Construction of new railways. How to Create Rail Network Components Engineers and Workers

11.03.2022 | Structure

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

1. There are several versions in historical documents about when and where the first rails of the Trans-Siberian Railway were laid.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 Transcaspian 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 of the construction of railway lines. Apparently, all these versions do not exclude each other, but rather complement each other. Events unfolded in one decade at the end of the 19th century almost simultaneously in different directions of the Turkestan region.

2. The photo shows a railway excavation, early 20th century.

Officially, 1904 is considered to be the year of foundation of railway transport in Kazakhstan. It was then that the construction of the Orenburg-Tashkent highway, 1,668 km long, began. Cities and industrial centers grew 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 Semirechenskaya railway was launched from Arys station to Almaty. The events of the October Revolution stopped its construction. And only in 1921 the railway line came to the city of Aulie-Atu, in today's Taraz.

In the archives of Bertrand Rubinstein, who headed the Kustanai department 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 standing under the bridge. This is how Bertrand Iosifovich comments on this photo:

“That’s how they commissioned bridges back then.” Under the bridge there were builders and designers who, with their own lives, guaranteed the high reliability of the structure. As it turns out today, they were built to last. What kind of trains were there then? A toy train and five carriages.

12. In the Rubinstein archive there are copies of no less interesting documents that testify to those ancient times. For example, the stations in Troitsk and Kustanai were supposed to have iconostasis, all other stations - icons. Sofas and chairs are oak. Mandatory boiling water for passengers.

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

14. “He has such a memory,” says Kaltai Sambetov. – He remembers everything down to the smallest detail. And in general, this is a man-legend and an encyclopedia at the same time. We have been friends with him for a long time, so I’m going to visit him in Kostanay for his anniversary.

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

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

The newspaper “Kustanai 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 Toguzak river. Moreover, the builders strictly met the estimate of 8,843 thousand rubles.”

15. The First World War and revolution prevented 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 tracks 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 connecting 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 considered necessary in the current year (at that time the business 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. Hairdresser at the Moyun-Kum station of the Turkestan-Siberian road.

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

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

– I was born in 1928 in village No. 23 of the Zharminsky district of the Semipalatinsk region. People were constantly dying of hunger, and if it had not been for the construction of the railway, we would not have died. At Turksib they provided bread and clothing, and that was the most important thing! First, my father got a job there, and then the rest of my relatives. The work was hard, exhausting, and I was always hungry. Ultimately, thanks to the railroad, we not only survived, but also became common people.

17. Laying track on Turksib, 1927.

It was necessary to lay 1,442 kilometers of rail track. In the fall of 1927, the first links of the route from Semipalatinsk and Lugovaya were laid.

18. Builders on Turksib, 1928.

In 1928, 17 tracked excavators, narrow-gauge diesel locomotives, tipping trolleys, dump trucks, mobile compressors, and rock drills, purchased abroad, first appeared on Turksib. Until this time, all work was done almost manually.

In modern dictionaries, such a word as “grabar” no longer exists. And once upon a time it was a profession. And the people who dealt with it were considered a special caste among workers. They came from the Urals with their own carts and horses to build Turksib. Grabbers prepared embankments by hand, on which the rails were then laid.

21. Dugout on Chokpara after a snowstorm, 1928.

Alexander Ivanovich Lapshin came to the construction of Turksib in 1928 from the Ural city of Nevyanovsk. This is what he remembers about the construction of the embankment and excavation between the May-Tyube and Aina-Bulak stations: “We worked a little south of the future Aina-Bulak station, in the hilly saline completely deserted steppe. Not a tree, not a bush, not even a blade of grass anywhere! Only rare feather grass. Above the entire yellow wavy sea to the horizon - nothing... The laying was carried out like this. A track trailer with sleepers was delivered to the very end of the laid track. On the sleepers lay special pliers with long handles and sharp spikes instead of “lips.” Four pairs of layers waiting for the trailer took pliers in their hands, 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 this time, the layers 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 delivered. 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 of them in step!) and placed it on the sleepers, returned and placed the left rail in the same way. The carriage was driven to the train for a new portion of sleepers, and the layers, after aligning the rails according to the template - four of them sewed the rails with crutches and four of them installed the overlays. After that, everything was repeated again. We looked in amazement at this rhythmic and exceptionally well-coordinated, precise work. Everyone was especially amazed that the sleepers and rails were carried at a brisk pace (almost running) and in step, and returned back at a run and also in step! The entire cycle of work on laying 12.5 meters of track took less than 2.5 minutes. While we stared with our mouths open in surprise, while we exchanged admiring interjections, the stackers moved on, and soon a train loaded with laying material and platforms came in their place...” And this method was used to lay a 1,445-kilometer-long highway. Despite the fact that the 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 Battle of Turksib occurred on April 21, 1930, 8 months earlier than planned. Here's how the Gudok newspaper wrote about it: “On April 24, at 10 p.m., the sliding of the last truss of the bridge over the Kshi-Vizhe was completed. The work continued all night. At dawn the laying of bridge beams began. An hour later the bridge deck was ready. The moment of closing has arrived.” On April 28, 1930, at noon, the first silver spike was hammered into place at the rail junction at the Aina-Bulak station. The docking took place 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 with the legendary highway was three times its own length. If in 1922 the railway network in Kazakhstan totaled only 2.73 thousand km, then already in 1982 the length of public railways on the territory of the republic exceeded 14 thousand km.

25. Delivery of German tanks for melting down.

During the Great Patriotic War, the construction of railways continued, only now everything was subordinated to communications with the front. The Guryev – Kandagach – Orsk road (1936–1944) connected the oil fields of Emba with the Urals. The Akmolinsk – Kartaly line (1939–1943) ensured the efficient delivery of coal from Karaganda to the Southern Urals. The sections Koksu - Tekeli - Taldykurgan and Atasu - Karazhal were built. The length of Kazakhstan's 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, passing through the entire territory of the republic - the Trans-Kazakhstan Railway (Petropavlovsk - Kokchetav - Akmolinsk - Karaganda - Chu). During 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 – Kustanay – Tobol, in 1960 – Tobol – Dzhetygara. During the 1950s, the density of Kazakhstan's railway network doubled. In the 1960s, the Makat-Mangyshlak and Mangyshlak-Uzen sections were laid (total length almost 900 km). In 1964, the first section of the route in Kazakhstan (Tselinograd - Karaganda) was electrified. This marked the beginning of the active electrification of Kazakhstan’s railways.

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

For the first time in the practice of railway construction, the construction of the main line was carried out according to a pre-drawn plan. The work proceeded 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 and the costs of its construction. Thus, 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 Trans-Ili Alatau ridges turned out to be difficult. Thus, when designing Turksib on the Kyrgyz side, four options were initially considered. The two that turned out to be the most competitive were Chokparsky, with the route connecting to the Lugovaya station, and Kurdaysky, connecting to the Pishpek (Frunze) station. The Chokpar option turned out to be the most advantageous. The cost of construction was reduced by 23 million rubles.

28. Fastening rails on the Friendship Road.

In 1954, the USSR and China agreed to build the Lanzhou-Urumqi-Almaty railway. The first trains began running 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 junction of the USSR and Chinese railways took place 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 Zholy” continues to actively develop. The length of the main railway tracks is already more than 14 thousand km, freight cars - more than 44,000 units, locomotives - more than 1,500 units. Freight 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 to the fullest!

There have been many interesting achievements in the history of the Kazakhstan 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 cars 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 is 75 years old”. The book uses materials provided by the Central State Archives of the Republic of Kazakhstan and the Central Museum of Railway Transport of the Republic of Kazakhstan.

Classification of types of railway construction

Railway construction includes

Construction of new railways;

Construction of second tracks;

Electrification of railways;

Reconstruction (redevelopment) of existing railways;

Reconstruction of stations and nodes.

Newly built railways are divided into:

Universal

Specialized.

Construction of new railways

Universal Railways are designed 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 those under construction are exactly like this.

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

pioneers,

connecting,

unloading;

built immediately to the design capacity or with the expectation of its gradual strengthening;

having diesel or electric traction.

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

Pioneer railways are built mainly to develop developing areas. Their throughput 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, increasing the useful length of receiving and departure tracks; the parameters of the lower track structure (subgrade, culverts) must comply with the design standards for category I and II railways. In difficult sections, the pioneer railway can be laid along long-term bypass routes.

Connecting Railways are designed to reduce the length of freight travel and reduce the time spent by passengers on the road. The power of such a road, as a rule, must correspond to the power of the lines it connects. The following roads were built as connecting roads: Astrakhan-Guriev, Beineu-Kungrad and others.

In some cases, instead of increasing the capacity of an existing railway, it may be advisable to build another line in the same direction, but along a different route - unloading When individual lines are transferred to high-speed passenger train traffic, freight flows from them are switched to other lines that are newly built for this purpose or to existing ones that require additional reconstruction. Thus, one of the purposes of the Baikal-Amur Mainline was, in essence, to unload the Trans-Siberian Railway. Freight traffic from the St. Petersburg-Moscow railway has been transferred to the Sankovskoye direction.

Railways can be built immediately at full capacity if the productivity of the enterprise for which they are intended to transport cargo is known in advance. Commercial railways owned by private owners (investors) are immediately put into permanent operation fully completed (“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 surrendered within the scope of the launch complex, the minimum required to open constant train traffic (the volume and cost of work performed is 70-80% of the design). The purpose of such a line (in general, a pioneer line) is to transport goods for the construction of enterprises, the development of an uninhabited area, etc. In the future, as enterprises are ready and the construction of cities and towns is completed, its capacity is increased to its design capacity.

Depending on the design cargo turnover, the line can be built under diesel or electric traction.

As a rule, universal railways are initially built as single tracks. However, in some cases, if it is necessary to ensure a large freight turnover, the railway can be built with two tracks at once with simultaneous electrification.

Almost no narrow gauge railways have been built recently. Existing roads in certain directions are being transferred to a normal track everywhere. So, in the 60s. During the development of virgin lands in Kazakhstan, narrow-gauge roads were initially built, but almost immediately they were switched to a normal gauge of 1520 mm. The Chudovo-Novgorod narrow-gauge railway was in operation for a long time.

Separate timber transport lines are still in operation. Narrow gauge is used on children's railways. However, even here there are already significant difficulties - the rolling stock, the elements of the upper structure 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-duty, specialized rolling stock of great length is used. Weight loads on the track reach 30 tons per axle. The ego determines the increased power of the upper structure. Increased demands are placed on subgrade soils, methods of compaction and structures. Such lines can be built for two tracks at once. There are significant features in the design of stations and units (especially those intended for receiving goods from suppliers and transferring them to consumers).

As at all times, the construction of railways was a strategically important aspect of the life of every country. This is a truly serious area of construction, which includes not only design plans for the future railway and the implementation of construction work, but also, directly, the very commissioning of the railway track.

Engineers and workers

The main point in the construction of railways is the accuracy and coherence of the actions of the workers who are entrusted with this process. A significant role in the construction of railways is played by employees of the engineering and technical department, who must simply be experts in their field and know all the nuances of this process in order to minimize the occurrence of unforeseen situations. The construction of railways does not tolerate blots and mistakes, and even more so, low-quality materials, the use of which can lead to breakdowns on the railway, and as a result, lost lives. It is necessary to coordinate all the points that relate to the construction of railways in a particular region or region, and clearly assess the possibility of carrying out construction work in the specified location.

The construction of railways requires, first of all, the presence of professional personnel who are able to bring any railway project to life. They are required to have special knowledge and skills in this area. In addition to the necessary package of permits, the construction of railways requires the use of special equipment resources, such as lifting and earth-moving machines, transport and specialized vehicles that have both road and rail travel. In addition, it is imperative to have a mechanical repair shop and a special storage facility on standby to eliminate problems that may arise during the construction of the railway. Only if all these points are fulfilled, the work on the construction of railways can be completed with high quality and within a certain time frame.

Material requirements

The construction of railways can be carried out with high quality only if specialized high-quality materials are available, such as geotextile materials. Geotextile material has recently been widely used in the construction of railways. It can serve as reinforcement for a soil structure that has low bearing capacity, strengthen retaining walls and steep slopes, and serve as a technological layer. Geotextiles can also be used as a filter layer in a drainage structure and used as an effective protective layer against metal corrosion.

Geotextile material in the construction of railways is used to stabilize under the ballast layers of the railway, and also significantly improves the operational characteristics of the railway track. Geotextiles have the property of strength, reinforcement of unstable soils and can significantly reduce both the construction period of railways and significantly reduce the cost of constructing a railway.

Requirements for the work performed

Construction of railways is a fascinating, but very difficult process. This work excludes the possibility of even the smallest error or mistake - only in this case the railway will be built in accordance with all norms and standards. No less important is the quality of reinforced concrete structures and welded metal structures, as well as railway equipment, which form the basis of railway construction. You should not save on building materials for the railway and purchase the necessary structures only from specialized manufacturing plants that have a narrow railway specialization.

The suitability and durability of the railway depends on the correct combination of these points - the clarity of the actions of workers and engineers, the coherence of the work process, the high quality of the necessary materials that are needed for the construction of railways. At stake is not only the reputation of the engineering office and the performing company, but also, most importantly, the human lives of the people who will use the services of railway transport and the railway.

Education of engineers

Today, we can say that a large number of railway design engineers come from railway modeling schools. Every child in childhood, not only boys, dreamed of their own railway. The construction of railways for children has always been and is a popular and very exciting activity. Most boys, and even some girls, attend modeling school, which instills in them many skills. Such clubs and schools, which teach children and teenagers how to build railways in a smaller format, perform several very important functions that allow the child to develop himself comprehensively. Children experience the world from an adult perspective. They carefully study all the smallest details of the railway, learn attentiveness and responsibility, and also develop perseverance and logic. Children from the past transfer these skills and abilities into the adult present and become excellent and inventive design engineers who take their work responsibly, and most importantly love it and are devoted to their calling.

We can confidently state the fact that most of the parents spent more than one hour in childhood building railways, which were almost the most expensive of all the gifts offered. The construction of railways allows you to develop imagination, and even the child’s attitude towards the world around him and society, through the distribution of roles in this process.

History of road construction in Russia

If we look at the history of railway construction in Russia, we will see that the railway route was truly the most important for the country. It connected large shopping centers, which were simply impossible and difficult to reach and deliver cargo by simple road transport, which, moreover, was not a cheap pleasure. Therefore, the construction of railways has always been a priority for each of the developed countries of the world.

The first railway track, which was laid in Russia, had a length of about two kilometers and was based on horse traction. Then the next railway track was built in the Urals, which was based on steam traction. These short railway tracks were laid out of the need to transport products from factories in the Urals. The very first full-fledged operating railway was a route that connected several settlements - St. Petersburg, Tsarskoye Selo and Pavlovskoye. The total mileage was only 26 kilometers.

Initially, the construction of railways was carried out, which satisfied the strategic interest of the Russian Empire. Then railways were built to supply raw materials to factories and factories, after which the railway served for military purposes - transporting military equipment, and only much later, approximately after the revolution of 1917, the railway was open to consumers and everyone. At that time, it was the fastest and most accessible transport for the country's population. The construction of railways took place where people never dreamed of seeing it.

The construction of railways made it possible to establish basic strategic and trade connections not only in the middle of the country, but also beyond its borders. The construction of railways began to be actively implemented with the massive development of trade and market relations between countries and regions of the country. Rail transport is the most accessible and popular transport. Every year the need for the construction of new railways increases.

Therefore, the construction of railways is not only a priority direction in construction, but also a fairly profitable area.

Having opened another page of history, we can plunge into 1935, when the idea of building a railway for children arose. The first children's railway was built in Tbilisi. But this is not exactly a children's toy road - this is a full-fledged railway project, which was supposed to become an analogue of a real railway. After the first railway line, such roads began to be built throughout the Soviet Union.

History of the children's railway in Kyiv

So, let's take a closer look at the history of the Kyiv Children's Railway.

Initially it was assumed that the construction of a railway for children would have a total length of rails of three kilometers. In addition, this project included the construction of several railway stations, the necessary depot, a water tower and two bridges with a tunnel. That is, the plans of the engineers and project management were to create a real railway track for children with all the necessary facilities.

Directly, the construction of the railway could not have been done without rolling stock, which included a steam locomotive, a diesel locomotive, an electric locomotive and nine carriages of various types, which were made of wood. The most interesting thing is that this project plan also envisaged the construction of a specially equipped children's highway, a small children's river port, which would become part of the children's railway. But due to certain circumstances, the construction of a railway for children and teenagers was not successful.

The second stage of construction of the children's railway surfaced in the post-war period. Around 1950, the project of building a railway for children was again actively discussed. But the very direction of the railway tracks was chosen, rather unsuccessfully - the railway had to pass through the territory of Babyn Yar, which was absolutely impossible to implement due to the events of the war years that took place on this territory. The dispute over the location of the railway line lasted for two long years. But in 1952, finally, permission to build a children's railway was received and approved.

Like the construction of railways of natural size and purpose, the children's railway was supposed to become a full-fledged copy of a regular railway. The first kilometer of the children's railway was 1.9 kilometers. In addition, according to the project plan, a railway station called “Technical” was built, as well as the main railway track, the presence of an overtaking track, and a dead end, which included an inspection ditch. All the details that were taken into account during the construction of the railway were natural and functional. It was a real railway, but exclusively for the use of children.

When Malaya Yugo-Zapadnaya celebrated its anniversary, the children's railway increased its mileage - it was increased to three kilometers. At the same time. Mostremonttunnel erected a special viaduct, which was laid through the ravine. One hundred meters long and almost twenty meters high, it was almost a grandiose engineering structure.

Further construction of the railway for children was marked by the appearance of several new railway stations - Komsomolskaya and Pionerskaya. Unfortunately, at that time, the Komsomolskaya station did not have the necessary turning track, so the locomotive had to follow the tender forward. Also, the construction of the railway included the installation of a mandatory semaphore with compensators and a remote drive, which was activated by the station attendant.

The railway track was equipped with all the necessary details - special markings that did not deviate from the standards, picket and kilometer posts, an indicator of the slope and radius of the curve, a sign indicating the starting line and the final line of the braking distance. The construction of the railway was based on an electric train movement system.

In 1950, a specially manufactured diesel locomotive, TU1-001 series, was added to the railway construction project. A little later, the diesel locomotive TU2-021 was added to it. Until this moment, the trains on the children's railway used wooden carriages, but now they have been reconstructed and completely new all-metal carriages have appeared, which are stronger and more durable.

But in 1960, the construction of the children's railway was again threatened with closure - it was necessary to move this railway line due to active construction work in the Woleikiv region. It was proposed to move the road to the VDNKh area, but local authorities prevented this, as it would have to destroy about 1,500 units of green space. Long debates about moving the railway bed ended with the construction of the railway remaining in the same place, only in a slightly shortened version.

In subsequent years, the Komsomolskaya station was completely disbanded - space was needed for the construction of a hospital complex. Now the total mileage of the railway was about 2.8 kilometers. Already by 1986, the project to build a railway for children was further curtailed - it was marked by the elimination of the small train traffic circle.

Around the same time, the train's rolling stock was updated - new PV51 carriages were manufactured. But they were of lower quality than the previous ones and could not last long. The same fate befell the new diesel locomotives TU7A and TU7A-3197, which ended up with a factory defect in the diesel system, which resulted in its downtime on the siding.

The following years brought the project to build a railway for children to the brink of closure, because not enough funds were allocated for its maintenance. The staff of this rolling stock was reduced. This project did not have a bright future ahead - as it turned out, the interests of the authorities changed over time. Diesel locomotives have now begun to serve foreign tourists. Due to the fact that the Pionerskaya station burned to the ground as a result of a fire, and the diesel locomotive was unexpectedly sold for scrap, the project to build a children's railway was on the verge of complete destruction, since it was already unprofitable for the city. In addition, there were not isolated cases of safety violations - children tried to ride on the steps of the carriage while the train was moving, which was strictly prohibited.

At the moment, the railway for children has been restored, a reserve locomotive has been put into operation, which now has a bright red locomotive coloring and runs around the city on exclusively holidays and special days.

As you can see, the construction of railways includes not only the modeling and construction of a real railway, but through the efforts of the same once-young railway workers, it was possible to bring to life a unique project for the construction of a railway specifically for children. This is a truly unique and very useful project that gave children joy and an unforgettable experience.

Like any railway construction, this project required great dedication from the project managers and workers who were directly involved in its implementation. Thanks to these enthusiasts, we can now enjoy his work.

conclusions

Let's summarize - the construction of railways is a necessary and unique process. Many children are still passionate about model railroading in hopes of one day becoming leading railroad designers and engineers.

Advice from an Expert - Business Consultant

Photos on the topic

The railway is a very important component in the country's transport system. Huge passenger flows and major domestic cargo travel on rails. There is no doubt about its necessity. But how to build a railway?

Just follow these simple step-by-step tips and you will be on the right track in your business.

Brief Step-by-Step Business Guide

So, let's get down to action, setting ourselves up for a positive result.

Step - 1

Determine what type of railway you will build: the main one, which connects stations or points, the station one, where the sorting of cars takes place, the reception and departure of trains, connecting ones, etc., or a special-purpose track - a safety one and a trap dead-end to stop the train in unforeseen situations .

Step - 2

Select the type of railway track: single-lane, multi-lane or looped.