Devil's Bridge on Bama - design features. Mystical legends of Bama. Development of port facilities

The construction of individual complex engineering structures sometimes determines the start-up time of the entire facility. This is what happened at BAM, when the construction of tunnels was delayed and the construction of temporary bypasses was required to ensure the opening of traffic. They were built, for example, during the construction of the Baikal Tunnel and the Mysovye Tunnels.

First of all, such bypasses, built according to simplified conditions, allow traffic to be opened without waiting for the completion of the construction of complex engineering structures. Of course, we have to come to terms with the fact that such detours cannot fully compensate for the permanent tunnel, but... Firstly, it is already possible to report to the party and the government that construction has been completed. Secondly, start exploiting railway. And, thirdly, get all the goodies that are due upon completion of construction.

It was initially assumed that the Severomuysky tunnel would be put into operation in 1986-1987, and in order to open traffic according to a temporary scheme, it was decided to build a temporary bypass. But it so happened that there were two rounds...

The first bypass was built quite quickly, from August 1982 to March 1983. It was slightly longer than the tunnel (24.6 kilometers versus 15 underground), but with a slope of as much as forty thousandths. This means that for every hundred meters the height difference was four meters. For a railway this is an prohibitive value. As a result, freight trains were uncoupled into several parts: a diesel locomotive carried only a few cars. For safety reasons, passenger traffic on the bypass was generally prohibited - from Angarakan station to Kazankan station, passengers were transported by shift vehicles along the road laid next to the bypass. Now the rails have been removed from this bypass, but the embankment and dirt road have been preserved almost everywhere.

By 1985, it became clear that the construction of the Severomuysky tunnel would be delayed indefinitely. Therefore, the decision was made to build a second temporary bypass, which began in November 1985. To reduce the slope to 18 thousandths, we had to lengthen it very much in order to find optimal route. Now its length has become 64 kilometers. Now the detour meandered through the valleys, moving from pass to pass and gradually climbing up. Freight and passenger traffic was already allowed along this bypass, but the train speed did not exceed 20 km/h.

On this bypass, two loop tunnels were constructed (2.14 km and 752 m). Traffic along it was opened in 1989.

1. First, let's look at the diagram of all this beauty of authorship af1461 . The legend is presented in the diagram, so I think everything is clear. Please note that loop tunnel No. 2 passes over the Severomuysky tunnel, and in loop tunnel No. 1 the train turns 180 degrees.

(c) af1461 from this post.

2. By the way, the second tunnel is called the third in different diagrams, since exactly three tunnels were originally designed. But the second one was never built—already during construction, a workaround was found.

(With) nikat from this post.

3. I start my trip to the Devil’s Bridge from Severomuisk. On the way we pass under railway bridge. It is double-tracked - it contains the main route of the BAM and the route to the 18,000th bypass. Unfortunately, even in photographs high resolution It’s not very clear where the 40 thousandth round began.

4. North Muisky ridge. Young and hot-tempered.

5. This is drainage from the adit of the Severomuysky tunnel.

6. Above is one of the countless bridges with an 18,000-passenger bypass. The bridge supports look like a stool. Below is the Eastern portal of the tunnel.

7. A work train approaches the East Portal from Okushikan Station.

8. On the left you can see three shelves. First - highway. The second is an 18-thousandth bypass, and the third, the highest one is a 40-thousandth bypass.

9. Bridge of 18 thousand bypass. From above, if you look closely, you can see the pillars that stand along the first bypass.

10. Second bypass bridge. It was built very thoroughly. Even now, the second bypass is kept operational as a reserve. In particular, it will be used again when traffic on BAM is diverted.

11. On the left you can see pillars along the first bypass. The double-track bridge at the top is the beginning of the Pereval crossing.

12. The weather turned bad at the end. A lonely VL65 at the Pass crossing is barely visible.

13. I’m worried that the Devil’s Bridge will be in the same shroud.

14. We went to the embankment of the first round.

15. Another bridge across some valley.

16. Old bridges on the first bypass. Nobody was able to answer me whether there was ever a crossing on it or whether they made a groundwork for the future. And driving across the bridge is a little scary...

17. Finally! Damn bridge!

.::clickable::.

18. It was built in 1986, but regular train service began in 1989.

19. Height up to 35 meters. There would be some rope climbing! Such a location can be made!

20. Located on characteristic two-tier supports.

21. The only bridge of this design in Russia.

22. Ah... Then Loop Tunnel No. 1 begins. They say about it that it has two portals: eastern and western, but both look north. Looking at the map above, you can see that they are not looking completely north. :)

23. In the post about the tunnel there were many comments on the topic, why is the tunnel needed, since there is a bypass. This question cannot be answered directly. There are many factors. Firstly, the bypass is a narrow bottleneck on the entire BAM. Small radius curves, the need to uncouple heavy trains, high price maintenance and maintenance of such a site... The tunnel was needed. And the point is not even in reducing time, although this is important, but in the normal operation of the entire BAM.

24. Soft fluffy snow is falling... There is complete silence around.

25. With some incredible feeling I walk across this bridge...

26. Now cargo and passenger traffic no bypass.

27. The work train passes only twice a day.

28. Stool:)

29. Amazing design.

30. Real winter.

31. The bridge swayed a little when heavy trains passed across it.

32. They say that the bridge had a bad reputation among drivers.

33. A farewell look at the Devil's Bridge and we go back.

.::clickable::.

34. The weather has become a little better.

35. SM-2 at the Pereval junction. One sign says that this is a station. And on the other, hanging two meters away, there is a crossing.

GORKI, September 24. /TASS/. The Presidium of the Council under the President of the Russian Federation for Strategic Development and National Projects approved a comprehensive plan for the modernization and expansion of the main infrastructure of the Russian Federation until 2024 with minimal clarifications, the minister told reporters economic development Maxim Oreshkin.

“Today at the presidium we have already considered a specific list of objects. In general, it [the development plan] was approved, minor improvements are coming,” the minister said.

According to him, a new mechanism for managing infrastructure development in Russia is now being formed, which will unite projects of ministries, companies with state participation and private investors. “All this will be combined in a single object - an infrastructure map. The interconnection of these objects will be taken into account, these plans at the federal level will be linked to plans at the regional level,” Oreshkin explained.

For each project, an assessment of the socio-economic effect and an assessment of the increase in added value in the economy will be carried out. A separate center for monitoring the implementation of complex projects will also be created.

According to the Minister of Transport of the Russian Federation, Evgeny Dietrich, financing of the comprehensive plan for the development of the main infrastructure is estimated at 6.3 trillion rubles (in the original version - 6.8 trillion rubles).

“1.57 trillion rubles are the measures provided for earlier in the program. 1.45 trillion rubles are funds that are additionally allocated for the implementation of this plan. And about 3 trillion rubles are private investments that will be used to implement projects,” - Dietrich said.

Development of port facilities

Dietrich also said that the plan involves expanding port capacity by a third, to 1.37 billion tons of cargo per year.

“Over the next six years, based on the draft comprehensive plan reviewed today, our port capacities should be significantly expanded. Increased to 1.37 billion tons, by more than a third,” he said.

About the document

Previously, the Ministry of Economic Development prepared a draft comprehensive plan for the modernization and expansion of the main transport and energy infrastructure until 2024. The first version provided for financing in the amount of 6.8 trillion rubles, including 3.1 trillion rubles from the federal budget.

In the automobile infrastructure section there are 296 projects (construction of roads and bridges). Section on internal water transport includes 38 projects. The 104 railway projects included in the plan include the construction of expressways and high-speed lines, as well as the modernization of existing tracks (the list includes projects for high-speed lines Moscow - Kazan and Yekaterinburg - Chelyabinsk, as well as a high-speed line from Krasnodar to Grozny and further to Makhachkala). The plan also included the development of the BAM and the Trans-Siberian Railway, the construction of the Murmansk transport hub, transport corridors in Primorye.

In the maritime infrastructure section, there are 98 projects - mainly the construction of port infrastructure, in particular, the project to create a dry cargo area in the port of Taman, which, like the bridge across the Lena, was postponed due to the financing of Crimean construction projects.

The ministry's list also includes the construction of icebreakers for work in the Northwestern and Far Eastern sea basins.

: / / 56.27083; 113.35778(G) (I)Coordinates : 56°16′15″ n. w. / 113°21′28″ E. d. / 56.27083; 113.35778(G) (I)

K: Bridges built in 1986

Devil's Bridge- semicircular in plan viaduct on Severomuysk bypass Baikal-Amur Mainline, a unique engineering and technical structure.

Was built in 1986, but regular train service began in 1989. Passes over the river Itykit. Height up to 35 meters. Located on characteristic two-tier supports, it is the only bridge of this design in Russia. It sways a little when heavy trains pass over it (with 2002 they don’t cross the bridge, only the work train does; the main movement is along Severomuysky tunnel). The bridge has a bad reputation among drivers who are afraid to drive across the bridge (there are rumors that drivers still cross themselves before entering it). It is considered one of the most beautiful places on the BAM and attracts many amateur tourists.

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Notes

An excerpt characterizing the Devil's Bridge (BAM)

He was red and covered in sweat, despite the fact that the room was not hot. And his face was scary and pitiful, especially due to his powerless desire to appear calm.
The record reached the fateful number of forty-three thousand. Rostov prepared a card, which was supposed to be an angle from the three thousand rubles that had just been given to him, when Dolokhov, knocking the deck, put it aside and, taking the chalk, quickly began, in his clear, strong handwriting, breaking the chalk, to summarize Rostov’s note.
- Dinner, time for dinner! Here come the gypsies! - Indeed, with their gypsy accent, some black men and women were already coming in from the cold and saying something. Nikolai understood that it was all over; but he said in an indifferent voice:
- Well, you won’t do it yet? And I have a nice card prepared. “It was as if he was most interested in the fun of the game itself.”
“It’s over, I’m lost! he thought. Now there’s a bullet in the forehead - only one thing remains,” and at the same time he said in a cheerful voice:
- Well, one more card.
“Okay,” answered Dolokhov, having finished the summary, “good!” “It’s 21 rubles,” he said, pointing to the number 21, which equaled exactly 43 thousand, and taking the deck, he prepared to throw. Rostov obediently turned the corner and instead of the prepared 6,000, he carefully wrote 21.
“It doesn’t matter to me,” he said, “I’m only interested in knowing whether you’ll kill or give me this ten.”
Dolokhov began throwing seriously. Oh, how Rostov at that moment hated these hands, reddish with short fingers and with hair visible from under his shirt, which had him in their power... Ten was given.
“You have 43 thousand behind you, Count,” said Dolokhov and stood up from the table, stretching. “But you get tired of sitting for so long,” he said.
“Yes, I’m tired too,” said Rostov.
Dolokhov, as if reminding him that it was indecent for him to joke, interrupted him: When will you order the money, Count?
Rostov flushed and called Dolokhov into another room.
“I can’t suddenly pay everything, you’ll take the bill,” he said.
“Listen, Rostov,” said Dolokhov, smiling clearly and looking into Nikolai’s eyes, “you know the saying: “Happy in love, unhappy in cards.” Your cousin is in love with you. I know.

On December 5, 2003, an event occurred that can be considered the completion of the grandiose construction of the Baikal-Amur Mainline (BAM): the Severo-Muysky tunnel in the Angarakan saddle of the Severo-Muysky ridge was put into operation.

Before moving on to the story about this giant (Severo-Muysky is the longest tunnel in Russia - 15343 m), it is worth recalling the history of BAM. Research for a second railway link to the Pacific Ocean, from Taishet to Sovetskaya Harbor, began back in 1932. Even then it was clear that the Trans-Siberian Railway would sooner or later choke in the flow of cargo. Until the memorable June 1941, very little was built, then the rails from the new sections were removed for the needs of the front. After the Victory, the road was extended only to Ust-Kut on the Lena River, as well as from Komsomolsk-on-Amur to Sovgavan - there were more important construction projects in the war-torn country.

The idea of BAM was returned to again in the 1970s. In 1974, legendary construction began: Komsomol youth detachments and construction teams from all the republics of the USSR went to Lake Baikal, Transbaikalia and the Far East. Thus, the entire country, for almost a decade, laid a railway line through remote places where there had previously been no means of communication. Finally, on September 29, 1984, on the banks of the Sulban River in the north of the Chita region, in the place where the small Balbukhta crossing is now located, the BAM rails closed.

Most of Transbaikalia is mountainous country; Baikal itself is also surrounded on all sides by mountains. If the Trans-Siberian Railway goes around almost everything mountain ranges from the south and goes through relatively flat terrain, then the BAM had to be laid through the entire Stanovoye Highlands. One of its highest mountain ranges is the North Muisky ridge, whose elevations reach 2561 m.

This is one of the most beautiful places Transbaikalia. The sharp granite-schist peaks are covered with snow almost all year round. There are a lot of glacial landforms; only cedar shale bushes cling to the steep slopes. There are almost no forests on the mountains - they grow only in the valleys. Fast, crystal-clear rivers carry their waters to the Upper Angara and Vitim.

The North Muisky ridge turned out to be an almost insurmountable obstacle for the railway. In the process of searching for the route of the Baikal-Amur Mainline, several options for its intersection were considered. All of them required the construction of many kilometers of tunnels: there is no low pass, such as, for example, between the Kodar and Kalar ranges. After much research, a pass in the upper reaches of the Angarakan River was chosen.

The North Muya giant was built in the most difficult engineering and geological conditions. Rocks, permafrost in the portal areas (at the beginning and end of the tunnel), areas of unstable rocks with increased fracturing, numerous zones of active faults with a width of 5 to 900 m, water inflows up to several hundred cubic meters per hour with hydrostatic pressure up to 34 atm, including including high temperatures, the presence of quicksand in granites, the overstressed state of the rocks. The seismicity of this area is 9-10 points. But more suitable place There is simply no railway to cross the North Muya Ridge.

On May 28, 1977, tunneling squad No. 18 began excavation from the western portal. Six months later, work began on the eastern side. Later, vertical shafts were laid in three places above the route of the future tunnel, which greatly facilitated subsequent work.

The already slow construction was constantly slowed down by accidents. After the connection of the BAM and the opening of through train traffic (through the high-mountain bypass of the North-Muysky tunnel), the country's attention to this construction weakened, and much less funds began to be allocated. And then another “brake” appeared - the beginning of perestroika and the economic decline.

Additional difficulties were created by insufficient knowledge of the tunnel zone - far fewer exploration wells were drilled than should have been done. During the work process, the project was refined many times, new methods of tunnel excavation and lining were created.

They say about the North Muisky tunnel that every kilometer of it is paid for with four lives. Several accidents killed 57 people. In 1979, at the very beginning of construction, Vladimir Kozhemyakin’s team of miners in the western section encountered high-pressure Angarakan quicksand. The pressure exploded the granite lintel that separated the face from the fault zone, and about one hundred thousand cubic meters of water with stone fragments and sand rushed into the face and rushed along the constructed area, sweeping away everything in its path. It took almost two years to eliminate the consequences of this disaster; for some time, the miners were even afraid to go down into the face. Another major accident occurred in 1999, when only 160 m remained until the last lintel. A rock collapse negated the work of several months, and the tunnel section actually had to be rebuilt.

Fortunately, the Severo-Muysky tunnel avoided the fate of Kodarsky, which was built in a hurry to the planned explosion of the last bridge - the break - of the BAM, a 15-meter gap was allowed between the face and the lining, as a result of which a collapse stopped construction for six months in 1984, forcing the construction completely a pass detour not provided for in the plan.

In the 1990s, work was carried out extremely slowly, and only on March 30, 2001, the tunnel was broken down by the teams of V. Gatsenko and V. Kazeev. At the same time, record accuracy was achieved - the difference between the axes of the workings was 69 mm horizontally and 36 mm vertically, although more than 15 kilometers were traveled to this point in the depths of the mountain. On December 21, 2001, the first train passed through the tunnel.

Already in our century it almost happened again old story: the tunnel failure has taken place, oh solemn event All media reported that high authorities visited Severomuisk. But there was still a lot of work; it was necessary to install a complex complex for monitoring the condition of the tunnel, equip an exploration transport and drainage adit, remove equipment from the mine shafts and convert them into ventilation ones. Despite the principled position of the Ministry of Railways, funds were allocated rather meagerly - preparations for the opening took another two years, and only on December 5, 2003, after the completion of all work, the tunnel was accepted into permanent operation.

The total length of the tunnel's mine workings is about 45 km. Three vertical mine shafts are now used for ventilation, and along the entire main tunnel there is a working of a smaller diameter - an exploration-transport-drainage adit. It removes water seeping into the tunnel; communication cables and the rails of the mine railway, used to move technical personnel along the adit, are laid here. Seismic and radiation monitoring systems, complex communication and lighting networks are in operation. The microclimate in the tunnel is helped to maintain special gates created at the Space Center. Khrunicheva. They open before each train and close again behind it.

In the 1990s, opinions were expressed that, due to the danger of collapses, passenger trains would never run through the tunnel. These are just rumors: the builders give a century-long guarantee for the lining of the tunnel in conditions of a calculated 9-magnitude earthquake. The quality of construction and engineering calculations turned out to be above all concerns. The tunnel is recognized as safe to operate.

The North Muisky Tunnel reduced the route through the Angarakan Pass from 57 to 23 km, and the travel time from 120 to 25 minutes. Now the movement of full-fledged freight trains is possible throughout the BAM - even ascent to the Mururinsky Pass, highest point highway, has much lower slopes than the old bypass. The main flow of trains goes through the tunnel, and the bypass is left as a spare route.

The fate of the two villages, built as bases for the tunnel builders, turned out differently. The village of Tonnelny, located near the western portal, was evicted and wiped off the face of the earth. Its residents moved to Taksimo, neighboring Severomuisk, or left “for Mainland" - to the southern regions of Buryatia.

Severomuisk, located at the eastern portal, became one of the many Bama villages. People whose work is related to maintaining the railway live here. The completion work plan for 2002-2003 included the improvement of Severomuisk, the construction of several permanent buildings and all the necessary infrastructure. Now not only railway workers live here, but also tunnel operating personnel.

It is worth saying a few words about the modern bypass of the Severo-Muysky tunnel, which, in my opinion, is the most beautiful section of the entire BAM. In order not to exceed the maximum permissible slope when ascending the Angarakan Pass, the railway line winds in knots along the mountain slopes, serpentinely rising to the pass saddle. Where there is only 16 km on the surface, the train covers almost 55 km, ascending and descending half a kilometer.

On the detour you can see several unique engineering objects. The most famous, undoubtedly, is the “Devil's Bridge” - a high overpass on two-tier supports over the Itykit riverbed, curved and located in an incline. They say that when heavy trains passed, this bridge even swayed a little.

There are loop tunnels on both sides of the pass (the terrain did not allow the serpentine to bend on the slope), and this turn is made inside the mountain - the train enters the portal, and after a while appears from another portal above or below the first, making a 180-degree turn. This is especially noticeable in the western tunnel (No. 1) - its portals are located almost on top of each other. When freight trains passed through the bypass, the empty trains could be quite long. In this case, the locomotive emerged from the tunnel quite soon after the last carriage was hidden in it.

The history of the bypass is as complex as everything connected with the construction of the BAM. Initially, the North Muisky Tunnel was planned to open in 1986-1987. To ensure that construction does not delay the construction of the entire highway, to allow construction cargo to pass through as quickly as possible

In the short term, from August 1982 to March 1983, a temporary bypass was built - the Angarakan - Kazankan line with a length of 24.6 km. His project was drawn up according to greatly simplified standards (slope of up to 40 meters per kilometer of distance), as a result of which the average length of a freight train was only a few cars - no diesel locomotive could lift more weight along such a steep slope. But this bypass made it possible to pass the track-layer to the east and deliver rails and other materials necessary for the construction of the highway.

After the first years of construction and serious accidents, it became clear that the North Muisky Tunnel could not be built quickly. The breakdown of the BAM took place, but the old North-Muysky bypass was the bottleneck of the mainline: freight trains had to be uncoupled in front of it into pieces, and the movement of passenger trains along such slopes was completely prohibited - from Angarakan station to Kazankan station people were transported on shift buses across the pass .

In November 1985, construction of a modern bypass began (length 54.3 km, slope up to 18 m/km), completed by 1989. At the same time, the old bypass was dismantled, and now only an embankment and concrete bridges indicate its route. Nowadays, despite the successful completion of the quarter-century construction of the Severo-Muisky Tunnel, the high-mountain bypass is still in operation - it can still be useful as a second route when freight traffic increases.

Unfortunately, now ambulance passengers and passenger trains They almost don’t see the beauty of the mountains and the thread of detour winding through them - they all pass through a tunnel, and in the dead of night. Only work trains Taksimo-Novy Uoyan, transporting mainly railway workers, follow a detour twice a day in each direction, meeting at the Pereval crossing. Such a train usually consists of an old reserved seat carriage, platforms for track equipment and electric locomotive VL-65. Occasionally on the platform you can see not only sleepers and jacks, but also a mountain of multi-colored backpacks - tourists come to see the landscapes of the North-Muya ridge and bypass.

In order for the beauty of the “BAM Golden Buckle” to be revealed to you, you will have to make some efforts. To explore the bypass from the train and at the same time have time to walk while stopping at the sidings, you need to spend the night in Novy Uoyan (there are no hotels or tourist centers there, only a station with hard benches), and then take the morning work train to Taksimo. The opposite option does not include an overnight stay at the station, but is less preferable due to small parking lots at the sidings.

But it’s best to come here in the summer with a tent, disembark at the Pereval crossing and slowly walk along the line in one direction or another - to Kazankan or Angarakan, where the trains stop long distance. The tunnels are guarded, but no one bothers you to take a shortcut, descending from loop to loop along mountain slope, surrounded by dwarf cedar and rare larches.

It is the walking route that will allow you to fully enjoy the beauty mountain peaks and admire the human genius who laid the railway in the most difficult conditions of the North Muya Range...

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