Gamers shared their experience on how to properly build a railway in Minecraft. Construction of new railways How railways are built

Next year will be the 110th anniversary of the founding railway transport In Kazakhstan. On the eve of this date, together with the National Company Kazakhstan Temir Zholy JSC, we decided to tell you about how the construction of the Kazakhstani railway began. In no case do we pretend that this will be a chronicle of the history of the railway, for this historians have yet to write weighty volumes. We will show you interesting photos and tell some interesting stories.

1. In historical documents, there are several versions about when and where the first rails of the Trans-Siberian Railway were laid. According to one of them, the first Railway in the Turkestan region was built in 1880-1881. It was called the Trans-Caspian and connected the ports of the Caspian Sea with Kizyl-Arvat. According to another, the idea of building a railway to connect Turkestan and Siberia arose in 1886. On October 15, 1896, the City Duma of the city of Verny decided to create a commission to determine the benefits from the construction of railway lines. Apparently, all these versions do not exclude each other, but rather complement. Events unfolded in one decade of the end of the 19th century almost simultaneously in different directions of the Turkestan region.

2. In the photo, a railway excavation, the beginning of the 20th century.

Officially, the year of foundation of railway transport in Kazakhstan is considered to be 1904. It was then that the construction of the Orenburg-Tashkent highway with a length of 1668 km began. Cities and industrial centers grew up along the railway line: Aktyubinsk, Uralsk, Turkestan, Kzyl-Orda, Aralsk and others.

9. In 1917, at the height of the First World War, the Altai Railway was put into operation. Destination: Novo-Nikolaevsk - Semipalatinsk. On October 21, 1915, the Semirechensk railway was launched from the Arys station to Alma-Ata. The events of the October Revolution stopped its construction. And only in 1921 the railway line came to the city of Aulie-Ata, in today's Taraz.

In the archive of Bertrand Rubinstein, who headed the Kustanai branch of the road for more than 33 years, there is one photocopy of a unique photograph. A bridge with five locomotives on it. And there are people under the bridge. Here is how Bertrand Iosifovich comments on this photo:

- So then the bridges were put into operation. Builders and designers stood under the bridge, who with their own lives guaranteed the high reliability of the structure. As it turns out today, it was built to last. What were the trains then? A toy train and five wagons.

12. There are copies of no less interesting documents in the Rubinstein archive that testify to those ancient times. For example, the stations in Troitsk and Kustanai had to have iconostases, all other stations had icons. Sofas and chairs are oak. Necessarily - boiling water for passengers.

13. In August of this year, Bertrand Rubinstein turned 90 years old. In the former building of the Almaty railway, two friends of Bertrand Iosifovich, labor veterans, honored railway workers Beisen Shermakov and Kaltay Sambetov, compose a congratulatory speech and a telegram to the hero of the day.

14. - Oh, what a memory he has, - says Kaltay Sambetov. - He remembers everything down to the smallest detail. And in general, this man is a legend and an encyclopedia at the same time. We have been friends with him for a long time, so I am going to visit him in Kostanay for his anniversary.

Confirming his words about the memory of his friend, Kaltay Sambetovich shows one of the articles of the Kustanai newspaper, in which Rubinstein shares one more interesting information.

Three years before the October Revolution, a 4.5% bond loan guaranteed by the Russian government for 29 million rubles was issued for the construction of the Troitsk-Kustanai railway with a length of 162 kilometers. The construction was financed by the Russian-Asian Bank, the Russian Commercial and Industrial Bank, as well as the London banking house KRISP. Kustanai merchants also made their monetary contributions, who had long dreamed of getting a railway access to the Urals.

The newspaper “Kostanay steppe economy” wrote in April 1914: “With the construction of a railway line to Kustanai, our steppe market will inevitably be involved in the whirlpool of world trade, and not only will its conditions change, but its capacity will also increase. 151 miles of steel track were laid in just 8 months. Including the bridge over the river Toguzak. Moreover, the builders strictly met the estimate of 8843 thousand rubles.

15. Involvement in the maelstrom of world trade was prevented by the First World War and revolution. New times have come, and the construction of the road has already taken Soviet authority. In the first years after the revolution, over 875 km of railway lines were built in Kazakhstan, this is more than a third of the entire length of the pre-revolutionary network. However, this was not enough. The development of the region required the construction of a large railway linking Siberia with Central Asia. First of all, it was necessary to build a line from Semipalatinsk to Lugovaya - the Turkestan-Siberian railway.

On December 3, 1926, the Council of Labor and Defense of the USSR decided to launch the construction of Turksib: “Of all the proposed capital works of all-Union significance, it is necessary to consider current year(at that time the financial year began on October 1) to begin the construction of the Semirechensk railway within a five-year period, based on the need to connect Pishpek with the Siberian Railway in Semipalatinsk.

16. Hairdressing salon at Moyun-Kum station of the Turkestan-Siberian road.

In 1926, the construction of the railway began, which was supposed to connect Siberia and Central Asia. The construction of Turksib met the first five-year plan.

Here is what Kudaibergen Dyusenovich Kobzhasarov, one of the founders of the Kazakh railway, says about the construction of Turksib:

– I was born in 1928 in village No. 23 of the Zharma district of the Semipalatinsk region. People were constantly dying of hunger, and if it were not for the construction of the railway, we would not be here either. On Turksib they gave bread and clothes, and that was the most important thing! First, the father settled there, and then the rest of the relatives. The work was hard, exhausting, I always wanted to eat. In the end, thanks to the railway, we not only survived, but also became people.

17. Laying the track on Turksib, 1927.

It was necessary to lay 1442 kilometers of rail track. In the autumn of 1927, the first links of the route from Semipalatinsk and Lugovaya were laid.

18. Builders on Turksib, 1928.

In 1928, 17 caterpillar excavators, narrow-gauge diesel locomotives, tipping trolleys, dump trucks, mobile compressors, and rotary hammers, purchased abroad, appeared on Turksib for the first time. Until that time, all work was carried out almost manually.

AT modern dictionaries there is no such word as "grabar" anymore. And once it was a profession. And the people involved in it were considered a special caste among the workers. They came from the Urals to the construction of Turksib with their own carts and horses. Grabars manually prepared embankments, on which the rails were then laid.

21. A dugout on Chokpar after a snowstorm, 1928.

Alexander Ivanovich Lapshin came to the construction of Turksib in 1928 from Ural city Nevyanovsk. Here is what he recalls about the construction of an embankment and a cut between the Mai-Tyube and Aina-Bulak stations: “We worked a little south of the future Aina-Bulak station, in a hilly, completely deserted solonchak steppe. Not a tree, not a bush, not even a blade of grass anywhere! Only rare feather grass. Over the entire yellow wavy sea to the horizon - nothing ... The laying was carried out like this. At the very end of the laid track, a traveling wagon with sleepers was fed. On the sleepers lay special tongs with long handles and sharp spikes instead of "lips". Four pairs of stackers waiting for the trailer picked up the tongs, each pair grabbed the sleeper by the ends, dragged it forward and threw it one by one from the northern end to the southern end of the future link. After removing the last two sleepers from the trailer, other workers rolled the empty trailer back and loaded two rails onto it. At that time, the stackers were leveling the sleepers on the subgrade and laying out the linings. Now a trailer with a pair of rails and four rail carriers was being served. The stackers, again standing in pairs to the right and left of the trailer, took the ends of the rail carriers in their hands, grabbed the right rail with them, carried it (the whole eight - in the leg!) And put it on the sleepers, returned and put the left rail in the same way. The trailer was driven to the train for a new portion of sleepers, and the stackers, after aligning the rails according to the template, four sewed the rails with crutches and four put the overlays. After that, everything was repeated again. We looked in amazement at this rhythmic and exceptionally well-coordinated, precise work. Everyone was especially struck by the fact that the sleepers and rails were carried at a quick pace (almost running) and in step, and returned back running and also in step! The entire cycle of laying 12.5 meters of track took less than 2.5 minutes. While we stared with open mouths in surprise, while we exchanged admiring interjections, the stackers went further, and soon a train loaded with laying material and platforms came in their place ... ". And this method was used to lay the highway with a length of 1445 kilometers. Despite the fact that laying was carried out manually, the speed was fantastically high for that time - 1.5 km per day, and on some days even 4 km were laid ( newspaper “Kazakhstanskaya Pravda”, article “How Turksib was built”).

24. The bow of Turksib took place on April 21, 1930, 8 months ahead of schedule. Here is how the Gudok newspaper wrote about this: “April 24 at 22:00, the sliding of the last truss of the bridge across the Kshi-Vizhe was completed. The work went on all night. At dawn, the laying of bridge beams began. An hour later, the bridge deck was ready. The moment of engagement has arrived." On April 28, 1930, at noon, the first silver crutch was hammered in at the rail junction at the Aina-Bulak station. The docking was completed 8 months ahead of schedule.
Turksib became the first line in the region, around which industrial and agricultural enterprises arose. The length of the junctions to the legendary highway was three times its own length. If in 1922 in Kazakhstan the railway network totaled only 2.73 thousand km, then already in 1982 the length of public railways in the territory of the republic exceeded 14 thousand km.

25. Delivery German tanks for meltdown.

During the years of the Great Patriotic War the construction of railway lines continued, only now everything was subordinated to communication with the front. The Guryev-Kandagach-Orsk road (1936–1944) connected the Emba oilfields with the Urals. The line Akmolinsk - Kartaly (1939-1943) ensured the efficient delivery of coal from Karaganda to the South Urals. The sections Koksu - Tekeli - Taldykurgan and Atasu - Karazhal were built. The length of Kazakhstani roads during this period reached 10 thousand km.

26. In 1950 Trans-Siberian Railway connected with the Turkestan-Siberian, and formed the first meridian line that passed through the entire territory of the republic - the Trans-Kazakhstan railway (Petropavlovsk - Kokchetav - Akmolinsk - Karaganda - Chu). In the same period, intensive construction of railways took place in the northern and central regions of Kazakhstan. In 1955-1961, the line Esil - Arkalyk (224 km) was created, in 1959 - Kustanai - Tobol, in 1960 - Tobol - Dzhetygara. During the 1950s, the density railway network Kazakhstan doubled. In the 1960s, the sections Makat - Mangyshlak and Mangyshlak - Uzen were laid (total length of almost 900 km). In 1964, the first section of the track in Kazakhstan (Tselinograd - Karaganda) was electrified. This started the active electrification of Kazakhstani railways.

27. The solemn moment of the opening of the Mointy-Chu railway line, 1953.

For the first time in the practice of railway construction, the construction of the highway was carried out according to a predetermined plan. The work went simultaneously from the north and south towards each other - from Semipalatinsk and from Lugovaya. Timely surveys of the Turksib route made it possible to significantly reduce both the length of the route itself and the cost of its construction. So, thanks to the surveys, the length of the route near Lake Balkhash was reduced by 78 kilometers. 6.5 million rubles were saved on construction and operation. The choice of direction through the ridges of the Zailiysky Alatau turned out to be difficult. So, when designing Turksib, Kyrgyzstan initially considered four options. Two of them turned out to be the most competitive - Chokparsky with the route adjoining the Lugovaya station and Kurdaisky with the adjunction to the Pishpek (Frunze) station. The Chokpar variant turned out to be the most advantageous. The cost of construction was reduced by 23 million rubles.

28. Fastening rails on the road of Friendship.

In 1954, the USSR and the PRC agreed to build the Lanzhou-Urumqi-Alma-Ata railway. The first trains began to run in 1959 on the Aktogay-Druzhba section. But this did not last long, as relations with China deteriorated. And only on September 12, 1990, the railway lines of the USSR and China were docked at the Druzhba-Alashankou border crossing.

29. The Kazakh railway was the largest in the Soviet Union - its length was more than 11 thousand km. Now "Kazakhstan temir joly" continues to develop actively. The length of the main railway lines is already more than 14 thousand km, freight cars - more than 44,000 units, locomotives - more than 1,500 units. Cargo turnover last year amounted to 235.7 billion ton-kilometers. So we can say that what was dreamed of back in the 19th century has come true in full!

There have been many interesting achievements in the history of the Kazakh railway. But we will end our report with this interesting fact: On February 20, 1986, for the first time in the world, a train of 440 wagons with a total weight of 43.4 thousand tons and a length of 6.5 km was carried along the Tselinnaya railway from Ekibastuz to Sorokovaya station. It was a record worthy of the Guinness Book.

The report uses photographs from the book-album "Turksib - 75 years". The book uses materials provided by the Central State Archive of the Republic of Kazakhstan, the Central Museum of Railway Transport of the Republic of Kazakhstan.

Classification of types of railway construction

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Railroad construction is

Construction of new railways;

Construction of second tracks;

Railway electrification;

Reconstruction (reconstruction) of existing railways;

Reorganization of stations and nodes.

Newly built railways are divided into universal and specialized.

Universal railways are intended both for the transportation of passengers and cargo for various purposes (oil, coal, timber, engineering products, building structures, etc.). Most of the railways already built and newly built are just like that.

According to their power, purpose and mechanical equipment, railways are divided into pioneer,

connecting,

unloading;

built immediately to design capacity or with the expectation of its phased increase;

having diesel or electric locomotive traction.

In addition, railways can be divided into those built for normal gauge (1520 mm), European (1435 mm) and narrow (760 mm).

Pioneer railways are built mainly for the development of developing areas. Bandwidth they are relatively small - up to 1 million tons of cargo per year. However, when designing them, one should take into account the subsequent increase in cargo turnover - the possibility of opening additional separate points, an increase in the useful length of receiving and departure routes; the parameters of the substructure of the track (subgrade, culverts) must comply with the design standards for category I and II railways. On difficult sections, the pioneer railway can be laid along long-term detours.

Connecting railways are designed to reduce the length of the run of goods, reduce the time spent by passengers on the road. The power of such a road, as a rule, should correspond to the power of the lines it connects. How connecting roads were built: Astrakhan-Guriev, Beineu-Kungrad and others.

In a number of cases, instead of increasing the capacity of the existing railway, it is advisable to build another line in the same direction, but along a different route, - an unloading line. When transferring individual highways to high-speed passenger trains, freight flows from them are switched to other lines newly built for this purpose or to existing ones that need to be further reconstructed. So, one of the purposes of the Baikal-Amur Mainline was, in essence, the unloading of the Trans-Siberian Railway. Freight traffic from the St. Petersburg-Moscow railway was transferred to the Sankovskoye direction.

Railways can be built immediately to full capacity, if the productivity of the enterprise for whose cargo transportation they are intended is known in advance. Commercial railways owned by private owners (investors) are immediately put into permanent operation completely finished (“turnkey”) so that in the future there will be no problems with their strengthening.

The capacity of newly built railways can be increased in stages.

At the first stage, the line is rented in the volume of the launch complex, the minimum required for the opening of permanent train traffic (the volume and cost of the work performed is 70-80% of the design). The purpose of such a line (in general, a pioneer one) is the transportation of goods for the construction of enterprises, the development of an uninhabited area, etc. In the future, as the readiness of enterprises, the completion of the construction of cities and towns, its capacity is brought to the design one.

Depending on the design freight turnover, the line can be built for diesel or electric traction.

As a rule, universal railways are initially built single-track. However, in some cases, if it is necessary to ensure a large freight turnover, the railway can be built immediately for two tracks with simultaneous electrification. At the end of the XIX century. near a number of roads, the lower structure was built immediately for two tracks (for the future), and the upper structure was arranged as a single track.

Narrow gauge railways in recent times practically never built. Existing roads in some directions are being transferred to a normal gauge everywhere. So, in the 60s. during the development of virgin lands in Kazakhstan were originally built narrow gauge roads, but almost immediately they were transferred to the normal gauge of 1520 mm. For a long time, the Chudovo-Novgorod narrow-gauge railway was in operation. Separate logging lines are still in operation. Narrow gauge is used on children's railways. However, there are already significant difficulties here - the rolling stock, the elements of the superstructure of the track (rails, switches) are worn out, and new structures are not produced by industry.

Specialized newly built railways can be designed (and suitably equipped) for the transportation of one (general) type of cargo (coal, oil, timber). On such lines, heavy, specialized rolling stock of great length is used in circulation. Weight loads on the track reach up to 30 tons per axle. The ego determines the increased power of the upper structure. Increased requirements are imposed on subgrade soils, methods of its compaction and structures. Such lines can be built under two tracks at once. There are significant features in the design of stations and nodes (especially those intended for receiving goods from suppliers and transferring them to consumers).

High-speed and high-speed Railways also have a number of features. If the first ones allow freight transportation, then the second ones are intended only for the transportation of passengers. High-speed railways include those with passenger train speeds up to 250 km/h, and high-speed railways up to 350 km/h.

Construction of second tracks

One of the main ways to increase the throughput and carrying capacity of existing railways is construction of the second tracks.

It is advisable to organize the construction of a second track in all directions at once. At the same time, the problem of increasing the throughput of the line is being solved in the future. The organization of construction is also facilitated - the units systematically move from one stage (section) to another. Construction can be carried out according to single or multi-beam schemes, with sequential commissioning of limiting spans into permanent operation.

With insufficient material resources, it is possible to initially build double-track inserts on limiting spans, subsequently, after a relatively long time, connecting them into continuous second tracks.

Recently, in order to reduce the duration of construction, construction has been practiced on a wide front. At the same time, contract and design documentation is prepared for each individual haul. Tenders are being held for the performance of work on it, after which work on hauls is carried out simultaneously by several contractors.

Decide how long the rail network you want to build. The length of the network is not limited, but you need to know approximately how many blocks it will take and how many rails it will take.

Try to walk from the supposed beginning of the railroad to its end. This will help you plan your route and also find out what obstacles are in the way.

Remember the components of the railroad. To build a rail network, you need four basic elements:

Trolley- means of transportation on rails.
rails- ordinary rails along which the trolley moves.
Electric rails- rails that are activated by a red stone and speed up the minecart (or prevent it from slowing down). If the electric rails are not activated with redstone, they will slow down (and eventually stop) the cart.
Red torches- power supply for every 14 electric rails. Such torches are not needed for conventional rails.

Gather the necessary resources. To create a rail network, you will need the following items:

iron ingots- every 16 rails can be crafted from six iron ingots. The cart is made from five iron ingots. To get iron ingots, smelt iron ore in a furnace.
Sticks- for every 16 rails you will need one stick. You also need one stick to craft one lever and one red torch. To get four sticks, add two planks (one above the other) to the workbench.
gold bars- are used to create electrical rails. For every six such rails, it will take six gold bars. To get one gold ingot, smelt gold ore in a furnace.
Red stone- Mine a redstone with an iron pickaxe (or better).
Cobblestone- to create one lever you will need one cobblestone.

Open the workbench. To do this, put it on the ground and right-click.

Create a cart. Add one iron ingot each to the top left, top right, middle left, center, and middle right slots of the workbench, and then drag the crafted cart into your inventory.

Craft the rails. Add one iron ingot to each slot of the left and right columns of the workbench, add one stick to the center slot, and then drag the rails into your inventory.

You get 16 rails; if more rails need to be crafted, increase the crafting ingredients accordingly.
On the console, go to the "Redstone and Vehicles" tab, select the "Rails" option and press "A" or "X" until you have created enough rails.

Craft electric rails. Such rails need much less than usual. Add one gold ingot to each slot of the left and right columns of the workbench, add one stick to the center slot, and then add one redstone to the bottom middle slot. Now drag the electrical rails into your inventory.

This will craft 6 electric rails; if you need to create more of these rails, increase the crafting ingredients accordingly.
On the console, go to the "Redstone and Vehicles" tab, select the "Rails" option, scroll down to the "Electric Rails" option and press "A" or "X" until you have created enough rails.

Next year will be 110 years since the founding of railway transport in Kazakhstan. On the eve of this date, together with the National Company Kazakhstan Temir Zholy JSC, we decided to tell you about how the construction of the Kazakhstani railway began. In no case do we pretend that this will be a chronicle of the history of the railway, for this historians have yet to write weighty volumes. We will show you interesting photos and tell you some interesting stories.

1. In historical documents, there are several versions about when and where the first rails of the Trans-Siberian Railway were laid. According to one of them, the first railway in the Turkestan region was built in 1880-1881. It was called the Trans-Caspian and connected the ports of the Caspian Sea with Kizyl-Arvat. According to another, the idea of building a railway to connect Turkestan and Siberia arose in 1886. On October 15, 1896, the City Duma of the city of Verny decided to create a commission to determine the benefits from the construction of railway lines. Apparently, all these versions do not exclude each other, but rather complement. Events unfolded in one decade of the end of the 19th century almost simultaneously in different directions of the Turkestan region.

2. In the photo, a railway excavation, the beginning of the 20th century.

So then the bridges were put into operation. Builders and designers stood under the bridge, who with their own lives guaranteed the high reliability of the structure. As it turns out today, it was built to last. What were the trains then? A toy train and five wagons.

12. There are copies of no less interesting documents in the Rubinstein archive that testify to those ancient times. For example, the stations in Troitsk and Kustanai had to have iconostases, all other stations - icons. Sofas and chairs are oak. Necessarily - boiling water for passengers.

Confirming his words about the memory of his friend, Kaltay Sambetovich shows one of the articles of the Kustanai newspaper, in which Rubinstein shares one more interesting information.

15. The First World War and the Revolution prevented the involvement in the maelstrom of world trade. New times have come, and the Soviet government has already taken up the construction of the road. In the first years after the revolution, over 875 km of railway lines were built in Kazakhstan, this is more than a third of the entire length of the pre-revolutionary network. However, this was not enough. The development of the region required the construction of a large railway linking Siberia with Central Asia. First of all, it was necessary to build a line from Semipalatinsk to Lugovaya - the Turkestan-Siberian railway.

On December 3, 1926, the Council of Labor and Defense of the USSR decided to launch the construction of Turksib: “Of all the proposed capital works of all-Union significance, it is necessary to consider it necessary this year (at that time the financial year began on October 1) to begin construction of the Semirechensk railway within a five-year period , based on the need to connect Pishpek with the Siberian Railway in Semipalatinsk.

16. Hairdressing salon at Moyun-Kum station of the Turkestan-Siberian road.

In 1926, the construction of a railway began, which was supposed to connect Siberia and Central Asia. The construction of Turksib met the first five-year plan.

Here is what Kudaibergen Dyusenovich Kobzhasarov, one of the founders of the Kazakh railway, says about the construction of Turksib:

I was born in 1928 in village No. 23 of the Zharma district of the Semipalatinsk region. People were constantly dying of hunger, and if it were not for the construction of the railway, we would not be here either. On Turksib they gave bread and clothes, and that was the most important thing! First, the father settled there, and then the rest of the relatives. The work was hard, exhausting, I always wanted to eat. In the end, thanks to the railway, we not only survived, but also became people.

17. Laying the track on Turksib, 1927.

It was necessary to lay 1442 kilometers of rail track. In the autumn of 1927, the first links of the route from Semipalatinsk and Lugovaya were laid.

18. Builders on Turksib, 1928.

In modern dictionaries, such a word as "grabar" no longer exists. And once it was a profession. And the people involved in it were considered a special caste among the workers. They came from the Urals to the construction of Turksib with their own carts and horses. Grabars manually prepared embankments, on which the rails were then laid.

21. A dugout on Chokpar after a snowstorm, 1928.

Alexander Ivanovich Lapshin came to the construction of Turksib in 1928 from the Ural city of Nevyanovsk. Here is what he recalls about the construction of an embankment and a cut between the Mai-Tyube and Aina-Bulak stations: “We worked a little south of the future Aina-Bulak station, in a hilly, completely deserted solonchak steppe. Not a tree, not a bush, not even a blade of grass anywhere! Only rare feather grass. Over the whole yellow wavy sea to the horizon - nothing ... The laying was carried out like this. At the very end of the laid track, a traveling wagon with sleepers was fed. On the sleepers lay special tongs with long handles and sharp spikes instead of "lips". Four pairs of stackers waiting for the trailer picked up the tongs, each pair grabbed the sleeper by the ends, dragged it forward and threw it one by one from the northern end to the southern end of the future link. After removing the last two sleepers from the trailer, other workers rolled the empty trailer back and loaded two rails onto it. At that time, the stackers were leveling the sleepers on the subgrade and laying out the linings. Now a trailer with a pair of rails and four rail carriers was being served. The stackers, again standing in pairs to the right and left of the trailer, took the ends of the rail carriers in their hands, grabbed the right rail with them, carried it (the whole eight - in the leg!) And put it on the sleepers, returned and put the left rail in the same way. The trailer was driven to the train for a new portion of sleepers, and the stackers, after aligning the rails according to the template, four sewed the rails with crutches and four put the lining. After that, everything was repeated again. We looked in amazement at this rhythmic and exceptionally well-coordinated, precise work. Everyone was especially struck by the fact that the sleepers and rails were carried at a quick pace (almost running) and in step, and returned back running and also in step! The entire cycle of laying 12.5 meters of track took less than 2.5 minutes. While we stared with open mouths in surprise, while we exchanged admiring interjections, the stackers went further, and soon a train loaded with laying material and platforms came in their place ... ". And this method was used to lay the highway with a length of 1445 kilometers. Despite the fact that laying was carried out manually, the speed was fantastically high for that time - 1.5 km per day, and on some days they laid even 4 km ( newspaper “Kazakhstanskaya Pravda”, article “How Turksib was built”).

25. Delivery of German tanks for remelting.

During the Great Patriotic War, the construction of railway lines continued, only now everything was subordinated to communication with the front. The Guryev - Kandagach - Orsk road (1936-1944) connected the Emba oil fields with the Urals. The line Akmolinsk - Kartaly (1939-1943) ensured the efficient delivery of coal from Karaganda to the South Urals. The sections Koksu - Tekeli - Taldykurgan and Atasu - Karazhal were built. The length of Kazakhstani roads during this period reached 10 thousand km.

26. In 1950, the Trans-Siberian Railway connected with the Turkestan-Siberian Railway, and the first meridian line was formed that passed through the entire territory of the republic - the Trans-Kazakhstan Railway (Petropavlovsk - Kokchetav - Akmolinsk - Karaganda - Chu). In the same period, intensive construction of railways took place in the northern and central regions of Kazakhstan. In 1955-1961, the Yesil - Arkalyk line (224 km) was created, in 1959 - Kustanai - Tobol, in 1960 - Tobol - Dzhetygara. During the 1950s, the density of the railway network in Kazakhstan doubled. In the 1960s, the Makat - Mangyshlak and Mangyshlak - Uzen sections were laid (the total length is almost 900 km). In 1964, the first section of the track in Kazakhstan (Tselinograd - Karaganda) was electrified. This started the active electrification of Kazakhstani railways.

27. The solemn moment of the opening of the railway line Mointy - Chu, 1953.

For the first time in the practice of railway construction, the construction of the highway was carried out according to a predetermined plan. The work went simultaneously from the north and south towards each other - from Semipalatinsk and from Lugovaya. Timely surveys of the Turksib route made it possible to significantly reduce both the length of the route itself and the cost of its construction. So, thanks to the surveys, the length of the route near Lake Balkhash was reduced by 78 kilometers. 6.5 million rubles were saved on construction and operation. The choice of direction through the ridges of the Zailiysky Alatau turned out to be difficult. So, when designing Turksib, Kyrgyzstan initially considered four options. Two of them turned out to be the most competitive - Chokparsky with the connection of the route to the Lugovaya station and Kurdaisky with the connection to the Pishpek (Frunze) station. The Chokpar variant turned out to be the most advantageous. The cost of construction was reduced by 23 million rubles.

28. Fastening rails on the road of Friendship.

In 1954, the USSR and the PRC agreed to build the Lanzhou-Urumqi-Alma-Ata railway. The first trains began to run in 1959 on the Aktogay - Druzhba section. But this did not last long, as relations with China deteriorated. And only on September 12, 1990, the railway lines of the USSR and the PRC were docked at the Druzhba-Alashankou border crossing.

There have been many interesting achievements in the history of the Kazakh railway. But we will complete our report with this interesting fact: on February 20, 1986, for the first time in the world, a train of 440 wagons with a total weight of 43.4 thousand tons and a length of 6.5 km was carried along the Tselinnaya railway from Ekibastuz to Sorokovaya station. It was a record worthy of the Guinness Book.

Classification of types of railway construction

Railroad construction is

Construction of new railways;

Construction of second tracks;

Railway electrification;

Reconstruction (reconstruction) of existing railways;

Reorganization of stations and nodes.

Newly built railways are divided into:

Universal

Specialized.

Construction of new railways

According to their capacity, purpose and mechanical equipment, railways are divided into:

pioneer,

connecting,

unloading;

built immediately to design capacity or with the expectation of its phased increase;

having diesel or electric locomotive traction.

In addition, railways can be divided into those built for normal gauge (1520 mm), European (1435 mm) and narrow (760 mm).

Pioneer railways are built mainly for the development of developing areas. Their carrying capacity is relatively small - up to 1 million tons of cargo per year.

However, when designing them, one should take into account the subsequent increase in cargo turnover - the possibility of opening additional separate points, an increase in the useful length of receiving and departure routes; the parameters of the substructure of the track (subgrade, culverts) must comply with the design standards for category I and II railways. On difficult sections, the pioneer railway can be laid along long-term detours.

In some cases, instead of strengthening the capacity of the existing railway, it is advisable to build another line in the same direction, but along a different route - unloading. When transferring individual highways to high-speed passenger trains, freight flows from them are switched to other lines newly built for this purpose or to existing ones that need to be further reconstructed. So, one of the purposes of the Baikal-Amur Mainline was, in essence, the unloading of the Trans-Siberian Railway. Freight traffic from the St. Petersburg-Moscow railway was transferred to the Sankovskoye direction.

The capacity of newly built railways can be increased in stages.

Depending on the project cargo turnover, the line can be built under locomotive or electric traction.

Narrow-gauge railways have not been built in recent years. Existing roads in some directions are being transferred to a normal gauge everywhere. So, in the 60s. During the development of virgin lands in Kazakhstan, narrow-gauge roads were initially built, but almost immediately they were transferred to a normal gauge of 1520 mm. For a long time, the Chudovo-Novgorod narrow-gauge railway was in operation.

Separate logging lines are still in operation. Narrow gauge is used on children's railways. However, there are already significant difficulties here - the rolling stock, the elements of the superstructure of the track (rails, switches) are worn out, and new structures are not produced by industry.