstroy" and the BAM units of the Railway Troops, there were civilian specialists 20 950 Human.
The number of BAMZhD employees in 1989 was 44 996 Human.

Construction BAM organizations had high technical equipment. For example,
- the car park of Glavbamstroy in 1983 consisted of 6 067 units.;

- as of January 1, 1982, he worked on the construction of facilities on the western section of the BAM 791 high-capacity bulldozer, including those made in the USA - 491 units, Japan - 300 units.

As of 01/01/1990, the organizations of the design and production construction association Bamtransstroy (Glavbamstroy) included:
– excavators – 681 units;
- bulldozers on tractors and tractors - 8215 units;
- cranes for various purposes - 1,045 pcs.
For the eastern section for the period 1974–1989. the total volume of road transport amounted to 503.8 million tons.

Here are some figures in terms of value.
The corrected projects for the construction of the BAM in accordance with the Decree of the Central Committee of the CPSU and the Council of Ministers of the USSR dated July 12, 1985 No. 651 "On measures for the further construction of the Baikal-Amur Railway" were approved by the Ministry of Railways in the amount of 9,580.7 million rubles. in 1984 prices
The cost of construction of 1 km of tunnels in the western section (19.82 million rubles) in terms of capital investments exceeded the estimated limit for 1 km of the line excluding tunnels (3.09 million rubles) by 6.4 times.
The estimated limit on capital investments per 1 km of the western section is 1.75 times higher than for the construction of 1 km of the eastern section.

BAM awards

The country's leadership highly appreciated the work of the BAM workers. During the period of construction of the Baikal-Amur Mainline 1974-1990. for their labor heroism, professional skills, inventiveness and ingenuity, the most distinguished participants in the grandiose construction were awarded high rank Hero of Socialist Labor, a number of organizations and tens of thousands of builders, designers and operators, representatives of all areas of construction services were awarded orders and medals of the USSR, the RSFSR of various denominations.

In 1984, the year of the “golden docking”, 10 construction trusts and divisions were awarded high government awards, including for the great successes achieved during the construction of BAM, were awarded:

• Order of the October Revolution- the first (Chegdomynsky) railway building, the All-Union Scientific Research Institute of Transport Construction and the Nizhneangarsktransstroy trust;


• Order of the Red Banner of Labor- trusts "Zapbamstroy-mekhanizatsiya" and "Mostostroy-10", Voronezh bridge plant, construction department "Bamstroyput", 35th (Tyndinskaya) railway brigade;


• Order of the Badge of Honor- SMP No. 573 and design and survey institute "Dalgiprotrans".

The personnel of the 4th (Dipkunskaya) and 39th (February) railway brigades were awarded Pennants of the Minister of Defense of the USSR"For courage and high labor heroism shown during the construction of BAM."

Many construction organizations and enterprises were awarded commemorative banners.
More than 94,590 people were awarded orders and medals for labor achievements in the construction and operation of BAM.
medal "For the construction of the Baikal-Amur Mainline" from the moment of its establishment (October 1976) to 1990 (inclusive) was awarded 88 610 Human.
For outstanding success and heroism in the construction of BAM 34 participants in the construction were awarded the high title of Hero of Socialist Labor, among them: Efim Vladimirovich Basin, Vasily Serafimovich Belopol, Vladimir Aslan-Bekovich Bessolov, Ivan Nikolaevich Varshavsky, Grigory Iosifovich Kogatko, Mikhail Konstantinovich Makartsev, Konstantin Vladimirovich Mokhortov.
At the initiative of the Central Committee of the All-Union Leninist Young Communist League, more than 54 000 Human. Among the builders of the "road of the century" there are 60 laureates of the Lenin Komsomol Prize, more 25 000 Bamovites were awarded various awards of the Komsomol Central Committee.
More 1 million people made up the population of BAM before putting the highway into permanent operation. Unfortunately, the outflow of the population continues today.

About the release of the trilogy

On the eve of the approaching date - the 40th anniversary of the start of the construction of the Baikal-Amur Mainline (1974-2014), SGUPS released the trilogy "BAM - the road of our destiny: yesterday and today."
The three-volume edition was published with the aim of generalizing, preserving, studying the experience of building the BAM and using it in the construction of railways, perpetuating the memory of the participants in the construction and operation of the highway.
The application of BAM's experience will help reduce the duration of construction of lines, identify opportunities to reduce initial investment in the construction of railways and reduce their payback period in modern conditions.

In the publication on 1 756 A4 pages and 15 applications given:
168 articles and materials with memories 162 authors and immediate sites and veterans of those events 330 short biographies prospectors, designers, builders, operators and scientists, 1 375 illustrations.
A special place in the publication is occupied by the use of BAM's experience in the construction of railways in similar conditions, including, as mentioned above, the protection of the railway under construction from icing, the gradual overcoming of barrier facilities and sections, the determination of the role of BAM as a generator of innovation in transport construction , formulating proposals and recommendations for the construction of railways based on the experience of constructing a railway track at BAM.

Conclusion

BAM is a railway I category, equipped with the most advanced technology, with maximum automation of production processes, dispatcher centralization of train traffic control, electrical centralization of switches and signals, heavy-duty rails. All this is aimed at ensuring high throughput of the road.
Behind all this stands the titanic labor of all the people of our country, the Union of Soviet Socialist Republics. The main creators of the legendary highway are ordinary workers and soldiers from a worker to a minister and from an ordinary to a general. The entire construction site lived with one breath, with a thirst to fulfill the task set by the government to open the movement of trains on the head sections and put the launch complexes into permanent operation on time and with good quality. The photos below speak volumes about this. It can be unequivocally stated that the highway was built by the hands of young people.

The construction has gone through periods of praise and denigration, understanding of its necessity and censure. But life confirms the importance and correctness of construction. BAM is the road to the future of Russia!
The time has come for the revival of BAM. The volume of transit cargo transportation is growing. For the development of adjacent territories to the BAM, transport approaches are needed. The railway to Yakutsk (to the Bestyakh station) is being activated, coal is being shipped from the Elga deposit; On December 25, 2012, the movement of trains along the New Kuznetsovsky Tunnel was opened; the planned modernization of the line is underway with the opening of additional branch points, second-stage sidings, and the installation of double-track inserts; transport approaches to the Chineysky deposit of polymetals and chrysotile-asbestos in the area of ​​st. Taksimo, etc. Work is also underway to clear bottlenecks on the Trans-Siberian.

Up to 2018, it is planned to spend 562 billion rubles for the modernization of BAM and the Trans-Siberian Railway.
BAM was, is and will be needed for centuries!

I would like to end our conversation with Vasily Fedin's quatrain from the poem "BAM - the road to the wealth of Russia":

The dream of generations has passed through the centuries,
Breaking mountains and destinies.
Baikal-Amur road hand
From now on, it will be here forever!

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 large volume 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 compositions, as well as grabens filled with coal-bearing Jurassic and Cretaceous deposits. In the Mongolian-Okhotsk fold system, metamorphosed and dislocated sedimentary and volcanogenic sequences of the Proterozoic, Paleozoic and Mesozoic, intruded by intrusions of different ages, are developed. Mesozoic volcanics are known in the Zeya basin and its tributaries. buildings and depressions filled with coal-bearing deposits. Within the boundaries of the Bureya massif, ancient granitoids, which cut through the Precambrian crystals, predominate. . In the region, sedimentary-volcanogenic formations of the Mesozoic and Paleozoic are developed, which make up the Sikhote-Alin folded system. Very numerous volcanic. buildings and belts (Primorsky, Yam-Alinsky), in the structure of which Mesozoic and Paleogene-early Quaternary volcanic rocks take part. breeds. Late Mesozoic granitoids predominate among intrusive formations. A series of large rift depressions and extensive troughs is filled with Cenozoic sediments (Tugursky, Khabarovsk, etc.).
Seismicity. Part of the BAM zone is highly seismic. The Cis-Baikal area passing through the Siberian Platform is practically aseismic, but sometimes “transit” ones with strength up to 5 points come here from the side of the Baikal seismic. belts. The most seismic is the Trans-Baikal area. It has been established that earthquake epicenters are grouped into a relatively narrow band along a chain of rift depressions; at the same time, inter-rift horns are characterized by increased seismicity. lintels (Verkhneangarsko-Muiskaya, Muysko-Charskaya). Seismic. The situation in the Far East is very different. Raised to B. from the Udokan Ridge and in the p-not cp. flow p. The Olekma is connected with the system of ruptures of the Stanovoy Fault. K B. from p. Olekma seismicity weakens, but in the p-not of the Tukuringra-Dzhagdy ridge it increases again; it is connected with the Mongol-Okhotsk fault. Further on B. earthquakes occur less often and of lesser strength, however, there are also seismic waves here. sources (Zeysky, Amgunsky, etc.) with earthquakes up to 7 points. T.o., BAM is located in a complex engineering and seismological area. conditions; when designing structures, anti-seismic is provided. reinforcement of structures.
Permafrost. Extreme zap. the site belongs to the non-frozen zone; in the rest of the territory it is distributed either in the form of islands or everywhere. K B. from the Angara to the Baikal Range occupies small areas, occurs in the form of separate. arrays in swampy river valleys and sowing. slopes. In large rift basins of the Baikal mountain. The area is developed only on floodplains and the first terraces of rivers, on deluvial plumes and alluvial fans, which are usually swampy. The thickness of permafrost can apparently reach values ​​from 150 to 500-600 m. Framed by depressions with ridge heights of 2000-2800 m, there are the most severe permafrost conditions. Permafrost strata are characterized by an almost continuous distribution, interrupted by taliks only in the bottoms of deep-cut large valleys and zones of flooded faults. Their thickness reaches, apparently, more than 1 km. On the Aldan shield, the permafrost density and thickness increases with height. The mildest permafrost conditions exist in the altitude range of 800-1000 m, where the watersheds are usually thawed. Such watersheds are developed Ch. arr. within the Mesozoic coal basins. Even the permafrost again receives predominance. continuous distribution, interrupted by taliks only in the valleys of large rivers. The watershed spaces of the highest ridges (Stanovoy, Yankan, Tukuringra), as a rule, are frozen, the thickness of the permafrost reaches 200 m. on slopes and on low (500-1000 m) watersheds, the thickness of permafrost mounds is sharply reduced, and taliks are widely developed; swampy bottoms of the valleys and deluvial plumes at the foot of the slopes are permafrost. B mid-altitude ridges of the Amur region (Soktakhan, Dzhagdy, Aesop, Dycce-Alin, Bureinsky, etc.), the structural patterns of cryolithosis are similar. Permafrost conditions of the intermountain. depressions are more differentiated. In the northernmost of them, Verkhnezeya, permafrost settlements have an almost continuous distribution. Within the Zee-Bureya Plain, they line the bottoms of wide swampy pads, measured ridges, and watersheds composed of fine sediments from the surface.
The groundwater. Depending on the natural conditions, there are great differences in the conditions for the formation of resources and the composition of groundwater. In the platform conditions of the Angara-Lena Plateau, formation and formation-karst waters predominate in terrigenous-carbonate rocks of the Ordovician and lower. Cambrian, to a lesser extent in alluvial and glacial deposits. Large foci of groundwater discharge are sometimes formed 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 chemical composition 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. Most common feature 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 engineering and geol. 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 are common as polygonal formations (re-veined ice, 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 .

The Baikal-Amur Mainline is a nationwide construction project, which was given great political and industrial importance in the Soviet Union. This road, going through the rich regions of Siberia, was supposed to be the shortest exit to the Pacific Ocean and provide for the transportation of goods and people.

Development of railway transport in the East of Russia

In the vast Russian expanses, including a large number climatic zones with a variety of natural conditions and heterogeneous masses of the population, rail transport is perhaps the most massive. Its main advantages: the possibility of uninterrupted operation in any weather and at any time of the year, the transportation of a large number of goods and people. To date, such transport is the safest, most profitable and environmentally friendly.

The idea of ​​developing the Siberian expanses located between the Urals and the Pacific Ocean has been put into practice since the time of Yermak's campaigns in the 16th century. Peasants moved here, fleeing serfdom, and the active part of the Cossacks, who wanted to stay away from state control.

The grandiose construction at the end of the 19th century of the Trans-Siberian Railway (Transsib) was carried out in order to strengthen the security of the eastern borders of the Russian Empire, as well as to promote goods and trade opportunities with the countries of China and Asia. However, this road passed along the “southern” version due to technical difficulties, because the idea of ​​laying a highway north of Baikal could not be implemented in those years.

During 18-19 Art. a large number of researchers and scientists conducted exploratory expeditions in Siberia, discovering rich deposits of gold, precious stones, mica, copper and other minerals and minerals necessary for the country.

natural conditions

The BAM road passes through the regions of Siberia and the Russian Far East. Almost the entire length of the Baikal-Amur Mainline natural conditions far from ideal: severe freezing of the soil (permafrost area), high seismic hazard (zone 8-9 points) and extremely low air temperatures (average annual +7.8 °С, minimum -58 °С).

In the west, the highway crosses mountain ranges (Baikalsky, Kodarsky, Severo-Muisky, Udokansky), as well as full-flowing Siberian rivers - Lena, Chara, Upper Angara. The site turned out to be very difficult in geological terms due to insurmountable crystalline rocks.

When laying the road in the east, a certain difficulty was represented by haze phenomena (fogs, haze), distorting the contours of objects. Rockfalls, kurums, shedding of soil were observed along the entire length of the highway.

On the Far East section of the road, medium and low-altitude mountains are located, and swampy plains appear closer to the coast.

The history of laying the first sections of the highway

The proposal to build a road through the Siberian expanses from Taishet (Northern Baikal) was put forward in 1888 by the Russian Technical Society. Survey work was started in 1907-1914, and then continued in the 1920s, already under Soviet rule.

Ideas for the construction of the "Second Trans-Siberian Railway" were put forward in the 1930s, at the same time the direction of the Baikal-Amur Mainline was determined - from Taishet through Northern Baikal, Tynda, Komsomolsk-on-Amur to Sovetskaya Gavan - and its name.

In 1935, the first small branch of the BAM - Tynda railway was laid, and a residential village of the same name was built at the site of its connection with the Trans-Siberian. Then, in 1933 and 1937, the decisions of the Central Committee of the All-Union Communist Party of Bolsheviks came out on laying a branch line to Tynda and from Taishet to the village of Sovetskaya Gavan. Already after the Great Patriotic War, a branch was put into operation between Komsomolsk-on-Amur and Sovetskaya Gavan with a length of 442 km.

Over the following years, several more sections of the BAM were built: Izvestkovaya - Urgal (1951, 340 km), Taishet - Lena (1958, 692 km). In total, 2075 km of railways were laid in the 1930s-1950s.

Full scale construction

Design and planning work was resumed in 1967. The government of the USSR attached great importance to the construction of the BAM highway for several reasons:

• the chosen direction of the Baikal-Amur Mainline, which runs from Taishet through the north of Baikal to the Pacific Ocean, made it possible to shorten the route to the Far East compared to the already built Trans-Siberian;
• the road passes through rich regions of great economic importance for the country, i.e. BAM is an economically necessary facility;
• the laying of the BAM provided military-strategic protection of the eastern borders of the country.

In the 1970s, the BAM builders were given the tasks that the pioneers could not fulfill in the 1930s-1950s. According to calculations, the planned length of the Baikal-Amur Mainline was to be 3145 km, starting from the Lena station (Ust-Kut) and up to Komsomolsk-on-Amur. It was also planned to create the 2nd route Taishet - Lena (680 km) and the section BAM - Tynda - Berkakit (400 km).

Construction took place in difficult geological and climatic conditions. The slogan “BAM is being built by the whole country” was implemented in practice: hundreds of industrial enterprises (metallurgy, construction equipment, etc.) were engaged in the supply of necessary materials and components.

In April 1974, the first detachment of Komsomol members arrived at the construction site, and a year later, on the occasion of the Victory Day, the BAM - Tynda line was commissioned ahead of schedule, along which goods were transported for the construction of the main highway, and in 1977 traffic was launched along the Tynda branch - Berkakit. For the period 1979-1989. the railway line was put into operation in stages.

New technical developments

Difficult climatic and geographical conditions required the builders of the Baikal-Amur Mainline to implement and apply new technical and engineering developments.

During the construction of the highway were used:

• new principles and designs for the manufacture of foundations for bridge supports;
• innovations in tunneling;
• original technologies of drilling and blasting and construction of subgrade in permafrost conditions;
• improved methods of dealing with ice.

Cities and stations

The construction of stations and settlements was carried out in accordance with the General scheme of the regional planning of the BAM zone, which took into account multiple factors of the economic development of adjacent territories. When designing and erecting buildings, architectural solutions were used, taking into account the national characteristics of the republics, whose representatives participated in the development and improvement of residential areas.

Key stations and transport hubs of the Baikal-Amur Mainline:

• Taishet is the starting point, a large railway junction (built in 1897 during the construction of the Trans-Siberian Railway), the first BAM builders lived here in 1930-1950, including Japanese and German prisoners of war.
• Severobaikalsk is a city since 1980, located on the shores of Lake Baikal, was founded during the construction of the BAM, the first settlers arrived here in 1974, now the population is more than 23 thousand people.
• Lena is a station on the 720th km of the highway, located in the city of Ust-Kut.
• Severomuisk is a station on the 1385th km of the BAM.
• Tynda is the so-called heart of BAM, 2 roads branch off from it (to Neryungri in the north direction and to Skovorodino in the south).
• Neryungri is a railway station, a city in the Republic of Yakutia, located on the slopes and peaks of the Stanovoy Range, with a population of about 57 thousand (2017).
• Komsomolsk-on-Amur is a large industrial center of the Far East, located on the territory of the Khabarovsk Territory (about 250 thousand inhabitants), built by Komsomol members in 1932.
• Sovetskaya Gavan is the final destination, a city on the banks of the Tatar Strait.

During construction, many small towns quickly developed and received the status of cities on the Baikal-Amur Mainline: Ust-Kut, Tynda, Severobaikalsk, etc.

The fate of the highway builders

In 1974, BAM was declared an all-Union Komsomol construction site by a resolution of the Central Committee of the CPSU. Workers from all republics, regions and cities of the USSR came to the construction, in total 70 nationalities were represented. Over 10 years, 570 million cubic meters of earthworks were completed, 4,200 bridges and pipelines were built across rivers and other water obstacles. During the construction of the railway, 5 thousand km of tracks were laid, dozens of stations and residential buildings with a total area of ​​570 thousand square meters were erected. m, open a large number of hospitals, schools, kindergartens.

The first settlers of the Baikal-Amur Mainline came here and immediately received "lifting" from the state, they were also promised a big salary and a long annual vacation. However, at first they lived in tents and trailers, heated by autonomous batteries and stoves-potbelly stoves (electricity was often turned off). Then they began to build panel houses (with conveniences on the street) and "backfills", in which a layer of sawdust was poured between the wooden walls of the boards.

The project was international: young people and specialists from all regions of the USSR came, lived together and united. The villages were well provided with food and other goods, for their salaries the builders had the opportunity to fully relax on vacation and even buy a car.

However, everything changed in the 1990s, when enterprises began to collapse, the unemployed appeared and crime increased sharply.

Characteristics of the Baikal-Amur Mainline

The constructed BAM road passes through several regions of Russia: Irkutsk and Amur regions, Yakutia, Buryatia, Trans-Baikal and Khabarovsk regions.

Main technical and operational characteristics:

• the total length of the Baikal-Amur Mainline in the section from Taishet to Sovetskaya Gavan is 4,300 km;
• along the way, the road crosses 11 rivers, 7 mountain ranges, passes through 60 villages, stations and cities;
• tracks were laid in regions with permafrost and high seismicity - more than 1 thousand km;
• 66 railway stations and 144 sidings were built on the way;
• 8 tunnels were laid with a total length of almost 30 km, of which the longest Severo-Muisky tunnel (15,340 m) was built from 1977 to 2003;
• 2230 bridges built varying degrees difficulties.

A lot of reports in the press, as well as documentary and fiction books have been written about the construction process of the Baikal-Amur Mainline. However, there is still a lot of information that was classified, and now periodically appears in the press.

One of the legends that circulated among the builders of the road told about anomalous phenomena on the “ghostly” path (the segment between Taishet and Sovetskaya Gavan).

Some eyewitnesses spoke of the appearance of a silent ghost train, the story of which dates back to 1940. Then the prisoners involved in the construction rioted and seized the train with cargo, which was then bombed by aircraft. All the fugitives died, and the railway track was destroyed. After 30 years, the builders who arrived discovered a completely complete road with rolled rails. Later it turned out that it was used by the military.

The highest mountain tunnel of the Baikal-Amur Mainline is Kodarsky. Here, the workers supposedly met the ghost of the White Shaman, who usually appeared before the start of natural disasters(earthquakes, etc.).

The most mysterious is the Severo-Muisky tunnel, which has been under construction for more than 25 years due to alternately arising technical problems and mystical surprises. Once, when a quicksand broke through, 30 people died when an already laid section collapsed, and before that, many workers heard the mysterious sounds of jackhammers from the depths of the mountain.

The most famous bridge on the BAM - Chertov, located on a sharp turn and standing on high supports 35 m high - was built to bypass the Severo-Muisky ridge until the tunnel was completed. The permitted speed of the train here is no more than 20 km / h, and sometimes it has to be pushed at all. Drivers, entering this difficult section of the road, always cross themselves and claim that “devils are dancing” in front of the locomotive.

Construction of BAM in modern Russia

In 1992, the Russian government adopted a resolution on the development of further measures to complete the construction of the BAM and the construction of the Berkakit - Tommot - Yakutsk line, but after 2 years the work was stopped due to insufficient financial support.

By 1997, the line's cargo turnover had halved compared to the maximum in 1990, at the same time the BAM self-government was liquidated, and the sections were administratively divided between the East Siberian and Far Eastern railways. In 2004, 2009 and 2011 new sections of roads were put into operation. In 2007, a decision was made to build an underwater tunnel to Sakhalin, but the work was not completed. Since 2009, the section between Komsomolsk-on-Amur and Sovetskaya Gavan has been reconstructed.

The role of BAM and its significance for Russia

The importance of the Baikal-Amur Mainline for the country can hardly be overestimated. It consists in solving many problems of the all-Russian scale:

• free access to natural resources, which were explored in the adjacent territories;
• transport support for the operation of new production complexes for the extraction and processing of gold, oil, coal, titanium, copper, etc., as well as enterprises of mining metallurgy, timber processing, shipbuilding and the coal industry;
• providing assistance in the development of vast territories rich in natural resources and minerals (1.5 million sq. km).
• ensuring the transit of goods along a shorter route (500 km less than the Trans-Siberian) between the West and the East;
• support and transfer of goods in case of malfunctions of the Trans-Siberian Railway.

prospects

In the 1970s, the construction of more than 10 territorial-industrial complexes was supposed to be built during the laying of the BAM railways, of which only one has been built today - the coal-fired South Yakutsk. Now the route is operating at a loss, due to its insufficient workload.

According to experts and economists, the profitability of the highway can only be increased by intensifying industry and economic activity in the adjacent territories, with massive financial investments in mining and processing enterprises along the route of the road.

The prospects for the Baikal-Amur Mainline are associated with the adoption of the Strategy for the Development of Railway Transport in Russia, called "Strategy-2030", according to which the volume of investments in its construction and reconstruction should amount to 400 million rubles. It is planned to lay another 13 new railway lines.

Conclusion

The economic potential of the region is huge, but due to lack of funds, it is practically unused. There are coal and iron ore deposits, reserves of apatite, copper, gas and oil. Their development requires the further development of the transport infrastructure, the laying of new branches of the highway.

This gives hope that in the coming years the BAM resources will be used more efficiently and the work of thousands of pioneers and Komsomol members will not be forgotten, and the number of trains and transported goods will increase.

The Baikal-Amur Mainline runs from Taishet to Sovetskaya Gavan and runs through the territory of Irkutsk, Chita, Amur regions, Buryatia and Yakutia, Khabarovsk Territory. Its total length is 4300 kilometers.

Key stations of BAM: Taishet, Lena, Taksimo, Tynda, Neryungi, Novy Urgal, Komsomolsk-on-Amur, Vanino, Sovetskaya Gavan.

BAM is connected with the Trans-Siberian Railway (Transsib) 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 kilometers) and a single-track railway from Lena to Taksimo (725 kilometers). On the rest of the BAM section, a single-track railway with diesel traction was built.

The BAM passes through a territory with harsh natural and climatic conditions - through areas of permafrost (the depth of which is from one to three to hundreds of meters) and high seismicity (up to nine points). The highway crosses 11 full-flowing rivers (among them Lena, Amur, Zeya, Vitim, Olekma, Selemdzha, Bureya) and seven mountain ranges (Baikal, Severo-Muysky, Udokan, Kodarsky, Olekminsky Stanovik, Turan and Dusse-Alinsky). Due to the difficult terrain, more than 30 kilometers of the railway passes in tunnels, including Baikal (6.7 kilometers) and Severo-Muisky (15.3 kilometers).

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.

The first projects for the transport development of Transbaikalia and the Amur region arose in the 19th century. Disappointing results Russo-Japanese War The years 1904-1905 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 and early 1930s. 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 three 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 the 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, the "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 ten 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 is December 5, 2003, when traffic was opened through the Severo-Muisky tunnel. In terms of its length (15,343 meters), it is the most long tunnel in Russia and fifth in the world. According to the conditions of construction, the tunnel has no analogues: permafrost, an abundance of groundwater, scree, landslides, tectonic faults.

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 kilometers 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.

In 2007, the Russian government approved a plan, according to which it is planned to build "capillary" branches to mineral deposits. Also, earlier it was decided to build a crossing in the form of a Sakhalin tunnel or bridge.

In 2009, the reconstruction of the section Komsomolsk-on-Amur - Sovetskaya Gavan (Far Eastern Railway) began with the construction of a new Kuznetsovsky tunnel, it is planned to be completed in 2016. These works will increase the speed of trains, which will entail an increase in throughput and carrying capacity, and will also make it possible to increase the weight rate of trains on the section from 3600 to 5600 tons.

Currently, the socio-economic potential of the BAM is not fully disclosed. Of the planned nine territorial production complexes, which were supposed to ensure the loading of the BAM, only one was implemented - in the Neryungri coal basin.

In the direction of Taishet - Tynda - Komsomolsk-on-Amur, the volume of cargo transportation is about 12 million tons per year. The limited capacity of BAM sections was caused by the closure of separate points during the period of traffic decline in the 1990s, the presence of sections where the turnaround time was violated, there are defects in the subgrade, the upper structure 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.

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 in 2006 prices for the development of the railway until 2020 (70% of the 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 kilometers of the second main tracks; equipment of about 700 kilometers 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, three tunnels, 650 kilometers of subgrade, etc.

This program was actively used in the development of the provisions of the "Strategy for the development of railway transport in Russian Federation until 2030". The strategy predicts an increase in traffic volumes at BAM due to the growth of industrial production, the development of a number of deposits, the construction of a railway line to Yakutsk and the development of the Vanino-Sovgavansky transport hub. specialized container trains and passenger trains.

Program " Railway transport"The federal target program "Development of the transport system of Russia (2010-2015)" provides for the construction of a new railway line Tommot - Kerdem - Yakutsk (Nizhny Bestyakh) with a total length of 450 kilometers; designing a new railway line Selekhin - Nysh with a total length of 582 kilometers.