Baikal-Amur Mainline. Baikal-Amur Mainline - BAM. History of the construction of the highway, BAM on the map of Russia, dates and years of construction. Starting and ending point of the Baikal-Amur Mainline

BAM passes north of the highway Trans-Siberian Railway, branching off from it in the city of Taishet, Irkutsk region, on its way crosses the Angara in Bratsk, the Lena in Ust-Kut and then passes through Severobaikalsk, skirting Baikal from the north. Next, the BAM goes through the remote mountainous territories of Buryatia, Chita and Amur regions through Tynda, crossing the Vitim, Olekma rivers and the Zeya reservoir. The further route of the BAM passes through the territory of the Khabarovsk Territory, where the main line crosses the Amur in Komsomolsk-on-Amur. The BAM ends on the shores of the Pacific Ocean in Sovetskaya Gavan.

BAM has several branches - to Ust-Ilimsk (215 km); to a number of mineral deposits; in three places the BAM is connected to the Trans-Siberian Railway by connecting branches (Tynda - Bamovskaya, Novy Urgal - Izvestkovaya, Komsomolsk-on-Amur - Volochaevka (Khabarovsk)), from the Tynda station of the Baikal-Amur Mainline it branches to the north Amur-Yakutsk Mainline(which should very soon reach the banks of the Lena), connecting the territory of Yakutia with the country’s railway network; depart from Vanino station railway ferries to Sakhalin.

Construction of the Baikal-Amur Mainline began before the war: in 1938, construction work began on the section from Taishet to Bratsk, in 1939 - on the eastern section from Komsomolsk-on-Amur to Sovetskaya Gavan. The work at that time was carried out mainly by prisoners. During the difficult years of the war, construction was suspended for some time, but soon construction was continued - in 1947 the Komsomolsk - Sovetskaya Gavan section was commissioned, in 1958 the Taishet - Bratsk - Ust-Kut section was put into permanent operation: the road reached the banks of the upper Lena River , work continued in areas west of Komsomolsk-on-Amur.

In 1967, a resolution of the Council of Ministers was issued on the resumption of construction of the BAM and the organization of a through railway of category I between Taishet and Komsomolsk-on-Amur, after which active design and survey work on the BAM route began again. Active construction of the highway resumed in 1974 - BAM was declared an all-Union Komsomol shock construction project, which was attended by thousands of young people from all over the country.

The central, main part of the BAM was built in 12 years, from 1972 to 1984, and on November 1, 1989, the entire new three-thousand-kilometer section of the highway (with the exception of the Severomuysky tunnel, which was built until 2003) was put into permanent operation within the scope of the launch complex .

The route of the Baikal-Amur Mainline runs mainly in mountainous areas, cutting through seven mountain ranges. The highest point of the route is Mururinsky Pass (1323 meters above sea level); when entering, steep slopes require the use of double traction and limiting the maximum weight of trains from 5600 to 4200 tons.

Ten tunnels have been built on the BAM highway, among them the longest in Russia Severomuysky tunnel, having a length of 15343 meters. From the point of view of excavation and construction, this tunnel, passing through the North-Muysky ridge, is one of the most difficult in the world. It was built intermittently for 28 years - from 1975 to 2003. In order not to delay the start of transit traffic along the BAM, in 1982-1983 and 1985-1989, two bypasses of this tunnel were built with a length of 25 and 54 kilometers, representing the most complex railway serpentine with extreme curves and slopes. After the opening of through traffic through the Severomuysky tunnel, the capacity of the BAM increased significantly; the bypass became a reserve route, but it is maintained, and some trains also pass through it.

The Baikal-Amur Mainline crosses 11 major rivers, and a total of 2,230 large and small bridges were built on it. The highway passes through more than 200 railway stations and travel, more than 60 cities and towns. Passing through remote mountainous areas, BAM has become an excellent school for many engineers and builders - here, for the first time in domestic and world practice, dozens of new, unique engineering solutions were applied, which were then used and are actively used on many other construction sites in our country.

From Taishet to Ust-Kut (Osetrovo, Lena station) the Baikal-Amur Mainline is double-track and electrified with alternating current; from Ust-Kut to Taksimo station the road is single-track and electrified with alternating current; to the east, single-track traffic is carried out with diesel traction.

The peak of cargo transportation along the BAM occurred in 1990. Then, in the period from 1991 to 1997, freight traffic along the highway almost halved. Like so many things built in our country, BAM in that period, in the mouths of many, suddenly became “the useless construction site of the century.” Indeed, the Baikal-Amur Mainline was designed in many ways as an integral part of a complex project for the development of significant natural resources of the regions through which the road ran - the development of the regions stopped, many of the planned projects of territorial-industrial complexes were never implemented. Naturally, without the development and development of the surrounding territories, the profitability of such a colossal and costly highway as the BAM is impossible.

At the same time, in the period from 1997 to 2010 (and especially after 2003, after the opening of through traffic through the Severomuysky tunnel), freight traffic along the BAM increased again, currently amounts to 12 million tons per year and continues to increase, gradually approaching the design load . An ever-increasing flow from the overloaded Trans-Siberian Railway is being redirected to the BAM (oil, coal, timber, and a number of other goods are transported along the line), from BAM the construction of the Amur-Yakut Mainline (AYM) continues, which in the foreseeable future, I want to believe (and especially - to participate in! ) will cross the Lena River on a colossal bridge; Work continues to modernize existing sections of the highway. I would like to believe that over time the development and development of the colossal territories lying in the gravitational zone of the BAM and AYAM will continue.

But even now life on this second long thread, which arose several decades ago and runs from west to east of our huge country several hundred kilometers north of the Trans-Siberian Railway, is quite active, as I was convinced of during my stay in Severobaikalsk.

We are driving along the BAM along the coast of Northern Baikal.

In some sections the railway dives under the cover of galleries, in others it passes through Cape Tunnels.

Monument to the builders of BAM:

Portal of the third Cape tunnel of the BAM:

Severobaykalsk station The Baikal-Amur Mainline - there are dozens of trains on dozens of tracks, passenger trains at the platform, locomotive whistles are heard every minute, the voice of the dispatcher does not stop from the loudspeakers.

Modern domestic electric locomotives “Ermak” operate on the electrified section of the BAM, and the Tynda-Moscow train departs from the platform.

On the outskirts of Severobaikalsk I again go out to the BAM. Here it leaves Severobaikalsk and the shore of Lake Baikal, and goes up into the mountains along the valley of the Tyya River, so that, after overcoming the mountain range through the 6-kilometer Baikal tunnel, 343 kilometers from here it reaches the shore of the upper Lena in Osetrovo, where the famous Lena station is located, one of the key points for BAM, Yakutia and the Irkutsk region.

So, the BAM line goes from Lake Baikal to the mountains. Lena station is 343 kilometers away.

And again the station - a steam locomotive on a pedestal and a complex of buildings of the East Siberian Railway.

Monument to Leningraders - builders of Severobaikalsk.

Schedule of passenger trains to the west and east:

Electric locomotive "Ermak" at Severobaykalsk station:

Tomorrow I’m leaving these places, so I finally took another walk around the station and “breathed” the life of BAM. The Severobaykalsk-Novaya Chara passenger train is preparing to depart.

Train with dump trucks.

Cargo and special equipment:

Went to Severobaikalsk City Museum of the Baikal-Amur Mainline. The museum is quite small and contains interesting materials related to the construction of the famous railway and Severobaikalsk, as well as photographs of those years.

Watching the life of the BAM... A passenger train travels along the BAM from east to west and approaches Severobaikalsk:

Following the passenger train in the same direction is a long freight train driven by the Ermak electric locomotive:

Having missed two oncoming trains, a long loaded train set off from Severobaikalsk east along the BAM - the same one with fire truck that I photographed at the station.

Tomorrow early in the morning I am leaving these places, at 8 am setting off on a long 12-hour, 600-kilometer journey on the Comet along the route Severobaikalsk - Irkutsk, across the entire Baikal from north to south. But having already collected my things in the evening, I decided for the night to take another walk to the station - to say goodbye to BAM, or rather not to say goodbye, but to say “Goodbye,” since the idea of ​​making a trip along this railway from Taishet to Sakhalin.

Well, BAM lives its usual life - the night station, brightly illuminated by spotlights, looks fascinating in the night, the beeps of locomotives sound mysteriously in the silence of the night, the voice of the dispatcher echoes repeatedly, the knock of wheels and the clang of interlocking cars preparing to set off on a long journey across, perhaps the most complex and unique railway in the world...

BAM: the history of the shock “Komsomol” construction - senseless and merciless

On July 8, 1974, Resolution of the Central Committee of the CPSU and the Council of Ministers of the USSR No. 561 “On the construction of the Baikal-Amur Railway” was revealed to the world. And a few months earlier, in April, the XVII Komsomol Congress declared BAM an All-Union Komsomol shock construction site. In fact, almost eighty years have passed since the start of construction of the BAM. Also in April, on the 13th and 25th, but in 1932, when the participants of the All-Union Komsomol Shock Detachment named after the XVII Komsomol Congress were not yet alive, two government resolutions “On the construction of the Baikal-Amur Railway” were issued one after another. Why is the BAM Construction Department organized in the system of the People's Commissariat of Railways? And the construction period for the highway has been determined - 3.5 years.

First half of the 19th century IN Russian Empire the first proposals and projects for the transport development of Transbaikalia and the Amur region appear.
1888 The Russian Technical Society proposed to build a “railway across all of Siberia” from Taishet north of Lake Baikal. 1906, immediately after the Russian-Japanese war, the idea of ​​the “Second Trans-Siberian Railway” was again discussed in Russia.
Early 20th century Exploration work is being carried out north of Baikal, headed by V. Polovnikov (1907-1908) and E. Mikhailovsky (1914), below on the map is marked “RI version from 1911.” http://bam.railways.ru/history.html

In the summer of 1932, design and survey work began on the station site. Urusha Transbaikal railway - winter quarters Tynda - village. Perm (the future “city at the dawn” of Komsomolsk-on-Amur, declared as such on December 10, 1932). At the same time, the construction of the head section of the Takhtamygda-Tynda highway was underway. A small junction on the Trans-Siberian Railway, from which the path sharply went north, received the promising name “BAM”. “Super-strike”, “super-fast”, “Bolshevik” tempos were loudly announced. Under tempting promises, the recruitment of Komsomol members and conscientious youth for construction began.

In the conditions of the remote taiga, no one thought about housing, food, uniforms for builders, or basic mechanization of their work (horsepower).

All this taken together (plus the three-month salary arrears that had accumulated by October) led to an outflow of labor. From the reports of the confused authorities, a depressing picture is visible. BAM needed 12 thousand diggers - there were 504 available. It required 2389 drillers - there were 50 available. It required 5101 carpenters - there were 498 available. It became obvious that the “object of special importance”, as the government declared BAM, was too heavy.

Then, on October 23, 1932, the Politburo of the Central Committee of the All-Union Communist Party of Bolsheviks issued its resolution, on the basis of which, 4 days later, the secret resolution of the Council of People's Commissars of the USSR No. 1650/340c appeared - the construction of the BAM should be transferred to the OGPU. This organization has just gained successful experience in shock construction. The White Sea Canal was built on the bones of prisoners. Now the special service was tasked with mastering the second, even larger, economic facility in its history.

In November 1932, the Construction Department of the BAM OGPU and the Baikal-Amur forced labor camp were created. BAMlag, notorious in Russian history of the twentieth century.

The manual was sent here verified. Head of the BAM Administration Department and Naftaliy Frenkel was appointed head of BAMlag. His previous position was called: Head of Work on the White Sea-Baltic Waterway.

From the BAM crossing into the taiga we drove stage by stage. By May 1, 1933, 32,411 people worked on the construction of the BAM (of which 31,415 were employees). Life immediately became better for the comrades responsible for the “object of special importance,” life became more fun. It was Komsomol volunteers who demanded from their empees superiors the establishment of canteens, bathhouses, shops, first-aid posts, and barracks for housing. The bosses from the secret service did not have a headache about such trifles. Their “Komsomol members” do not need to be paid a salary. The midges don’t bite them, the rain doesn’t wet them, the frost doesn’t freeze them... What other bath-saunas can there be?! Even tents were not provided. For the first year and a half, prisoners were housed in the open air near fires. Ration - 400 g of bread per day. In the papers of the URCh (registration and distribution department) of BAMlag there is the following figure: on the filling of the bed of the head section of BAM - Tynda, as of March 1, 1934, 14,956 workers were working; on January 1, 1935, there were 6487 of them left...

The dead and dead were replaced by fresh stages, and by mid-1937 the laying of the track on this 190 km section was completed. The first success, expected for five years, gave rise to a series of resolutions of the Central Committee of the All-Union Communist Party of Bolsheviks and the Council of People's Commissars, according to which the NKVD was ordered to “now begin work on the sections Taishet - Padun (350 km), Padun - Ust-Kut (450 km), Tynda - r. Zeya (300 km), Izvestkovaya - Urgal (395 km), Urgal - Komsomolsk (560 km), Komsomolsk - Sov. Harbor (440 km).” The total distance of the highway from Taishet to Sov. The harbor was determined to be 5000 km away. Another decree from 1938 stated that “the final date for work on the new railway should be 1945.”

In connection with the new task, the NKVD underwent a reorganization. Each site had its own camp, plus two more auxiliary ones, for a total of eight. They entered the Directorate of Railway Construction and Forced Labor Camps of the Gulag NKVD in the Far East, created on May 22, 1938, headed by the same Frenkel.

In the 1930s, tens of thousands of people passed through BAMLag. They were subjected to moral and physical torture. Some of them were shot, others were convicted and sent to concentration camps and resettlement zones. The life of their families and loved ones was turned into a hopeless period of humiliation and suffering.

Message from the OGPU BAMlag prosecutor, December 1933: “Under this article (***) there are 14 thousand prisoners who were convicted before May 8, 1933. Of this number, 8,070 people were convicted completely in vain.”
“About one hundred thousand people were repressed in the Amur region. The small Amur region alone produced one hundred thousand repressed people,” said Evgeny Smolin.
Those repressed who went through BAMlag and other camps began to be rehabilitated en masse during the time of Khrushchev. The reputation was restored to those who were convicted under Article 58, Part 10 “Anti-Soviet propaganda.”

BAMLAG prisoners built a railway in incredibly difficult geographical and climatic conditions.

"... in the winter of 1934-35 at a temperature of 20 - 30 - 40 degrees Celsius"

They laid rails through undeveloped territories of the Far East - mountains, rivers, swamps, overcoming rocks, permafrost, high soil moisture, and harvested timber for the needs of the road under construction. The main tools were a wheelbarrow, a crowbar, a shovel, a pick, and a stretcher. The Bamlag workers cleared clearings, carried out excavation work, filled the railroad tracks with wheelbarrows, cut down forest and made sleepers, and built bridges. Prisoners in the Amur region began to be called “Bamlagovets” or simply “Bamovets”, this was a synonym for the word “zek”.

Prisoners eating

Prisoners worked all year round and in any weather. When construction did not meet deadlines, the camp administration immediately increased the working day. They worked sixteen or even eighteen hours a day. We didn't have time to dry out. Often in the middle of the night they would lift arriving wagons to unload, after which the sleep-deprived prisoners would go to construction sites. Many people developed “night blindness”, that is, with the onset of evening, people lost their vision. Malaria, colds, rheumatism, and stomach diseases were rampant in the camp barracks. There was no special clothing; the prisoners were dressed and shod in old rags. It was especially difficult with shoes. For example, prisoners made it themselves from discarded car tires.

Just before the war in 1941, the BAM-Tynda section was finally put into operation. That is, half of the period allotted by the party had passed, and out of 5,000 km only 190 had been mastered. Despite the fact that the prisoners were driven to the tail, and to the mane, and to God, and to the soul. Then the war made its own adjustments. On August 18, 1941, an order was issued to stop construction of the Komsomolsk-Sov sections. Harbor and Komsomolsk - Urgal. And after that the Taishet-Padun section.

Work continued only at the station site. Lime Far Eastern Railway - Urgal. In 1942, this line, with major deficiencies, was put into operation. That is, over 10 years, under the vigilant leadership of the NKVD, only two branches from the Trans-Siberian Railway to the junction stations of the proposed BAM were built.

But the Transbaikal/Komsomol members did not remain idle. Also in 1942, the order was given to dismantle the BAM-Tynda branch. At first, its rails were used for the hasty construction of the strategically necessary Saratov-Stalingrad road. And since January 1943, rails, mechanisms and equipment, together with 5000 spare parts, were transferred to Altaylag for the construction of the Kulunda - Mikhailovskoye railway.

Soon the NKVD was obliged to resume construction of the Komsomolsk-Sov section. Harbor. Why was the “Construction Directorate 500” created on May 26, 1943, with three camps subordinate to it? The authorities again set a “firm” date for the opening of temporary traffic from Komsomolsk to Vanino Bay - August 1, 1945. This time the shortage of materials was covered by dismantling the Izvestkovaya - Urgal line.

In everything that has been done for the past ten years, some incredible senselessness and lack of system can be traced. There was no complete technical design for the highway; survey work was carried out sporadically. The rails laid in one place were dismantled after some time and moved to another.

After the war, the construction of the BAM by military forces was again intensified in all directions planned in 1937. The uniqueness of the “construction of the century” now lay in the fact that Japanese prisoners of war were added to the “special contingent”.

In 1947, the Taishet - Bratsk line was built in rough form, the movement of work trains became possible along it, and the construction of the Bratsk - Ust-Kut section immediately continued at an accelerated pace. The Komsomolsk-on-Amur - Sov section has finally been put into operation (two years later than planned). Harbor. It can be said with all certainty that under every sleeper of these tracks of the western and eastern beginning Along with a simple Soviet prisoner lies an unknown Japanese soldier at BAM.

The next milestone is 1951. The Izvestkovaya – Urgal section was re-commissioned. And in the west, rails were laid to the Lena station (Ust-Kut).

During this time, an ambitious continuation of the Bamov project was born: from May 12, 1950, a line was built from Komsomolsk along the lower reaches of the Amur to Cape Lazarev, while at the same time construction of a tunnel under the Tatar Strait began in order to complete the highway in the north of Sakhalin.

As a result of the next coordination of work, the wards of the Nizhneamur ITL (Nizhneamurlag) had to strain their efforts towards each other from the east, and from the west - the Angarsk ITL (Angarlag).

But at this epic time, Comrade Stalin deigned to die and his work went to waste. The prisoner's BAM has come to a complete end. In the summer of 1953, conservation of work began. On February 15, 1955, the Construction Department of the Nizhne-Amur ITL was closed. The camp was transferred to the Ministry of Internal Affairs for the Khabarovsk Territory. Hangarlag, although it was preserved even in the 60s as a special camp strict regime for the “criminal bandit element”, completely departed from the railway theme in its correctional functions.

Former Komsomol members at their celebrations on July 8, of course, will not remember the z/k: Transbaikal Komsomol members of Russian folklore of the twentieth century.

We will remember their unknown graves somewhere in the embankments or under the embankments near Taishet, Tynda and Komsomolsk.

photo from "Unknown BAM. Development of BAMlag" http://www.proza.ru/2015/12/17/206

BAMlag flourished in 1935-1936. About 30 camp branches are scattered throughout Far East. The capital of the wired state is the city of Svobodny. The camp administration was located there.

Almost nothing remains of the BAMlag objects. And if it remains, it looks something like the central building of a repair plant. Previously, there was a central gate in front of it, where everyone drove in. Behind the building there were workshops - dozens of workshops where prisoners worked. In the central building itself, built in the 30s, the administration of the BAMlag repair plant was located.

There was also a brick factory, a sawmill, a logging plant, a wood processing plant, power plants and workshops that the prisoners themselves built and worked in.

“There was not only forced labor, involuntary servitude. But there was still a lot of cultural work going on there. They published their own newspapers: “Builder of BAM”, for example, “Culture and Literature of BAM”. The book series “Library of the BAM Builder” was published. Collections of poetry "Putearman" were published. These, of course, are very ideological, very official publications. How sincere the authors were, we can only guess: someone wanted to save time, and someone was sincerely convinced that he was participating in a useful and important matter,” said Alexander Urmanov, Doctor of Philology, Professor, Head of the Department of Literature of the Belarusian State Pedagogical University.

The BSPU Literature Museum has several recreated books. It is unknown exactly how many publications were published in BAMlag. Official literature will remain classified as “Secret”. But what was a “secret” in the camp was made public. Poems, novels, poems created by writers who served time here. For example, Anastasia Tsvetaeva, the older sister of the poetess Marina Tsvetaeva, wrote the novel “Amor.”
“She wrote it while working in the office, on tissue paper. This tissue paper was carried by a civilian, one of the trusted persons, outside the camp. From there she was already sent to some places that she indicated, knowing that she would be preserved there. And when she was freed, she came to the people who were supposed to keep her. It turned out that everything was no romance. Smoked. Tissue paper. And she had to reconstruct it from memory,” said Tatyana Smykovskaya.
Anastasia Tsvetaeva was convicted of counter-revolutionary activities and anti-Soviet propaganda. The same article was written by Gleb Anfilov, Vasily Azhaev, Arseny Alving - famous writers of that time who served time in BAMlag. But it was not only the repressed who were corrected in labor. The core of the camp was still thieves, murderers, and swindlers. But exactly how many were criminals and how many were political - there is no exact data. Then the total number of inmates was calculated. And only occasionally there are some reports.

The project to expand the Baikal-Amur Mainline is one of the latest infrastructure initiatives Russian government and the management of Russian Railways, aimed at increasing transport connectivity between Russia and the countries of the Asia-Pacific region and improving conditions for industrial development in the Russian Far East.

40 years old

July 8, 2014 marked forty years since the adoption of the resolution “On the construction of the Baikal-Amur Railway.” When celebrating the fortieth anniversary of BAM, during a teleconference with the President of Russia, a “silver link” was laid, which marked the beginning of the BAM-2 project.

Over these forty years, the legendary construction of communism has gone through both the stage of Komsomol enthusiasm and constant media attention, and the decline of the 1990s. In the post-Soviet period, the construction of the BAM was often cited as a sign of the flawed Soviet economy and an example of the ineffectiveness of large infrastructure projects in general.

According to the initial project, the BAM was supposed to transport up to 35 million tons of cargo per year, but by the time the USSR collapsed, the road’s capacity was only 10 million tons. As the country’s economic recovery progressed, by the mid-2000s it turned out that the highway was not only is actively used, but moreover, it is extremely overloaded.

The Baikal-Amur Mainline passes through the territory of the Irkutsk region, Transbaikal region, Amur region, Buryatia and Yakutia and Khabarovsk region.

Key stations of BAM:

• Taishet
• Taximo
• Tynda
• Neryungi
• New Urgal
• Komsomolsk-on-Amur
• Vanino
• Sovetskaya Gavan

The total length of the BAM from the city of Taishet to the port of Sovetskaya Gavan is 4,300 km.

BAM is connected to the Trans-Siberian Railway by three lines: Bamovskaya–Tynda, Izvestkovaya–Novy Urgal and Volochaevka–Komsomolsk-on-Amur.

Currently, an electrified double-track railway has been built from Taishet to Lena station (704 km). Single-track electrified road - from Lena station to Taksimo station (725 km). The remaining eastern section of the BAM is a single-track railway with diesel traction.

In 2013, 33% more cargo was transported along the BAM than in the best soviet year highways - 1988. According to the management of Russian Railways, if the company had not worked to gradually expand bottlenecks and had not opened the Kuznetsovsky tunnel in 2012, the line would have long ago faced large-scale congestion. According to expert estimates, by 2015 the length of sections of the Baikal-Amur Mainline with a shortage of capacity will increase by more than 3 thousand kilometers. The busiest zones will be the Novaya Chara-Taksimo and Kirenga-Lena Vostochnaya sections.

A separate incentive for the development of Siberian highways is the “Asian turn” in Russian policy that emerged in 2014, increasing the importance of trade relations with the countries of the Asia-Pacific region, and especially with China.

The main mineral deposits located near the BAM

Industrially developed deposits:

• Neryungrinskoye and Urgalskoye coal mines
• Korshunovskoye and Rudnogorskoye iron ore mines<

Well-studied fields where an economic assessment of development efficiency has been carried out:

• Apsatskoye, Ogodzhinskoye and Elginskoye coal mines
• Chineyskoye, Taignoye and Garinskoye iron ore mines
• Udokan copper
• Kuranakh and Katugin polymetallic
• Evgenevskoe Apatity
• Kovykta gas
• Talakanskoye, Verkhnechonskoye, Chayandinskoye, Srednebotuobinskoye

Fields requiring development of transport infrastructure:

• Yaraktinskoye, Dulisminskoye, Ayanskoye and Adnikanskoye oil and gas fields

Promising deposits:

• Neryundinskoye, Kapayevskoye, Polivskoye iron ore mines
• Khlodnenskoye and Shamanskoye polymetallic
• Golevskoyesynnyritov
• Ukdusk and Seligdar Apatity
• Nepa potash basin

Natural conditions

The Baikal-Amur Mainline runs through territories whose natural conditions are extremely diverse and complex. The western section of the BAM route is characterized by mountainous terrain. The eastern section of the route is characterized by the presence of mires - swamps on permafrost.
Almost all areas of the Baikal-Amur Mainline are characterized by extreme climate severity, which determines the presence of permafrost, the depth of which reaches from one to hundreds of meters.

Average annual air temperatures along the entire BAM route are negative and vary from minus 3.2 °C (Nizhneangarsk indicator) to minus 7.8 °C (Chary indicator). The absolute minimum air temperature on the highway was minus 60 °C, the absolute maximum was plus 40 °C.

The route of the highway runs through zones of high seismicity (up to 9 points on the Richter scale).
The BAM crosses eleven deep rivers, including the Lena, Amur, Zeya, Vitim, Olekma, Selemdzha and Bureya. In total, the BAM crosses more than 3,500 watercourses. The highway passes through 7 large mountain ranges, including Baikalsky, Severo-Muysky, Udokansky, Kodarsky, Olekminsky Stanovik, Turansky and Dusse-Alinsky.

Numerous active physical and geological processes are observed along the entire length of the highway. In the mountainous areas of the highway, mainly from Kirenga to Tynda and from Urgal to Berezovka, mudflows are a frequent natural disaster. The sections of the highway passing through the Baikal and North-Muysky ridges are most susceptible to the risk of snow avalanches. In total, 294 avalanche complexes were identified in the BAM area.

Despite taking into account the avalanche risk when laying the BAM route, avalanches periodically occur along the way

So, in 2011, due to an avalanche, a train traveling from Severobaikalsk to Kirenga derailed. To protect against the risks of landslides and rockfalls, which are quite high on all mountain sections of the route, the construction of galleries was often used during the construction of the BAM. Geological risks of the highway significantly complicate both new construction and ongoing operation.

BAM-2 project

According to expert estimates, the volume of export of minerals from the fields of eastern Russia will double by 2020 and reach 113.2 million tons per year.

Increasing the production of raw materials, the construction of new industrial enterprises along the BAM route, as well as increasing the capacity of the ports of Vanino and Sovetskaya Gavan Gavan - the main gateway for Russian exports to the Asia-Pacific countries - will lead to the emergence of bottlenecks along almost the entire length of the BAM. The greatest capacity deficit is expected on the Vysokogornaya–Vanino section.

The project to expand the Baikal-Amur Mainline provides for the construction of a second branch of the main line along most of the route, electrification of certain sections and replacement of rolling stock. The demand for transportation along the BAM by 2025 will be about 100 million tons of cargo.
According to the head of the Irkutsk group of the Directorate for Reconstruction and Construction of Railway Transport Facilities of JSC Russian Railways, Evgeniy Solntsev: “... the volume of upcoming design and construction work is huge and comparable to the volume of construction of the BAM in Soviet times, and the construction time is much shorter. By 2017, it is necessary to double the capacity of BAM - from 16 to 32 pairs of trains per day, for which it is necessary to reconstruct more than 500 kilometers of second tracks, 90 stations, 85 bridges and build a new Baikal tunnel.”

According to a statement made by the head of Russian Railways, Vladimir Yakunin, in his blog, after the completion of the reconstruction of the BAM, most of the cargo will be redirected to the mainline - the transit of coal and minerals will at least double, which will allow Russia to further increase international trade turnover, in particular with China.

Project financing

Expert estimates of the total amount of necessary financing vary, but the approximate amount of investment required for the development of the BAM along its entire length for the period until 2020 is about 400 billion rubles.

According to the passport of the investment project “Modernization of the railway infrastructure of the Baikal-Amur and Trans-Siberian railways with the development of throughput and carrying capacity,” which is currently awaiting approval by the Government of the Russian Federation, total investments in the project are provided in the amount of 562.4 billion rubles, of which 300 billion rubles. it will be necessary to provide JSC Russian Railways with 150 billion rubles. – funds from the National Welfare Fund (NWF), 110 billion rubles – subsidies from the budget. In 2014, it is planned to carry out work worth 61.4 billion rubles; the total volume of contracts concluded in 2014 is estimated by Russian Railways at 90 billion rubles. 50 billion rubles will be attracted from the National Welfare Fund, the rest will be monopoly money.

The excavation of the second Baikal tunnel by mountain method is expected to begin this year.

Currently, near the western portal of the existing tunnel, located on the border of the Irkutsk region and the Republic of Buryatia, a rotation camp for 300 workers is being built from scratch.

“The new tunnel, which is planned to be commissioned in 2017, will significantly increase the capacity of this “bottleneck” of the Baikal-Amur Mainline, and the speeds will increase,” Viktor Khlyupin, head of the Severobaikalsk tunnel distance of the East Siberian Infrastructure Directorate, noted in an interview with the Gudok newspaper. .

Preparations are now underway to begin construction of the second corridor inside the Baikal ridge. The new corridor of the Baikal tunnel will be laid parallel to the existing one. In 2014, more than 2.1 billion rubles will be allocated for the construction of the tunnel.

Prospects and engineering protection

The scale of the Baikal-Amur Mainline expansion project is comparable to the volume of highway construction in Soviet times. At the same time, builders will be forced to work under much tighter deadlines. To ensure growth in exports from new fields and industrial enterprises, by 2017 it is necessary to double the throughput capacity of the highway.

The complexity of the terrain along the BAM route, high seismicity and avalanche risks make it necessary to introduce new and unique solutions in the field of engineering protection of transport routes

In this direction, as well as in general issues of project development, the experience gained during the implementation of the Sochi project will provide great assistance to builders. Russian construction organizations have gained experience in construction in a short time, in difficult mountain conditions and with high landslide, mudflow and avalanche risks. At one time, the Sochi Olympics was nicknamed the “Second BAM”. Now Russia has the opportunity to implement a real BAM-2 and balance its transport structures between the West and the East.

It is not only possible, but also necessary to be proud of the glory of your ancestors; don't respect her
shameful indifference.
A.S. Pushkin

THIS IS HOW BAM STARTED.

From Tsarist Russia, the USSR inherited the railway from Moscow to Vladivostok. The highway was built with funds from the treasury. In the USSR, its name became firmly established as the “Trans-Siberian Railway” (Transsib). In the Russian Empire it had a different name: “The Great Siberian Way”. Its length of 9288.2 kilometers is the longest railway in the world.

In 1930, Far Eastern regional organizations developed and sent to the Central Committee of the All-Union Communist Party of Bolsheviks and the Council of People's Commissars of the USSR a proposal for the design and construction of a second railway in Eastern Siberia and the Far East with access to the Pacific Ocean. It was proposed to lay the route from one of the stations, west of Baikal, through the northern tip of the lake towards Sovetskaya Gavan. In this document, which took into account the preliminary developments of both Irkutsk and Khabarovsk designers, the future railway was for the first time called the Baikal-Amur Mainline (BAM).

In 1932, the BAM was considered to be the route from the Urusha railway station to the Trans-Baikal railway. d. - winter quarters Tynda - village. Perm (12/10/32 transformed into the city of Komsomolsk-on-Amur) with a length of about 2000 kilometers. There was no final version of the railway route. Therefore, the length of the road was determined differently in different sources: from 1725 to 4000 km.

Design and survey work began at an accelerated pace.

Expeditions led by P.K. Tatarintsev, D.I. Dzhusem, A.P. Smirnov, began research on this 1000-kilometer section.

In 1933, at the BAM station (a small siding near the settlement of Skovorodino, built in 1932), the first meters of rails were laid in a northern direction towards the village of Tyndinsky.

In 1937, a decision was made to build a highway from Taishet to Sovetskaya Gavan. Laying of the track on the meridional lines began, which were supposed to connect the BAM with the Trans-Siberian Railway.

In 1940, train traffic was opened on the Izvestkovaya – Urgal section.

In 1941, with the outbreak of the Great Patriotic War, the already laid tracks were dismantled and used for the construction of a railway along the Volga.

In 1943 - 1945, the Komsomolsk-on-Amur – Sovetskaya Gavan railway was built.

In 1950 - 1959, the Taishet – Lena (Ust-Kut) road was built, which stimulated the intensive development of the area’s natural resources (energy, timber, iron ore, etc.). By the early 1960s, more than 1,150 of the 4,000 kilometers of the BAM route had been put into operation. The second meridional connection of the BAM with the Trans-Siberian Railway - the Izvestkovaya - Urgal highway - has come into operation. In 1973, the Vostochny port began operating in Wrangel Bay (Vanino), which became the “sea gate” of the BAM.

BAMA PIONEERS.

1974 is considered the year of the second birth of BAM: active construction of the highway began in many directions at once by Komsomol construction “landing forces” and units of the USSR Railway Troops. In 1972 - 1977, the BAM-Tynda road, dismantled in 1941, was restored - the third meridional connection of the BAM with the Trans-Siberian Railway. In 1976, the development of coking coals in southern Yakutia began; the first high-speed shipping line to Lake Baikal was opened, which connected the Trans-Siberian Railway with the city of Severobaikalsk, which was being built on the BAM. In 1979, construction of the eastern section of the BAM from Urgal to Komsomolsk-on-Amur was completed. In 1980 - 1981, the most important object of the BAM was built - a bridge across the river Vitim, one of the most difficult on the route. By January 1, 1983, more than 400 million cubic meters of earthworks had been completed during the construction of the BAM. 3,400 highway roads, 1,400 bridges and 1,800 culverts were built, and 2,260 km of main railway tracks were laid.

In January 1984, the first train formed in Tynda arrived in Moscow at the Yaroslavl station exactly on schedule.

On October 27, 1984, the so-called "golden link" connecting the route all the way from Taishet to Vanino.

BAM DAN. FIRST TRAINS.

In 1988, permanent traffic began at BAM (commissioning).

The construction of the Baikal-Amur Mainline is on a par with such large-scale projects - (“constructions of socialism”), such as the construction of the Turkestan-Siberian Mainline (abbreviated as Turksib, and the White Sea-Baltic Canal, the development of virgin lands in the 50s, the construction of the Sayano-Shushenskaya and Bratsk hydroelectric power station in the 60s, etc.

The Baikal-Amur Mainline passes through Eastern Siberia and the Far East, connecting Novokuznetsk with the Pacific Ocean. It crosses the Irkutsk and Amur regions, Buryatia, the Republic of Sakha (Yakutia), the Trans-Baikal Territory and the Khabarovsk Territory

BAM is the last of the “great construction projects of socialism.” This was one of the most controversial and paradoxical projects implemented in Soviet times. The railway, approximately 4,500 km long, was laid in one of the most difficult regions of the world to build, geologically and climatically. The route crosses eleven deep rivers and seven mountain ranges. More than 1000 km of the route were laid in areas of permafrost and high seismicity. Ten tunnels were dug along the route, including the Severomuysky Tunnel, 2,230 bridges and more than 200 railway stations and sidings were built.

BAM became the most expensive infrastructure project in the history of the USSR: its final cost was 17.7 billion rubles in 1991 prices, which was four times higher than the original estimate, and not all sections were put into operation. The construction of branches and modernization of the main course of the highway continues to this day.

Active construction of the BAM lasted about 15 years. Hundreds of thousands of builders from the USSR and other countries of the socialist camp (Poland, Bulgaria, East Germany) took part in it. The construction process subsequently received just as mixed reviews as its design.

A landmark event during construction was the “golden” docking at the Balbukhta crossing in the Kalarsky district of the Chita region (currently the Trans-Baikal Territory), which took place on September 29, 1984 at 10:05 Moscow time. The “golden” junction marked the meeting of the eastern and western segments of the highway, the meeting of two groups of builders who had been moving towards each other for 10 years. Later, a monument of glory dedicated to the builders of BAM was opened at this station.

By 1990, BAM reached its peak capacity.

By the early 1960s, more than 1,150 of the 4,000 kilometers of the BAM route had been put into operation. The second meridional connection of the BAM with the Trans-Siberian Railway has come into operation - the Izvestkovaya – Urgal route

In 1973, the Vostochny port began operating in Wrangel Bay (Vanino), which became the “sea gate” of the BAM.

Over the entire history of the construction of BAM, about 2 million people took part in it.

Between 1978 and 1990, 279 million tons of cargo were transported along the BAM, including 112.7 million tons of coal, 65.4 million tons of timber; 33 million passengers.

Since the late 80s, workers began to leave BAM. In the 90s, the exodus became widespread, everyone who had somewhere to go left. At BAM there are problems with the supply of consumer goods, prices and unemployment are rising. In 1997, BAM's freight capacity was limited to several trains per day. Since 1990, the population in the “BAM region” has decreased by approximately 30%.

Severomuysky tunnel

The Severomuysky tunnel on the Baikal-Amur Mainline is the longest tunnel in Russia and the fifth longest in the world. Its length is 15 km 343 m. According to the construction conditions, the tunnel has no analogues: permafrost, abundance of groundwater, scree, landslides, tectonic faults.

April 27, 2009 marked 35 years since the day when the first All-Union Komsomol shock detachment, a detachment named after the XVII Congress of the Komsomol, set off to build the Baikal-Amur Mainline. This day became the second birth of BAM - it marked the beginning of active construction of the highway in several directions at once.

Construction Features

Complex methods were used: along with the construction of railway lines, residential settlements, cultural centers, public service institutions were built, and industrial enterprises were created.

Brigades from all the union republics worked on the construction, as well as detachments from Bulgaria, Hungary, Mongolia, etc. The eastern section was built by railroad soldiers.

During the construction of the roadbed, crushed stone for the first layer of ballast was delivered to areas located near the quarries by dump trucks before laying the track.

Ballasting was carried out immediately after laying the rail and sleeper grid, which made it possible to preserve the roadbed, increase train speeds and ensure the safe passage of heavy cranes and platforms with construction materials.

BAM tunnels were excavated in difficult engineering and geological conditions. The lack of a correct forecast of geological conditions required advanced exploration drilling.

Difficulties in tunneling, which delayed the construction of the route, necessitated the construction of bypasses, which ensured traffic while the tunnels were being dug.

The builders of BAM found a way to preserve permafrost soils using thermal piles (liquid cooling systems). Their action is based on the natural convection of a coolant solution that conducts heat well. Many road structures stand on thermal piles - multi-storey buildings, bridges, locomotive depots.

One of the difficulties during the construction of the BAM was associated with significant seismic activity in the regions where the route passes. Thus, on June 27, 1957, in the area of ​​the northern spurs of the Udokan ridge, the Muya earthquake with a magnitude of 10–11 occurred, during which a system of cracks and faults with a total length of about 300 kilometers formed on the earth’s surface. Here river beds were shifted, new lakes appeared, and mountain slopes collapsed in places. This is the largest earthquake recorded on the territory of the former USSR.

Trunk meaning

Normalizing the operation of the highway along its entire length creates the basis for:

1. Large-scale economic development of the Far East and North of Russia;

2.Creating strong ties with the countries of the East (Japan, China, Korea);

3. Economic development of Sakhalin and the Kuril Islands.

BAM today

Currently, 8 trains pass along the BAM every day; transportation volumes amount to 8 million tons of cargo per year.

On December 4, 2003, the largest in Russia and the fifth longest on the planet, the North-Muysky railway tunnel with a length of 15 kilometers 343 meters was opened at BAM.

By 2015, it is planned to build 8 sidings, 2 low-power slides and 18 additional tracks at BAM; reconstruction of the Korshunovsky tunnel is also planned.

By 2015, freight traffic along BAMU is expected to increase by 2-2.5 times.

In April 1974, BAM was declared an all-Union shock Komsomol construction site, and masses of young people were sent here for internships.

During the ten years of construction of the BAM highway, a colossal amount of work was done; almost every year became a new milestone, a new frontier in mastering the difficulties of the northern road.

In January 1981 A new, then 32nd, railway began to operate - the Baikal-Amur. It included three operational departments - Tyndinsky, Urgalsky and Severobaikalsky, as well as the Directorate for the construction of the Baikal-Amur Mainline. At that time, 17.5 thousand railway workers of various professions worked on the road.

Over the years of construction of the highway, the words “The Baikal-Amur Mainline is being built by the whole country” have become familiar. Behind these words there are facts, the heroic work of the Soviet people.

Hundreds of industrial enterprises located in all regions of the country supplied various machines, structures, and materials to BAM. The workers of the cities of Ivanovo, Kalinin, Voronezh, Donetsk, Kostroma sent excavators, Chelyabinsk - bulldozers, Moscow, Kremenchug, Minsk - trucks, Leningrad - powerful Kirovets tractors, Kamyshin, Odessa, Kaliningrad, Kirov, Balashikha - load-lifting cranes; structures for artificial structures arrived from Voronezh and Ulan-Ude, rails - from the Kuznetsk Metallurgical Plant.

Stations and villages on the BAM route were built by representatives of all union republics, many regions and cities of Russia.

Such a large-scale construction was only possible for a great power, with its colossal economic power and resources. 60 sectors of the national economy, hundreds of supplier enterprises, design and scientific organizations in Leningrad and Chelyabinsk, Novosibirsk and Rostov, Nikopol and Blagoveshchensk participated in providing the construction with everything necessary. BAM is rightly called the route of friendship and brotherhood. It was built by representatives of 70 nationalities of the USSR. A General Scheme for the regional planning of the BAM zone of influence was developed, taking into account the regional characteristics of the route, specific factors of economic development of the adjacent territories, as well as the multinational features of architectural and planning solutions, the construction art of all the republics participating in the development of the highway. Tynda, Neryungri, Severobaikalsk - the largest cities along the route - were built precisely according to the master plans.

As a result, each had its own appearance, its own special architectural “accents”. However, like any new business, the Baikal-Amur Mainline aroused interest in environmental problems. Virgin nature demanded careful treatment. After all, a delicate natural organism, balanced over millennia, is especially fragile in conditions of permafrost, high seismicity and low temperatures.

Here, for the first time in world practice, a fundamentally new design of bridge support foundations was created, a number of new ideas were implemented in tunnel construction, technologies for backfilling the roadbed and drilling and blasting operations in permafrost conditions were developed, and modern methods of combating ice deposits appeared.

The highway passed through the region in northern areas rich in natural resources. The Baikal-Amur Mainline serves the purpose of developing all natural resources. Where previously only a nomadic Evenk hunter could reach on his reindeer, where geologists only occasionally flew in by helicopter, the taiga was awakened by the whistle of a diesel locomotive, and residential settlements sprang up. Previously, the southern regions of the Amur region were connected to the North by the AYAM (Amur-Yakutsk Mainline) highway, running from Bolshoi Never on the Trans-Siberian Railway to Chulman. And this thin transport stream was replaced by a “full-flowing river” called BAM

The Baikal-Amur Mainline is one of the largest railway lines in the world. The construction of the main part of the railway, which took place in difficult geological and climatic conditions, took more than 12 years, and one of the most difficult sections - the North Muisky tunnel - was put into permanent operation only in 2003.

The Severomuysky ridge was one of the most difficult sections of the BAM. Before the opening of the Severomuysky tunnel, trains followed a bypass railway line laid through the ridge. The first version of the bypass, 24.6 km long, was built in 1982 - 1983; during its construction, slopes of up to 40 thousandths were allowed (that is, up to 40 meters of rise per kilometer of distance). Because of this, only freight trains of several cars could travel through this line; the movement of passenger trains was prohibited (people were transported across the pass by buses)

In 1985 - 1989, a new bypass line, 54 km long, was built, consisting of numerous steep serpentines, high viaducts and two loop tunnels (the old bypass was subsequently dismantled). The “Devil's Bridge” became famous - a viaduct in a sharp turn on a slope across the valley of the Itykyt River, standing on two-tier supports. The train was forced to maneuver between the hills, moving at a maximum speed of 20 km/h and risking being caught in an avalanche. On ascents there was a need to push the trains with auxiliary locomotives. The section required large expenses for maintaining the track and ensuring traffic safety. Pictured is the Devil's Bridge

The construction of the tunnel through the ridge took more than 25 years. The first train passed through the tunnel on December 21, 2001, but the tunnel was accepted into permanent operation only on December 5, 2003. The total length of the tunnel's mine workings is 45 km; Along the entire length of the tunnel there is a working of a smaller diameter, used for pumping out water, placing engineering systems and delivering technical personnel. Ventilation is provided by three vertical shafts. The safety of trains passing through the tunnel is ensured, among other things, by seismic and radiation monitoring systems. To maintain the microclimate in the tunnel, special gates are installed on both of its portals, which are opened only for the passage of trains. The tunnel's engineering systems are controlled by a special automated system developed at the Design and Technology Institute of Computer Science of the Siberian Branch of the Russian Academy of Sciences.

During the construction of the highway and highway roads, builders completed more than 570 million m3 over ten years. earthworks, laid about 4,200 bridges and pipes across rivers and watercourses, laid 5 thousand km of main and station tracks, built dozens of railway stations, erected residential buildings with a total area of ​​over 570 thousand m2, opened new schools, hospitals, kindergartens and nursery

Workers from 60 sectors of the national economy, as well as 40 patronage organizations of all union republics, took a direct part in this enormous work. Representatives of 70 nationalities and nationalities worked on the track.

The unique bridge crossings across the Amur River and across the Zeya Reservoir on the BAM were a significant event in the history of Soviet bridge construction. However, everything underwent thorough preliminary testing and full-scale testing.

Unfortunately, many well-founded warnings and advice from scientists and specialists were not taken into account during the construction and operation of the BAM, which later, in the conditions of the collapse of entire parts of the state economy in the 1990s. led to such a disastrous situation on the route on the eve of its disbandment.

Today, the Baikal-Amur Mainline is going through difficult times associated with structural restructuring in the Russian railway industry. The road was built to develop the productive forces of the Irkutsk region, Buryatia, Transbaikalia, Yakutia, Amur region and Khabarovsk Territory. And the road passed through the richest places with the aim of developing mineral deposits. For example, the Udokan copper deposit, containing 20% ​​of all world copper reserves. But a 60-kilometer branch line to this field was not built. Thanks to BAM, it was planned to develop the iron ore deposits of southern Yakutia and create a metallurgical complex there; to develop neighboring deposits of coking coal, titanium, vanadium, as well as oil, coal, manganese and iron ores in the Dzhugdzhur-Ud region; develop the timber industry complex.

BAM had one more task (and no one canceled it) - this was the continuation of the construction of the railway to Yakutsk, then to Magadan, and then to Chukotka and Kamchatka. But at present, the construction of the BAM is frozen, the upper structure of the track is dying.

When you get acquainted with these latest projects, you involuntarily recall many historical analogues. Ideas and projects remained unrealized for various reasons. Perhaps these plans are not destined to come true.

1956, Osetrovsky river port on the Lena River, transshipment of goods for BAM

1949 prospector camp on the future route

Where are these Tyndenkas now? Their parents at that time were not tormented by the problems of supporting their families.

The Baikal-Amur Mainline (abbreviation BAM) is a railway in and around the Far East.One of the largest railway lines in the world. The main route, Sovetskaya Gavan, was built with long interruptions from 1938 to 1984. The construction of the central part of the railway, which took place in difficult geological and climatic conditions, took more than 12 years, and one of the most difficult sections - the North Muisky Tunnel - was put into permanent operation only in 2003.

Railway line

Project estimates

Economist Yegor Gaidar expressed his opinion about BAM in the early 2000s: [ 9]

“The project for the construction of the Baikal-Amur Mainline is a typical example of the socialist “construction of the century”. The project is expensive, large-scale, romantic - beautiful places, Siberia. Backed up by all the power of Soviet propaganda, economically absolutely meaningless. Knowing how to build roads does not mean producing competitive products or good goods consumer consumption".

At the same time, opinions were expressed that, despite its unprofitability, the Baikal-Amur Mainline gave impetus to the development of a number of industries, and also plays a significant geopolitical role, stitching together “our vast spaces with steel stitches” .

Two railway corps of the railway troops of the USSR armed forces took part in the construction of the eastern section.

One of the tasks solved by the construction of the BAM was to ensure reliable communication with the Far Eastern regions of the country in the event of a possible seizure of the eastern section of the Trans-Siberian Railway, located almost at the border, in the event of a military conflict with China.

The asteroid (2031) BAM, discovered in the Main Asteroid Belt on October 8, 1969 by Lyudmila Chernykh from the Crimean Observatory, is named after BAM.

Although in the phrase Baikal-Amur Mainline the word mainline is feminine, the abbreviation BAM is very often used in the masculine gender.

For the construction of the BAM in Germany, about 10 thousand dump trucks and flatbed trucks of the Magirus-Deutz brand with an air-cooled diesel engine were ordered. In the USSR, such diesel engines were not produced for civilian vehicles. Deliveries were made in 1975-1976. Some of these machines are still operating in the regions of Siberia and the Far East. It was considered prestigious to work on these machines, and they differed in quality and comfort from domestic ones, so mostly excellent production workers worked on them. In addition, along with domestic equipment, other imported equipment produced by Western countries and CMEA countries was used in the construction of the BAM.

BAM stations

Reconstruction plans

Russian President Vladimir Putin instructed the Russian government to prepare a detailed schedule for the modernization of the BAM and Trans-Siberian Railway. Funds from the federal budget and the National Welfare Fund will be used to solve the problem.

Until 2018, it is planned to allocate 560 billion rubles in stages, of which 300 billion as part of the Russian Railways investment program, 110 billion in the form of direct budget investments, and another 150 billion on a repayable basis from the fund. It is expected that the modernization of the BAM and Trans-Siberian Railway will increase the throughput of the line from 110 to 165 million tons of cargo per year.

Priority measures to develop the infrastructure of the western part of the BAM are estimated at 177 billion rubles. It is planned to build about 430 km of additional main tracks and double-track inserts, 27 sidings, and develop the Taishet (Irkutsk region) and Novaya Chara (Trans-Baikal Territory) stations.

In 2013, about 20 million tons of various cargoes were transported annually along the BAM section within the boundaries of the East Siberian Railway. The development of transport infrastructure will make it possible to intensify the development of new fields, which will entail an increase in transportation. According to forecasts, by 2020, the growth of traffic volumes along the northern part of the road could reach 60 million tons. Therefore, it is necessary not only to increase the throughput of the highway, but also to develop the infrastructure as a whole. Thus, according to the VSZD investment program, in the next three years the construction of multi-apartment residential buildings at BAM stations is envisaged.

In 2014, a decree of the Russian government, which allows the use of funds from the National Welfare Fund for the modernization of the Baikal-Amur and Trans-Siberian Railways, was signed by Prime Minister Dmitry Medvedev.

Celebrating the anniversary of BAM

Forty years ago, the all-Union Komsomol construction started - they began to build the Baikal-Amur Mainline. To celebrate the anniversary, remember everything and prove that there is still life on BAM, a festive train with number 905 set off on a journey along the great railway, which has never been before and, most likely, will no longer be on the schedule. He traveled along the Irkutsk-Tynda route.

Read on Irkipedia:

Literature

1. Korobov S.A. Miniature chronicle of BAM // Ottisk - Irkutsk, 2004.
2. Polunina N.M., Korobov S.A., Sutton J.M., Korobova G.W. Her Majesty - Queen of Siberia // Korobov Publishing House - Irkutsk, 2008.
3. Edited by prof. Kantora I. I. Construction and track business in Russia of the 20th century // UMK MPS - Moscow, 2001.
4. Shestak I. BAM: kilometers of the era // Tynda printing house- Tynda, 2009.
5. The truth about BAM // Young Guard - M., 2004.
6. Towards the time // Soviet Russia - M., 1986.
7. Vasiliev M. Yu., Gromov V. V. Tourist routes of the Western BAM. - M.: Physical culture and sport, 1984. - 208 p. - (Across native expanses). - 26,000 copies.
8. Smile. Yu. Modernization of BAM and Transsib Regional Special Issue # 117 (1138) October 18, 2013

Notes

1. Great Russian Encyclopedia: In 30 volumes / Chairman of scientific editor. Council Yu. S. Osipov. Rep. edited by S. L. Kravets. T. 2. Ankylosis - Bank. - M.: Great Russian Encyclopedia, 2005. - 766 p.: ill.: map.
2. Gennady Alekseev: “It is necessary to speed up the approval of the Strategic Program for the Development of the Baikal-Amur Mainline // Official web server of the authorities of Yakutia. - March 24, 2010