The purpose of the work is to consider the artistic reality of the novel "The Cautious Traveller's Guide to The Wastelands" (2024) by the modern British writer Sarah Brooks in terms of representing the conflict between man and nature. The work of this author for the first time in domestic and foreign literary criticism becomes the object of analysis, which ensures the novelty of this work. The subject of the study is the correlation of the world of the Wastelands, an alternative territory of Siberia closed from the heroes of the novel, with modern ecological and ecocritical concepts of J. Lovelock, D. Haraway, M. Serres, E. Bińczyk, C. Hamilton and others, which are devoted to rethinking the hierarchical relationship between humanity, historically perceiving itself as an actor, and the environment, diachronically conceivable as the object, the field of application of human force. This work was carried out using the optics of the cross-disciplinary research field of the Anthropocene, initially perceived as the geological era, characterized by an increased degree of human interference in the natural world, and now - as a phenomenon associated with the anthropogenic factor and its influence on the outside world. The Wastelands are a self-organizing dynamic system evolving without regard to human desire as a response to anthropogenic interference with natural balance and harmony. Penetrating into its territory with the help of an alternative version of the Trans-Siberian Railway, built by a British company in the middle of the 19th century, the heroes of the S. Brooks' novel, colliding in the unknown, can act in two ways: either cling to the past, which is a subject-object form of interaction with the outside world, and die, or make contact with the Other, abandoning the anthropocentric paradigm of worldview, and in this case return to a state of harmony with nature. The writer demonstrates that only readiness for dialogue and the adoption of not only a different form of life, but also oneself as its organic part, can prolong the existence of mankind on Earth.

The research aims to identify the features and methods used by gendarmerie police departments and other security structures to ensure railway security during the Russo-Japanese War of 1904-1905 and to counter espionage in the Far East, based on archival materials and research literature. The analyzed documents allow us to trace the procedures of the gendarmerie departments, including their cooperation with other bodies in securing communications, preventing sabotage, and uncovering espionage networks. The author reveals the challenges faced by the Russian Empire’s security agencies in countering sabotage and Japanese espionage before and during the war. The author explores the challenges faced by security agencies in countering sabotage and Japanese intelligence activities before and during the war. The scientific novelty of the research lies in highlighting the mechanisms for implementing measures to prevent sabotage and Japanese agents on the Trans-Siberian Railway and the Chinese Eastern Railway and examining the positive and negative aspects of these countermeasures. The study found that the gendarmerie agencies of the Amur Governorate-General, together with military and counterintelligence agencies, played a key role in ensuring railway security in the Far East, including protecting communications, preventing sabotage, and identifying spy networks.

ABSTRACT The early 1940s saw thousands of Jews fleeing Europe to escape Nazi persecution. One destination for these refugees was Japan. In Kobe, the city where most Jews went, around 1,500 refugees had arrived by the end of 1941. Scholarship on Jewish wartime mobilities to Japan is under-developed, with a continued spotlight on Western destinations and mobility (e.g., the Kindertransport project). When Asia is centred as a space of transnational migration, Shanghai is the dominant historiographical focus, given that some 20,000 Jews migrated to the city. This article moves beyond this focus by highlighting Jewish mobility to Japan in the early 1940s and showing it to be a key narrative in understanding global World War II movement. The article first gives an overview of Jewish journey-making to Japan, aiming to complicate the geographies of war mobility through discussion of the most well-understood journey taken by refugees, through the Soviet Union on the Trans-Siberian Railway, alongside multiple other ways journeys were undertaken, for example through Istanbul. This article thereby produces a more nuanced insight into global Jewish migration caused by wartime Nazi persecution, intersecting with histories of migration and humanitarianism, thus emphasising Japan as a key geographical space in wartime Jewish trajectories and movement.

Currently, the problem of substantiating a scientific approach to the spatial development and formation of production and organizational processes of the transport infrastructure of the Siberian and Arctic zones of Russia is being actualized. The development of oil and gas fields in the North, the intensification of the Northern Sea Route, the crisis problems of the coal industry and other sectors of the Siberian region, and complex international relations encourage us to explore, supplement, and adjust previously made decisions on the development of the transport network. There was a scientific and applied problem of pre-design research and scientific justification of the North Siberian Railway Nizhnevartovsk-Ust-Ilimsk included in the Railway Transport Development Strategy until 2030, with the addition of the western section to Sabetta, the eastern section from Ust-Ilimsk to Khrebtovaya – Ust-Kut, as well as Bely Yar – Tomsk – Yurga – Novokuznetsk – Tashtagol – Gorno-Altaysk – Urumqi, which allows creating infrastructural conditions for the development of the economy of Siberia, the Altai Republic and the formation of the Northern Belt of Economic Development of the country, which will facilitate the unloading of the Trans-Siberian Railway when its capacity is exhausted, as well as ensuring transport security of Russia and the strengthening of trade relations with the People's Republic of China. The aim of the project is to develop a scientific approach to the study of the production and organizational processes of the transport infrastructure of the North Siberian Railway. The article systematizes the aquaterritorial complexes, the proposed scientific and methodological approach makes it possible to conduct a comparative assessment of alternative options for organizing the construction of large-scale railway projects, their modeling based on pre-design studies and conducting a feasibility study. Within the framework of this study, a route scheme has been proposed that, when implemented, can ensure transport connectivity for all Siberian regions, expand opportunities for developing the mineral resource base, access to the Northern Sea Route and sufficient transportation capacity to bring products to the markets of China and other countries of the Asia-Pacific region. A forecast assessment of the potential cargo base has been made. In conditions of difficult mountainous terrain, it is proposed to build a railway along the M-52 highway from Gorno-Altaysk to Kosh-Agach with further access to Urumqi (China). The bypass of the Altai protected area and the direct border crossing between the Russian Federation and China are justified.

The track switch is one of the most critical elements of railway track infrastructure, ensuring safe and uninterrupted train operations. The statistics of the West Siberian Railway since 2019 show a downward trend in failures of technical equipment, while the number of track switch failures has increased significantly, and by the beginning of 2025, almost half of the failures are accounted for by this element. As part of the implementation of the research work ‘Extending the standard service life of track switches operated in harsh climatic conditions’, an analysis of failures of track switches operated in the conditions of the West Siberian Directorate of Infrastructure for the period from 2018 to 2024 was carried out. The article highlights the research of domestic scientists in the field of track switches standard service life prolongation. The distribution of switch failures by reasons and months is described. It was revealed that about 70 % of failures are associated with violations of the norms of the transfer rate, in particular: the lag of the wit from the frame rail by 4 mm or more, violations of critical distances in the area of the crosspiece, deviations in the content of the transfer curve in ordinates. The distribution of failures by defective metal parts of the switchboard for the period under review is presented, indicating the most common defects identified on the switches of the West Siberian Directorate of Infrastructure. Among the defects in the metal elements of the switch, peeling and discoloration of the core and guardrails of the crosspiece prevail. The highest frequency of failures for these reasons is observed in spring (March – May) and in the period from late summer to mid-autumn (August – September). A significant increase in refusals for violations of the standards for the maintenance of switches occurred in the period from 2021 to 2023. The research findings can optimize switch maintenance and operation practices in challenging climatic conditions.

The aim of the study is to identify trends and features of the spatial development of the main pivot cities of the Trans-Siberian Economic Corridor. The study covers the territories of the Siberian Federal District of Omsk, Novosibirsk, Kemerovo, Krasnoyarsk Krai and Irkutsk. The authors consider the main pivot cities (Novosibirsk, Omsk, Krasnoyarsk, Irkutsk) in connection with the upper-level municipalities located along the Trans-Siberian Railway. The study was conducted using statistical, cartographic and comparative-geographical methods. The array of socio-economic and socio-demographic data is taken for the period 2010-2025. The main data were used to study the settlement, population dynamics, wages, housing construction, and industrial activity. Based on statistical and cartographic sources, several types of municipalities were identified in the Trans-Siberian Corridor: regional centers, suburban municipalities (within urban agglomerations), and peripheral municipalities. The mutual influence of the level of development, industrial specialization, and concentration of productive forces with population dynamics and the transformation of settlement systems was assessed. The geographical aspects of spatial development are expressed in the strengthening of two partially overlapping gradients of population and production concentration: main-peripheral and central-peripheral. Agglomeration effects are especially pronounced in the example of the concentration of housing construction in regional centers and their suburban areas. This study provides an idea of the spatial development of the most populated, economically diversified part of the Trans-Siberian Economic Corridor. Territorial expansion of the research will allow updating the geographical picture of the spatial development of the entire Trans-Siberian Economic Corridor.

At the end of the XIX century, the development of livestock farming in the territory of the Siberian Cossack army was at a fairly high level. In terms of both the number of crops and the number of livestock, the Cossacks equaled the Siberian peasants. The military population on the Irtysh, Biysk, Bukhtarma and Ishim defensive lines, as well as in the Kyrgyz steppe, were engaged in livestock breeding and arable farming. Animal husbandry did not require such labor costs as working on arable land, and was not rigidly connected with the cycles of agricultural work. Therefore, Cossack farms often had 20 or more heads of cattle. With the construction of the Great Siberian Railway in the nineties of the XIX century, the life of the Cossacks changed markedly. Cattle breeding, horse breeding, and sheep breeding started to develop. Animal husbandry played a secondary role in the economy of the Siberian Cossack army at the end of the XIX century. The size of the herds was determined by a sufficient amount of arable land, pastures and hayfields. Among the poultry they bred were chickens, ducks, geese, and turkeys. During this period, the Cossack economy transitioned from livestock-breeding and semi-subsistence to agricultural-livestock-breeding and small-scale commodity production. The Cossacks bred horses, cattle, small cattle, and, less frequently, pigs and poultry, not only for domestic consumption but also for sale. The article, based on available statistical data, examines a number of issues reflecting the state of animal husbandry in the territory of the Siberian Cossack аrmy: the total number of farm animals in the subsidiary farms of the military population (1898); the ratio of the number of farm animals to the population (1899); comparative analytical data on infectious diseases of animals (1894–1898); the loss of farm animals in the military departments of the Siberian Cossack аrmy (1898).

This study examines the potential of post-industrial cultural tourism in Siberia, with a focus on the Trans-Siberian Railway and the adaptive reuse of former industrial sites. Industrial heritage has become an increasingly important factor in regional identity and sustainable tourism worldwide, yet research on Siberia remains scarce. Using a qualitative mixed-method approach, including case studies, document analysis, and thematic interpretation, the paper highlights opportunities and challenges in transforming railway heritage, mining sites, and related infrastructure into tourism assets. Findings indicate that, while the Trans-Siberian Railway serves as a powerful symbol for cultural branding, industrial reuse faces significant barriers, including infrastructure gaps, investment requirements, and environmental concerns. The study contributes to the global industrial heritage literature by situating Siberia within comparative discussions on cultural tourism, regional development, and community involvement.

Small-radius curves, as an element of the track infrastructure, have a negative impact on the stable progress of train traffic due to a significant increase in the number of train speed warnings issued and failures of technical means. This has a particularly critical impact on the capacity of the Eastern Landfill. Small-radius curves are also a source of increased wear and tear on both the elements of the track's upper structure and rolling stock. Here, much more often, in comparison with sites that do not have an unfavorable plan, work is carried out not only to replace severely defective rails, but also to continuously change the weaves of the seamless track. The work is also accompanied by the issuance of restrictions on reducing the speed of movement. In addition, small-radius curves create prerequisites for emergency situations. Increased dynamic loads on rolling stock and infrastructure increase the risk of derailment. And in conditions of difficult terrain and climatic features of the Eastern landfill (large temperature differences, areas of permafrost), these problems are aggravated. If there is a need for a larger staff of qualified labour, the demographic situation in the Trans-Baikal Territory and the Amur Region remains difficult at present. In this paper, an analysis of the operational performance of sections with similar tonnage parameters, but different in length of small-radius curves, was carried out to determine the actual reliability coefficient of transport services for a section with small-radius curves to assess the potential for further capacity growth. The analysis of the current technical condition and operational features of the railway track on the Erofey Pavlovich – Bolshaya Omutnaya section confirms that in the conditions of further growth in transportation volumes, an increase in the number of heavy and long trains, this section will become a bottleneck in ensuring the necessary parameters of the throughput of the Trans-Siberian Railway. Based on the results of the analysis, an economic assessment of the work effectiveness to change the routing of the section with unfavourable conditions was carried out due to the possible elimination of small-radius curves, including by reducing the operational length of the Erofey Pavlovich – Bolshaya Omutnaya section.

The scientific study presents the results of a comprehensive analysis of the operation of the locomotive complex of the railway station of the Trans-Siberian railway. This station is a technical junction point for different current systems. The technology of operation is considered, taking into account the increase in the size of freight transportation by 30%, which is provided for in the Transport Strategy for the development of the railway industry until 2030. An analysis of the existing traffic sizes was performed and a simulation of the operation of the locomotive complex of the station in the new operating conditions was performed. To identify the “bottlenecks”, a simulation of the operation of a DC and AC locomotive complex was carried out, which is based on the technological time of arrival of train locomotives on production lines. A set of measures has been proposed for the reconstruction of the locomotive complex for the development of promising freight flows in the eastern direction of train traffic. The economic efficiency of the infrastructure modernization project has been calculated using the dynamic cash flow modeling method.

This article examines the historical development of the toponym Miass, the name of a river, a settlement founded near a metallurgical plant, and a station along the Trans-Siberian Railway. The settlement was established on 18 (29) September 1773 and was granted town status on 11 November 1919. Drawing on reference works, encyclopaedias, and cartographic publications from the late 19th to the early 20th century, the study investigates the emergence of the second s in the toponym Miass and the corresponding adjective Miassky. The analysis reveals instability in the written forms of the toponyms Mias and Miyas prior to 1917, with sixteen different variants of the settlement name identified in published sources. In some cases, multiple spellings appear on the same page. Based on this evidence, the article challenges the commonly accepted view that the town’s name derives directly from that of the river. An alternative explanation is proposed: in the early 1890s, the name Miass became the official designation of the railway station, originating from one of the variant spellings of the settlement. In the 1910s, a process of toponymic standardization began. The name of the station was gradually extended to the river, and later, in 1919, to the town itself. By the late 1920s, the spelling Miass had become dominant in printed sources. Although instances of the earlier form Mias still appeared in the early 1930s, by the mid-1930s Miass had become the established and form of the toponym.

The events of the First Russian Revolution were widely reflected in the fiction of Russia in early XXth century, dividing authors not only by the extent of their talent, but also by ideological orientation. Tomsk poet and writer Valentin Vladimirovich Kuritsyn (1878-1911), who served as a clerk at the Siberian Railway administration, happened to be a direct eyewitness to the revolutionary events. With specific examples, the authors of the study show that the revolution was the context of a significant part of his works written in different genres (poetic, satirical, “novel-chronicle” genres). Using his work experience on the railway and, apparently, eyewitness accounts, V.V. Kuritsyn created texts full of sympathy for the revolutionary movement and workers who were prosecuted for their political views.

The article presents an assessment of the residual life of reinforced concrete sleepers that have served their first term of service; sections from particularly busy routes of the West Siberian Railway for the period 2014–2023 with a tonnage of more than 1,000 million tons at the time of major repairs were selected. The assessing the suitability of reinforced concrete sleepers dismantled from sections of the Trans-Siberian (43 sections: track I – 31 pcs.; track II – 12 pcs.) and Central Siberian Railways (32 sections: track I – 28 pcs.; track II – 4 pcs.) ZSDI for reuse was made. For these sections, the overhaul statements of the old track grid with reinforced concrete sleepers Sh1 for intermediate rail fastenings of the KB65 type, carried out on the basis of a number of track machine stations of the ZSDRP, were considered. Dependences of the change in the serviceability share of reinforced concrete sleepers Sh1 with a domestic reinforcement scheme (44 × 3 mm) on the duration of their first service life (1 000–1 600 million tons) in especially heavy-duty conditions have been obtained. The average serviceability share of reinforced concrete sleepers along the Trans-Siberian Railway was determined; the average serviceability percentage of reinforced concrete sleepers was 67.4 % for track I and 59.5 % for track II, with an average tonnage of about 1 250 million tons; on the Central Siberian Railway – for track I – 59.3 % and for track II – 79 % with an average tonnage production of about 1 280 million tons. The average intensity of the reduction in the serviceability of reinforced concrete sleepers was calculated: on the Trans-Siberian Railway for track I – 4–7 % / 100 million tons, in the range of 1 100–1 400 million tons, on the Central Siberian Railway for track I – 4–5 % / 100 million tons, in the range of 1 300–1 600 million tons.

This article examines U.S. policy toward Russian railways in 1918 and its role in shaping Washington’s broader «Russian policy» during this period. It focuses particularly on the official U.S. position regarding the transfer of administrative control over the Chinese Eastern Railway and Trans-Siberian Railway to John Stevens, head of the Russian Railway Service Corps. The author highlights State Department attempts to secure exclusive management rights over Russian railways based on its 1917 agreement with the Russian Provisional Government. The study analyzes factors that intensified U.S.-Japanese rivalry for control of railways in Eastern China and Siberia, while also exploring why Washington ultimately failed to implement its «open door and equal opportunity» policy regarding Russian railroads during this period.

This article considers the issue of using composite sleepers on the heavy traffic sections of the West Siberian railroad. The results of complex estimation of the experimental section with composite sleepers on the basis of the data provided by different structural divisions of the West Siberian railroad are presented. The condition of the sleepers and the track section as a whole was analyzed both by means of on-site inspections and using the results of evaluation by a track measuring car in the period from May 2023 to June 2024. The section with composite sleepers was evaluated for both the condition of the rail track geometry and the distribution of labour on the linear section. Each sleeper was considered separately in terms of the main parameters of rail track geometry. The largest volume of track maintenance works on the section with composite sleepers falls on the spring period. For the whole period of analysis one failure of rail track narrowing was revealed, after adjustment of track gauge this deviation was not repeated. In the course of the study was developed a pilot technological card for the work on the replacement of reinforced concrete sleeper composite. Timekeeping was performed and the main problem areas in the production of this work were recorded. The calculation of labour costs for the works on sleepers replacement depending on the technology and type of sleepers and fastenings has been carried out. During the operation of composite sleepers for one year within the the current maintenance of the track section, no obvious difficulties in their operation, as well as defects of composite sleepers, were found.

Работа посвящена изучению пространственного построения Амурского трансграничного транспортного кольца (АТТК). Это инфраструктурное образование представляет собой важное звено международной транзитной трансконтинентальной торговли, имеет большое значение для развития юга Дальнего Востока России и северо-восточных провинций Китая. Рассмот­рены структурные особенности и специфика взаимодействия его конструкционных элементов. Показана трансграничная роль р. Амур как связующего внутреннего звена АТТК. Выделены главные образующие эту структуру действующие элементы: узлы, составляющие внешний периметр магистральные дуги и скрепляющие транспортный каркас внутренние магистральные хорды. Определено значение этих элементов АТТК для развития трансграничного сотрудничества России и Китая в области транспорта. Дана оценка их географического положения, состава и значения формирующих их видов транспорта. Указаны особые свойства каждого элемента, которые определяют специфику его функционирования. Рассчитаны показатели грузоперевозок. Выявлены основные проблемы функционирования магистральных дуг: критический уровень загруженности Транссиба, малая доля БАМа в грузоперевозках, разница в ширине железнодорожной колеи на территориях России и Китая и др. Предложены пути их решения. Намечены ближайшие перспективы структурного развития АТТК. Образование магистральных хорд обеспечивает более тесное взаимодействие магистральных дуг АТТК, а также способствует их работе в эффективном трансграничном режиме. К этому можно отнести формирование и развитие двух новых магистральных хорд: Сковородино – Цицикар и Облучье – Харбин. Критически оценено образование подобных хорд на иных маршрутах. Отдельно рассмотрен такой специфический вид хордовых элементов АТТК как трубопроводы. The work is devoted to the study of the spatial structure of the Amur Cross-border Transport Ring (ACTR). This infrastructural entity is an important link in international transcontinental transit trade and is of great importance for the development of the south Far East of Russia and the northeastern provinces of China. Its structural features and the specifics of the interaction of its constructional structural elements are considered. The cross-border role of the Amur River as an internal link of the ACTR is shown. The main operational elements forming this structure are defined as the nodes, the mainline arcs which make up its outer perimeter and the internal mainline chords that hold the transport frame together. The importance of these elements of the ACTR for the development of cross-border cooperation between Russia and China in the field of transport is determined. An assessment of their geographical location, composition and importance of their transport modes is given. The special properties of each element are indicated, which determine the specifics of its functioning. The cargo transportation indicators are calculated. The main problems functioning of the mainline arcs include the critical level of congestion on the Trans-Siberian Railway, the small share of BAM in freight traffic, the difference of the railway track gauge in Russia and China, and others. Ways to solve them are proposed. The immediate prospects for the AСTR’s structural development are outlined. The formation of mainline chords ensures closer interaction of the main arcs of the ACTR, and contributes to their operation in an effective cross-border regime. This includes the formation and development of two new trunk chords Skovorodino – Qiqihaer and Obluchye – Harbin. The formation of similar chords on other routes is critically evaluated. Such a specific type of ACTR chord elements as pipelines is considered separately.

The stages of development of each of the four specialties of the Novosibirsk College of Railway Transport are revealed, information is provided on the construction of workshops, a training ground and a sports complex. The work of students under the guidance of teachers in creative and sports areas is noted, the patriotic component is highlighted — search teams. The importance of cooperation between the college and the enterprises of the West Siberian Railway is noted: industrial practice; 100 % distribution of graduates. Highly qualified teaching staff provides an opportunity for students to show high results both in educational activities and in scientific and practical conferences, competitions, festivals. It is said with pride about the graduates of the Novosibirsk College of Railway Transport who occupy leadership positions. With special trepidation and respect, it is told about the founder and fi rst director of the college — Yuri Konstantinovich Tkachuk, an honorary worker of transport of the Russian Federation, an honorary railway worker, an honorary worker of secondary vocational education.

The article substantiates the important role of the Arctic zone of Russia in forming and strengthening not only its geopolitical, defense, resource and raw material, economic, transport and communication potential, but also as a significant civilization corridor, providing intensive interaction between different peoples and cultures, which goes far beyond the boundaries of this particular region. Civilization corridors are understood as the basis for the functioning of individual territorial locations, linking them into a living and developing organism of a single humanity due to their fulfillment of the most important migration, communication, information, trade and political socio-cultural functions. There are latitudinal and me-ridional civilization corridors in the Eurasian socio-cultural space, the intersections of which form the cen-ters of civilizational dialogue of various political, ethnic and religious communities. The three most im-portant latitudinal civilization corridors are the Great Silk Road, the Trans-Siberian Railway (Transsib), and the fundamental conclusion is substantiated about the possibility and exceptional importance for Russia and the whole world of turning the existing Arctic sea transport route into a new civilization corridor that is able to link not only the civilizations of the East and West into a single system of Eurasia, but also North and South. The article analyzes the objective prerequisites for the formation of this new and “youngest” civilization latitudinal corridor, as well as its unifying civilizational functions. The historical role of the Russian people, who united the peoples of the North into a single local Arctic civilization, possessing the civilizational gift of peaceful exploration of space through organic “ingrowth” into other ethno-cultural worlds, is emphasized. The civilizational approach in the unity of its synchronic and diachronic dimensions is used as the main methodological resource of the study.

The article examines the factors that hindered the economic development of Siberia at the turn of the 19th and 20th centuries.The most obvious obstacle to the rapid economic development of Siberia in the period under review was the remoteness of the region from European Russia, as well as from the economic centers of European states.It is interesting that the completion of the Trans-Siberian Railway, which connected Siberia with European Russia, on the one hand, gave impetus to the development of the region, and on the other, according to a number of researchers of the early 20th century, did not have the full impact on the economic development of Siberia that could have been expected.According to contemporaries, the restraining factor in the economic development of Siberia was the tariff policy aimed at protecting agricultural producers in European Russia, as well as the tariff policy regarding goods imported to Siberia via the Northern Sea Route.The authors examine the role of the Chelyabinsk tariff turning point in the development of Siberian agriculture, as well as the Perm-Kotlas railway in grain exports from Siberia.The authors note that researchers of the early 20th century attached great importance to the development of shipping along the Northern Sea Route as an alternative to the Trans-Siberian Railway.To a certain extent, such sentiments in society were due to the events of the Russo-Japanese War of 1904-1905.It was assumed that the development of water communication would relieve the Trans-Siberian Railway and minimize the costs of Siberian producers for the delivery of goods to European ports.It is worth noting that with the subsequent development of rail communication, the tariff policy was softened, which met the interests of the Siberian peasantry.

The article is devoted to one of the poorly studied cultural phenomena of the history of our country - church building at the stations of the Trans-Siberian Railroad. At the example of the Amur section of the railroad, an analysis of the architecture of the temples erected at the railway stations in the beginning of 20th century is made. Historical background, specifics of design and construction of churches are described. An analysis of the urban planning situation, volumetric-planning and stylistic solution of religious architecture objects is made. The Amur section of the Trans-Siberian Railroad was the last to be built. It has a strategic importance. The construction of churches at stations was a part of the program of comprehensive development in the region. Churches at stations were built according to typical projects from recommended albums. For a number of stations of the Amur Railroad, a standard church project was specially created. This project was adjusted according to local conditions. In the structure of the station the churches had an axial or peripheral position with the railway station. They were located in open elevated places at the intersection of the main planning axes of the stations. They were oriented towards the railway and the main infrastructure facilities. All the churches of the Amur Railroad were built of wood on a stone foundation. They had a similar three-part planning structure and were in a single connection with the bell tower. The main type of volumetric construction is "octagon on quadrangle" or "quadrant on quadrangle" with a top in the form of a tent or onion-shaped five-domed dome. Stylistically, the churches of the Amur Railroad belong to the neo-Russian direction of eclecticism and Northern Art Nouveau style.