Сооружение дороги от Иркутска до ба

Сооружение дороги от Иркутска до байкальского мыса Малый Баранчик (на современных картах мыс Устьянский), на котором расположен порт Байкал, велось с 1896 по 1900 год; всего на эти цели было истрачено 3,47 млн руб. К этому времени также была достроена дорога от Сретенска до Мысовой на восточном берегу Байкала.

Строительство участка Кругобайкальской железной дороги на восточном берегу началось в конце 1899 года[8], первоначально силы строителей были брошены на участок от Мысовой до Танхоя. Затем был проложен участок от Танхоя до Слюдянки[8]. При строительстве этих отрезков широко применялся труд арестантов и ссыльно-каторжных Александровской каторжной тюрьмы.


Строительство моста в Берёзовской бухте
Возведение самого сложного отрезка, от Слюдянки до станции Байкал, началось лишь весной 1902 года, а сроком окончания работ Комитетом по Сооружению Кругобайкальской железной дороги была названа дата 15 августа 1905 года[16]. Берег Байкала на данном участке представлял собой каменистую гряду, возвышающуюся над урезом озера на высоту до 400 м[17]. По первоначальному плану, на этом участке было необходимо соорудить 33 тоннеля общей стоимостью в 5,3 млн рублей; подпорных стенок на сумму 3,7 млн рублей; виадуков на сумму 1,6 млн рублей. В связи с возможным негативным влиянием вод озера была рассчитана минимальная высота пролегания железнодорожного полотна над урезом воды Байкала — 5,33 м. Технические условия при устройстве разъездов определяли пропускную способность дороги в 14 пар поездов в сутки.

По причине отсутствия прибрежной террасы доставка всех материалов к месту строительства (за исключением камня, добываемого на месте) осуществлялась по воде (летом — на баржах, зимой — на гужевом ходу по льду). Сложный рельеф берега, сложенного практически везде скальными породами, вынудил строителей подавляющую часть маршрута дороги прокладывать в тоннелях либо на искусственных полках, вырубленных в скале; откосы дороги приходилось укреплять подпорными стенками. Строительство велось практически вручную; трудности и лишения, терпимые рабочими, усугублялись жарким летом и суровой зимой.

На каждый километр дороги было истрачено в среднем около вагона взрывчатых веществ, а также было проведено земляных работ по объёму, примерно равному 400 вагонам.[18] Насыпи составили 28,7 % длины пути, выемки — 71,3 % (причём большая часть — в скальных грунтах)[9]. Верхнее строение пути на дороге пришлось утяжелить: были использованы более мощные рельсы, увеличено количество шпал. В связи со сложным рельефом пришлось уменьшить минимальный радиус кривых в поворотах.


Строительство одного из каменных виадуков
При строительстве КБЖД активно использовалась иностранная рабочая сила — албанцев, поляков, особенно велик был вклад итальянских специалистов. В частности, в строительстве тоннелей участвовали более 600 фриулианских мастеров-тоннелестроителей. Память об этом сохранилась в названии одной из подпорных стенок — Итальянской.[19][20]

Работы по строительству магистрали были ускорены в связи с началом Русско-японской войны 1904—1905 годов[9]. Вначале, в 1901—1902 годах, на строительстве магистрали работало около 9 тыс. рабочих, а в 1903—1904 годах — 13,5 тыс. человек[16]. Основные силы были пущены на ввод в эксплуатацию железнодорожного полотна, поэтому работы по развитию станций и посёлков на пути следования дороги не проводились. Рабочее движение поездов по маршруту Кругобайкальской железной дороги началось 18 сентября (1 октября) 1904 года, а 16 (29) октября 1905 года дорога была принята в постоянную эксплуатацию. Длина магистрали в окончательном её виде от станции Байкал до Мысовой составила 244 версты (260 км)[8]. Итоговая стоимость одного километра Кругобайкальской железной дороги составила около 130 тыс. руб. (по сравнению с 93 тыс. руб. на остальных отрезках Транссиба)

Результаты (английский) 1:

The construction of the road from Irkutsk to Baikal Small Cape Baranchik (on modern maps Cape Ustyansky), which is the port Baikal, lasted from 1896 to 1900; just for this purpose was spent 3.47 million rubles. By this time, was also completed the road from Sretenska to the Peninsular on the eastern shore of Lake Baikal.The construction of the Circum-Baikal railroad on the East Coast began in late 1899 year [8] originally, force builders to the plot were thrown from the Peninsular to Tanhoâ. Then the plot was laid from Tanhoâ to Enter [8]. During the construction of these lines has been used extensively labor of prisoners and UST-forced Alexander in jail.Construction of the bridge in Employing BayThe construction of one of the most complicated segment, from Slyudyanka to the Baikal station, only started in the spring of 1902, for a period of a year, and the completion of the work of the Committee for the construction of the Circum-Baikal railway was named the date August 15, 1905 year [16]. Shore of Lake Baikal at the site was a Rocky Ridge, towering above the urezom Lake at a height of 400 m [17]. According to the initial plan, on this site it was necessary to construct 33 tunnels totalling 5.3 million rubles; retaining walls for the sum of 3.7 million rubles; viaducts for the sum of 1.6 million rubles. In connection with the possible negative effects of the waters of the Lake were calculated minimum height where the railroad tracks above the water of Baikal-urezom 5.33 m. technical conditions during the device trips defined bandwidth roads in 14 pairs of trains per day.Because of the lack of coastal terraces all shipping materials to the construction site (with the exception of stone mined locally) was carried out on water (in summer, in winter — on barges on the animal go on ice). The complex topography of the Bank folded almost everywhere rock rocks, forced most of the builders of route in tunnels or on artificial shelves cut into the rock; the road slopes had to reinforce retaining walls. Construction lasted almost manually; difficulties and hardships, tolerant work, compounded by hot summers and harsh winters.For every kilometer of the road was spent on average about wagon of explosives, as well as the excavation was conducted by volume approximately equal to 400 wagons. [18] Embankments amounted to 28.7% of the length of the path, dredging — 71.3% (and a large part is in Rocky soils) [9]. Topsides ways on the road had to weight: were used more powerful Rails, increased the number of sleepers. Because of the difficult terrain had to reduce the minimum radius of curves in the corners.Construction of one of the stone viaductDuring the construction of the CIRCUM-BAIKAL was actively used foreign labour is the Albanians, Poles, especially great was the contribution of Italian specialists. In particular, in the construction of tunnels more than 600 friulianskih tonnelestroitelej masters. The memory of this survived in the name of one of the retaining walls is Italian. [19] [20]Work on the construction of the highway has been accelerated due to the beginning of the Russo-Japanese war of 1904-1905 years [9]. First, in 1901-1902, on highway construction employed about 9 thousand. workers, and in 1903-1904, respectively-13.5 thousand. [16]. The main forces were put on the commissioning of the railway track, so development work stations and towns on the route of the road. Working movement of trains on the route of the Circum-Baikal railway began on 18 September (1 October) 1904 year and 16 (29) October 1905 year the road was adopted into permanent operation. The length of the line in the final of her form from Baikal station to Peninsular was 244 versts (260 km) [8]. The total cost of one kilometer of the Circum-Baikal railway was about 130 thousand. rub. (compared to 93 thousand rubles for the remaining stretches of the Trans-Siberian railway)

Результаты (английский) 2:

The construction of the road from Irkutsk to Baikal Cape Small Little Sheep (on modern maps Cape Ustyanskiy), on which the Port Baikal, was conducted from 1896 to 1900; for these purposes 3.47 million rubles were spent. By this time, it has also been completed on the road Sretensk to Mysovaya on the eastern shore of Lake Baikal. Construction of the Circum-Baikal railroad on the east coast began in the end of 1899 [8], the original builders forces were sent to the site by Mysovaya to Tanhoya. Then it was routed to the site from Tanhoya Slyudyanka [8]. During the construction of these sections are widely used labor of prisoners and exiled convict Alexander penitentiary. Bridge construction Berezovsky bay Erection of the most complex segment from Slyudyanka to Baikal station, only it began in the spring of 1902, and the period of the end of the Committee's work on the construction of the Circum-Baikal railway was named date August 15, 1905 [16]. Baikal shore at this site was a rocky ridge, towering over the lake's edge to a height of 400 m [17]. The original plan for this area was necessary to build 33 tunnels with a total value of 5.3 million rubles; retaining walls for the sum of 3.7 million rubles; viaducts in the amount of 1.6 million rubles. In connection with the possible negative effects of the waters of the lake has been calculated minimum height proleganiya railroad tracks on the water's edge of Lake Baikal -. 5.33 m Specifications at sidings device determines road capacity of 14 pairs of trains per day. Due to the lack of coastal terraces delivery of all materials to the site construction (except stone, produced in situ) was carried out on the water (in the summer - on barges in the winter - in the course of horse-drawn ice). Difficult terrain shore, folded almost everywhere rock, forcing builders overwhelming part of the road route is laid in tunnels or on artificial shelves cut into the rock; slopes of the road had to reinforce retaining walls. Construction was carried out almost manually; difficulties and hardships, tolerance workers, compounded by hot summers and severe winters. For every kilometer of road was spent on average about explosives, car, and was carried out excavation works in volume, approximately equal to 400 cars. [18] accounted for 28.7% of the Bund path length, the recess - 71.3% (and a large part - in the rocky soil) [9]. Permanent way on the road to weight had: been used more powerful rails, increased the number of sleepers. Due to the difficult terrain had to reduce the minimum radius of curves in the corners. The construction of one of the stone viaducts During the construction of Circum actively used foreign labor - Albanians, Poles, especially great was the contribution of Italian experts. In particular, in the construction of tunnels was attended by over 600 craftsmen friulianskih tonnelestroiteley. The memory of this is preserved in the name of one of the retaining walls -. Italy [19] [20] for the construction of highway work was accelerated in connection with the beginning of Russian-Japanese War of 1904-1905. [9] At first, in the years 1901-1902, he worked on the construction of the highway about 9 thousand workers, and in 1903-1904 -. 13.5 thousand people. [16]. The main forces were put on the commissioning of the railway line, therefore, work on the development of stations and settlements on the way of following the road have not been conducted. The labor movement of trains on the route of Circum-Baikal railway began on September 18 (October 1) in 1904, and 16 (29) in October 1905 a road was adopted in permanent operation. The length of the line in its final form from Baikal station to Mysovaya was 244 mile (260 km) [8]. The total cost of one kilometer of Circum-Baikal railway amounted to about 130 thousand. Rub. (compared to 93 thousand. rub. in the remaining sections of the Trans-Siberian)