Trans-Siberian Railway Research Articles

One Belt One Road Project: Harmonization of Russia’s and China’s Long-tTrm Interests

The article aims at evaluating the One Belt One Road project implemented by China that will define long-term trajectories of the world trade and finance development as well as prospects of Russia’s participation in this project. It seems that the project under consideration is not a full alternative to the existing nowadays world system of railroad and sea shipping both from the viewpoint of the shipping cost and the scope of investment required. A possibility of full-scale refocusing of Russia’s transport systems (the Trans-Siberian Railway, the Northern Sea Route) on the One Belt One Road project is not currently obvious, thus, one cannot state with certainty Russia’s role in this project. Besides, implementing this project results in building in Eurasia a China-centric economy system that does not coincide with the structures built by Russia, i.e. the Eurasian Economic Union, the Customs Union and other ones. At the same time, the One Belt One Road project seems to have no alternatives. None of the other countries has proposed a project that can be compared with the One Belt One Road one in terms of being large-scale, having a global impact as well as long-term effects. It is believed, that after the implementation of the project is complete, the technological and social differences between Europe’s and China’s potentials, which were the reason for shipping goods from Southeast Asia to Europe over the past centuries, will be reduced to a significant extent. In terms of this the China-centric world will have to provide different noneconomic reasons for its existence, i.e. provide the world with new values and meanings of the postindustrial world. In this context Russia’s participating in the One Belt One Road project may appear to be necessary: Russia can act as a project’s security operator, a mediator between China and the countries who are participants of the Silk Road Economic Belt in cases where their interests collide. Russia can also generate values and meanings of economic processes. The safe transportation routes Russia has, i.e. the Trans-Siberian Railway, the Northern Sea Route as well as long-term friendly relations with the countries-participants of the Silk Road Economic Belt and Russia’s being experienced in harmonizing different interests can become the key aspects contributing to success of this project.

Transnational Economic Connection Analysis Based on Railway Class Accessibility Between China and Russia

Under the background of ‘the Belt and Road’ initiative, the economic cooperation has great potential between China and Russia. The railway accessibility has an important influence on the economic connections of cities along the railway line. This paper studied the Sino-Russian transnational economic connection based on the railway class accessibility along Trans-Siberian railway (the transnational China railway branch line). The results are as following. First, the railway accessibility of the Chinese nodes is stronger than that of the Russian nodes, which in general displays a tendency of space attenuation from China to the Sino-Russian border, then to Russia. Spatially, the railway accessibility within the study area shows a ‘High East, Low West’ and ‘High South, Low North’ spatial pattern. The railway accessibility of the nodes, which are located at the beginning and end of the railway line, is weaker than those nodes located in the middle of the line. Second, the railway accessibility and external economic connection intensity summation of the nodes show a positive relationship along the railway line. The economic connection intensity summation of different nodes presents obvious regional differentiation. Finally, as economic connection network has evolved, the small world effect of Sino-Russian railway economic connection network becomes strong.

The application of the ARCH model for the assessment of transport routes in Northern Europe and Southeast Asia

The article proposes the method of comparison of future transport routes to connect North Europe and Southeast Asia. Two transport routes can pass through the expanses of the Arctic Ocean, along the shores of Russia and Canada. The Southern Sea Route on the Suez Canal and the Trans-Siberian Railway are the alternative transport routes. The Northern Sea Route is the shortest waterway between Northern Europe and Southeast Asia and has many advantages of goods transportation in the future. Compared to the Northwest Route along the Canadian coast, the Northern Sea Route has a greater number of competitive advantages. The authors outline the stages of transport routes comparison method. At the first stage, the goal of the analysis is set and the mathematical model is chosen. The second stage determines the resulting and influential indicators. The third stage involves collecting the information on selected indicators with each indicator being a time series. At the fourth stage, time invariance of each time series is analyzed. At the fifth stage, model is selected that displays the transport corridor. The sixth and seventh stages deal with autocorrelation and multicollinear analysis. At the eighth stage the coefficients of the equations are calculated. At the ninth stage, the conditional variance of the series of the resulting indicator is estimated and the decision is made whether to use the model of autoregressive conditional heteroscedasticity (Arch – Auto Regressive Conditional Heteroscedasticit) for prediction. The paper describes the results of comparison of various international transport routes.

Comparison of international transport corridors in the Arctic based on the autoregressive distributed lag model

This article examines the modeling of international transport corridors using the autoregressive distributed lag (ARDL) model. The modeling of international transport corridors makes allowance for the potential capacity to develop the Arctic transport environment in the context of polar ice melting and increasing time of navigation on the seas of the Arctic Ocean. The authors build models for the Northern Sea Route, the Trans-Siberian Railway (TSR), the Southern Sea Route (transport corridor of the Suez Canal), the Northwest Passage, and analyze the natural, organizational, technological, and economic factors that affect the endogenous variable of the international transport corridor model. When building the transport corridor models, the authors take the volume of transit traffic via the international corridor in time t as the endogenous variable for all corridors. Exogenous variables are selected according to the variables that have the highest impact on the volume of traffic via each transport corridor and feature most prominently in the literature reviewed in this article. For the Northern Sea Route, these variables include Russia’s GDP, the number of ships passing through the route, the number of nuclear icebreakers, the average tariff, and the minimum ice coverage in the Arctic. For the Southern Sea Route (transport corridor of the Suez Canal) – EU’s GDP, the number of ships passing through the route, the average tariff, and the volume of commercial transit cargo. The methodology for determining the parameters of the model includes the following procedures: flux balance analysis, analysis of the autocorrelation between endogenous and exogenous variables, multicollinearity analysis.

СЕРВИСНОЕ ОБСЛУЖИВАНИЕ ПАССАЖИРОВ СИБИРСКОЙ ЖЕЛЕЗНОЙ ДОРОГИ В КОНЦЕ XIX - НАЧАЛЕ XX В.

The article tackles the issue of actualizing the experience of the Russian railways in the sphere of passenger service at the end of the XIX - the beginning of the XX century. Analysing the mechanism of transport service provision at the Trans-Siberian railway the author emphasizes the two-level process of its realization: acceptable (safety, observance of sanitary and hygienic norms, regularity, speed, availability) and excessive (high level of comfort, culture of service). The author concludes that the Siberian railway as a private enterprise consistently raised both the levels of passenger service.

Восстановление Тайгинского железнодорожного узла в 1920-1921 гг.

Рассматривается проблема восстановления в 1920-1921 гг. Тайгинского железнодорожного узла, обслуживавшего весь кузбасский участок Транссибирской магистрали. После Гражданской войны железнодорожное хозяйство оказалось в полуразрушенном состоянии. В первые месяцы из ремонта выходило лишь несколько паровозов, в отдельные сутки Томская дорога не отправляла ни одного состава, движение грузов почти прекратилось. Рассмотрены основные мероприятия по восстановлению железнодорожного хозяйства узла, его паровозного парка и подвижного состава. В течение 1920 г. трудовому подъему транспортников способствовали регулярные субботники, воскресники, ударные недели, чествование передовиков, принудительное возвращение ранее ушедших специалистов, благоприятная морально-политическая атмосфера среди большей части рабочих, питавших надежду на коммунистические преобразования и вместе с ними на социальное равенство и материальное благополучие. В 1921 г. накал трудового энтузиазма снизился. Процесс восстановления узла существенно тормозили трудности, связанные с завершением Гражданской войны, голод, крайний износ паровозного парка, дефицит кадров, материалов и оборудования, случаи вредительства, низкий уровень трудовой и производственной дисциплины работников.

Application of plasma surface quenching to reduce rail side wear

Hardening of the side surface of the rail head with the use of optical and electron microscopy is studied. Results of industrial tests are given. Plasma hardening of the side surface of the rail allows one to obtain a favorable structure of the surface hardened layer (mixture of troostite, bainite and martensite) with a hardness of 450-830 HV and a thickness of the quenched layer of 2.5-3 mm. Thus, this significantly increases the service life of the rails due to the 2-3-time decrease in the wear rate of the side surface of the rail. The developed unit for plasma surface hardening of the rail allows performing qualitative surface hardening in width, depth and hardness of the surface layer of the metal. This equipment can be recommended for further pilot-industrial plasma surface hardening of the rail side surface in the conditions of the East Siberian Railway.

Assessing the dynamometric parameters of the rolling stock, recorded by the tractor-energy laboratory, in the mountain pass areas of the East Siberian railway polygon sections

Assessing the dynamometric parameters of the rolling stock, recorded by the tractor-energy laboratory, in the mountain pass areas of the East Siberian railway polygon sections

Картографирование плотности населения редкозаселённого региона (на примере Иркутской области)

The principles and methodology of mapping the population density of a sparsely populated area has been developed using the example of the Irkutsk region. For the most part of the Irkutsk region is not characterized by a continuous area settlement, but linear and focal with an extremely rare network of permanent settlements, except for its southern part along the Trans-Siberian railway. Of the three possible types of population density maps there are contours, choropleths and quantitative areas for a rarely inhabited and little populated region, and only the latter type is suitable. The borders of the inhabited territory are carried out in a formal way. To draw the boundaries of the area populated area by the method of spots we need the radius of the buffer 3 km. Inhabited zones, formed by chains of settlements along the transport routs, adjoin the entirely populated territory. A quantitative map of the density by areas of the rural and urban population was constructed. The map helps you visualize the quantitative differentiation of the populated areas seeing population density and distinguish the unsettled territories. A map of inhabited areas can be the basis for mapping demographic, ethnographic, ecological and socio-economic characteristics of the population.

A right to remoteness? A missing bridge and articulations of indigeneity along an East Siberian railroad.

The Soviet Union and its successor states have been avid supporters of a modernisation paradigm aimed at ‘overcoming remoteness’ and ‘bringing civilisation’ to the periphery and its ‘backward’ indigenous people. The Baikal–Amur Mainline (BAM) railroad, built as a much‐hyped prestige project of late socialism, is a good example of that. The BAM has affected indigenous communities and reconfigured the geographic and social space of East Siberia. Our case study, an Evenki village located fairly close to the BAM, is (in)famous today for its supposed refusal to get connected via a bridge to the nearby railroad town. Some actors portray this disconnection as a sign of backwardness, while others celebrate it as the main reason for native language retention and cultural preservation. Focusing on discourses linking the notions of remoteness and cultural revitalisation, the article argues for conceptualising the story of the missing bridge not as the result of political resistance but rather as an articulation of indigeneity, which foregrounds cultural rights over more contentious political claims. Thus, the article explores constellations of remoteness and indigeneity, posing the question whether there might be a moral right to remoteness to be claimed by those who view spatial distance as a potential resource.

Isoprene and monoterpenes over Russia and their impacts in tropospheric ozone formation

Ground-based levels of important biogenic volatile organic compounds (BVOCs), isoprene and monoterpenes, as well as NO x and O 3 measured simultaneously along the Trans-Siberian railway on a mobile railway laboratory in TROICA-12 campaign in summer 2008 are analyzed. It was shown that the highest isoprene (≥ 2.5 ppb) concentration was observed in the daytime in the Far East region where several favorable factors for its emissions occurred: a large amount of deciduous forests, high temperatures (>28°C) and light conditions. Maximum levels of monoterpenes (up to 3-9 ppb) along the Trans-Siberian railway were observed during the nighttime in the Ural region and in Central Siberia where coniferous vegetation is located. To evaluate the relative importance of isoprene and monoterpenes in ground-level ozone formation in Russian cities along the Trans-Siberian railway, where high NO x concentration leads to tropospheric ozone generation, daytime ozone-forming potential (OFP) was calculated. The chemical losses of the studied BVOCs during their transport from sources to the measurement point were taken into account. Calculated OFPs due to isoprene (OFP iso ) and monoterpenes (OFP mono ) along the Trans-Siberian railway are in average 15±13 and 18±25 ppbv of ozone, respectively. The highest OFP iso (up to 40 ppbv) were estimated in Central Siberia and in the Far East. OFP mono was the highest in the regions of coniferous vegetation, Ural and Central Siberia, and reached 80 ppbv. In the most cities along the Trans-Siberian railway, where high NO x concentration (10-20 ppbv) along with high daytime temperatures (>25°C) were observed, monoterpenes made a main contribution to tropospheric ozone formation. Only in the Far East cities, where the largest deciduous vegetation area of the Trans-Siberian railway is located, isoprene played the main role in tropospheric ozone generation. It was also noted that OFP iso increases with the population-size of the cities. It can be either due to the greater proportion of deciduous vegetation in the large cities along the Trans-Siberian railway or due to the impact of anthropogenic isoprene source. OFP mono the lowest in the medium cities and the highest in the small ones.

Isoprene, Methyl Vinyl Ketone and Methacrolein from TROICA-12 Measurements and WRF-CHEM and GEOS-CHEM Simulations in the Far East Region

Spatial and temporal distributions of isoprene and its oxidation products, methyl vinyl ketone and methacrolein in the Far East region of Russia were investigated. The measurement data were obtained from a mobile laboratory, which moved along the Trans-Siberian railway and from WRF-CHEM (Weather Research and Forecasting Chemical Model) and GEOS-CHEM (Goddard Earth Observing System Chemical Model) simulations. During the simulations, the RACM-MIM and MOZART mechanisms, included in the mesoscale WRF-CHEM model, as well as the Caltech Isoprene Scheme (CIS), built in the global GEOS-CHEM model, have been used. We found that the temporal distribution of the measured isoprene is in good agreement with the simulations. The measured isoprene, methyl vinyl ketone (MVK) and methacrolein (MACR) concentrations demonstrate pronounced diurnal variations. The correlation between the measured isoprene and MVK + MACR was good (R ~ 0.60–0.86). However, the simulated correlation between MVK + MACR and isoprene is very low, with the data for the night-time and daytime values varying. The simulated MVK + MACR to isoprene ratio, in comparison with the experimental result, has pronounced diurnal variations. During twilight and the night-time, the simulated MVK + MACR to isoprene ratio is more than 10. We propose that, due to the validity of the kinetic equations only in the homogeneous system, all chemical and transport (CTM) models, based on these kinetic equations, are not able to show an adequate simulation at night in the weak mixing atmosphere, when the atmospheric structure becomes heterogeneous. At moderate latitudes, we recommend the use of the turbulent Damköhler number and the Kolmogorov Damköhler numbers, which characterize the limits of CTM applicability, as the quality flags at the air quality forecast simulations.

The Urbanization of Western Siberia: A Historian’s View

This article is devoted to studying the main trends in the historical process of urbanization of Western Siberia across several centuries, right up until the mid-twentieth century. We locate the emergence of the first settlements in the region now known as Western Siberia and present the process of their gradual transformation into urban settlements. We determine the most important socioeconomic prerequisites for urbanization in the region, as well as the starting point of urbanization. We identify the features of urbanization in the region and, at different stages of its historical development, reveal the specific qualities of formation of a network of cities in the region, the impact of the “Stolypin” settlements on the process of urban population growth, and the influence of Russian capital, particularly the construction of the Great Siberian Railway, in the development of that urban network. We illustrate the features of Siberian urbanization during the years of Civil War and New Economic Policy and direct considerable attention to the causes and factors of forced urban growth during the years of Stalinist modernization. We show that accelerated industrialization became the basis for a fundamentally new phenomenon in the history of Siberian urbanization, so-called “quasi-urbanization.”

The comparison between the isoprene, methyl vinyl ketone and methacrolein concentrations measured in the TROICA-12 expedition at Far East region

The spatial and temporal distribution of isoprene and its oxidation products products, such as methyl vinyl ketone (MVK) and methacrolein (MACR) was investigated. The measurements were carried out using by the mobile observatory, placed on the railcar chassis. As the object was selected the vast area of deciduous and mixed forests in Far East, which is crossed by Trans-Siberian Railway. It was shown that the isoprene and MVK and MACR have pronounced daily variations. The isoprene growth at night was not observed. The isoprene and MVK + MACR concentrations are satisfy to a linear regress; the slopes (B) are close to the ∼ 1 (0.93 and 1.04 for TROICA-12 East and West, accordingly). The correlation coefficients (R) are significant and equal to 0.68 and 0.79 for TROICA-12 East and West. The noise of initial 10 sec measured values of MVK + MACR-to-isoprene ratio (below ratio) is significant. The high ratios (> 5) are observed not only at night but also during the day. At night, the high values of ratio somewhat larger than in the daytime. The MVK+MACR and isoprene pair has a high correlation (R∼0.60–0.86) and weak dependence of NOx, except the one case when the twilight emission of isoprene was dominated.

"The Best Lands, Wealthiest Merchants, and Planters in the State of Alabama": A. R. Moen Sells Axes in North Alabama in 1831

"The Best Lands, Wealthiest Merchants, and Planters in the State of Alabama":A. R. Moen Sells Axes in North Alabama in 1831 Robert S. Davis (bio) Augustus réné moen (born in paris, france, on september 1, 1799, and died in Samford, Connecticut, on August 24, 1867) found himself writing of his travels in the Tennessee River Valley of Alabama in 1831. That letter, in a small way, fills in for the notorious lack of gazetteers and other descriptive works from the early years of Alabama. How Moen came to find himself in Alabama makes for a colorful tale. He immigrated to America with his parents Louis and Madeline D'Arquienne Moen in 1808. Moen attended the public schools in Wilna, New York. In 1823, he married Sophie LeClanché, also a native of Paris, in Utica and became the postmaster of Houseville, New York. Eventually, Moen settled in Samford, Connecticut, and became the first deacon of the town's Presbyterian Church. He became a United States citizen in Brooklyn, New York, on October 30, 1840, and served as an officer in the New York State Militia. Augustus also patented a product for waterproofing. His son, Phillip Louis Moen (1824-1891), started Washburn & Moen, a steel mill that pioneered the development of barbed wire. His descendants intermarried with such prominent families as the Loorams, Peabodys, and Rothchilds in a family history that touched on the 1898 war with Spain, the Russian Revolution, the crash of the Hindenburg, and the rise and fall of the [End Page 229] Third Reich. No relationship, however, exists between Augustus R. Moen and the famous engineer and faucet designer Alfred M. Moen (1916-2001).1 A. R. Moen made a career in retailing while making a home in Connecticut and New York. In 1830, he became a traveling agent for the Collins Company of Canton, Connecticut. Begun in 1826 by Samuel Watkinson Collins as an axe company, Collins Company would become a leading tool manufacturer worldwide, focused especially in edged hand tools. (Workers even used Collins tools to build the Trans-Siberian Railroad.) In 1833, Moen likely persuaded President Andrew Jackson to purchase Collins axes for the Indians removed to the West. He joined his employer in petitioning not to allow the dangerous economic consequences of closing the Second Bank of the United States.2 On June 16, 1831, Moen wrote a detailed letter to the Collins Company about his adventures in getting orders for their products in North Alabama. Moen describes how business in the Tennessee Valley involved companies as far away as New Orleans, New York, Philadelphia, and Pittsburg. He also mentions a number of prominent towns, including Athens, Courtland, Florence, Huntsville, Mooresville, Russellville, Tuscumbia, and Waterloo, as well as the names of several prominent local merchants. The letter, reproduced below, comes from the A. S. Williams III Americana Collection, part of the holdings of the University of Alabama Libraries in Tuscaloosa, Alabama. The W. S. Hoole Library of the University of Alabama also has a letter from Moen to M. P. Collins, dated May 31, 1831, from Greensboro, Alabama, about selling axes on the Tombigbee and Black [End Page 230] Warrior rivers. It does not include the detailed information found in the letter reproduced here, although Moen does mention that Linden in Marengo County had two merchants: "Chs. S. Davenport late of Maine, a young and active man" and "an old Frenchman who follows the even tenor of his ways." Of Demopolis, he wrote, it is not the place you imagined it to be nor as large or important as I expected. Figure to yourself a high Prairie bluff of about 20 acres on which is scattered a few groves of trees and about ten dwelling houses and 5 Stores—and you have Demopolis—and yet there are more goods sold there than a stranger could possibly imagine. Two of the town's merchants, Moen noted, "are doing a business of from 35 to 40 thousand dlls [dollars] per Year." He described one, Allen Glover, as "unquestionably one of the wealthiest men in the State of Alabama consisting of lands negroes and Bank stock." George Strother Gaines, federal Indian agent for trade...

The Polar Bear Expedition: The Heroes of America's Forgotten Invasion of Russia, 1918-1919 by James Carl Nelson

Book Reviews 145 disparity. But the more evidence the author provides detailing racial tensions as a cause of workplace violence in Detroit, the harder it becomes for the reader to view that violence as predominantly classbased . Furthermore, in light of the increasingly frequent and deadly mass shootings currently plaguing the United States, it is hard to be satisfied with Malloy’s analysis that the violence at Dodge Main was a precursor of spreading workplace violence in the 1990s. It seems there is something broader going on in the US that is not happening in Canada which Blood, Sweat, and Fear taps into but doesn’t fully engage. Jeffrey S. Rothstein Grand Valley State University James Carl Nelson. The Polar Bear Expedition: The Heroes of America’s Forgotten Invasion of Russia, 1918-1919. New York: HarperCollins, 2018, Pp. 308. Bibliography. Index. Notes. Paper: $28.99. This year marks the 100th anniversary of the long-forgotten US intervention in the Russian Civil War. Overshadowed by the scale and devastation caused by the First World War, this domestic strife between the “whites” (anti-Bolsheviks) and “reds” (Bolsheviks) caused the early departure of Russia from the Great War and influenced the global leftist and workers movements of the remaining century. James Carl Nelson’s The Polar Bear Expedition: The Heroes of America’s Forgotten Invasion of Russia attempts to shed light on this neglected topic by offering interesting narratives based on soldiers’ letters, diaries, and memories. Divided into thirty-one brief chapters, Nelson traces the experiences of the US soldiers during their time in Siberia. Within the first few chapters, Nelson makes it very clear that the intervention of the western Allies in the domestic conflict in Russia was poorly planned—lacking proper training and supplies as well as unrealistic objectives—and resulted in numerous casualties. The US Army sent over 5,000 soldiers—the majority of whom were from Michigan (allegedly because of their hardened experience living in the frigid climate of the Great Lakes)—to Siberia to safeguard American military equipment (e.g. weapons and medical supplies) delivered to aid Russia’s fight against Germany. With Russia’s withdrawal from the Great War, the US government was afraid that the weapons would fall into the hands of the new Bolshevik government. However, the soldiers of the American Expeditionary Force, North Russia knew little about 146 The Michigan Historical Review what awaited them. Most expected to be sent to the western front; however, after they arrived in England, they quickly realized that this would not be the case. Their objective was to travel to Siberia to guard US supplies from being pillaged by the locals as well as maintain the Trans-Siberian Railway. Upon reaching their destinations (Archangel and other cities along the Dvina River), they discovered that most of the supplies had been stolen. Skirmishes with isolated groups of Bolsheviks quickly broke out, however, and the mission of simply safeguarding US supplies quickly turned into a campaign of numerous battles that would last until mid-1919. The purpose of the mission remained, nevertheless, obscure to most of the US soldiers involved, especially after the armistice ending World War I. Allied soldiers (not only Americans, but also British, Canadian, and French) fought to survive the dangers of warfare, which was complicated by the difficulty to differentiate between enemy and local inhabitants who often would switch sides. Moreover, soldiers struggled with the harsh environment, the deadly Spanish flu, as well as inadequate equipment and medical supplies. Adding an additional level of complexity was the fact that British officers were in charge of all Allied troops. Americans (and others alike) often resented their treatment by the British officers, who sent them to do most of the fighting and work. Although Nelson’s book brings additional light to this forgotten US intervention, a few things remain wanting in his account. First, maps would be helpful to better understand where the battles were fought, as most of the cities and villages (even the general region) will likely be unfamiliar to readers. Including maps will also allow readers, for example, to see the spatiality of the ever-changing front and the great distances they had to travel. In...

Power quality in high voltage mains supplying mainline railroads’ traction substations

The increase in the trains weight and their operation speeds leads to considerable growth of abrupt-variable, non-linear and one-phase traction loads. This, in its own turn, leads to significant deviations, unsymmetry and voltage harmonic distortions in 110-220 kV mains adjacent to traction substations of AC railroads. Significant deterioration in power quality factors is observed in Siberian and Far East regions where 110-220 kV main power transmission lines are immediately adjacent to Transsib traction substations; in this case, in points with lower levels of short circuit power, power quality factors exceed by far the permissible levels. The articles provides the results of studies aimed at solution of power quality enhancement is-sues for mains adjacent to traction substations of Trans-Siberian Railway. To enhance power quality in mains supplying traction substations, smart grid technologies can be used together with multiagent control systems. Technical solutions, based on the results obtained, are proposed that allow to bring the power quality factors to the regulatory values. Due to a big investments amount, an implementation of tar-get program is needed to resolve the large-scale issue of enhancing power quality in mains adjacent to traction substations of AC railroads.

СОЗДАНИЕ ЭЛЕКТРОННОЙ ВЕРСИИ МАСШТАБНЫХ ПЛАНОВ ЖЕЛЕЗНОДОРОЖНЫХ СТАНЦИЙ

This article describes the stages of creating electronic versions of scale plans of stations, using measurements obtained by various geodetic tools and complexes. The features of processing of ma-terials obtained by complex "Profile"are described. The General algorithm of formation of the scale plan of railway stations is shown. In the course of all processing of materials the railway way is con-sidered as the uniform massif consisting of points of an axis of the way having both planned posi-tion, and high-rise. This approach allows you to fully analyze the plan and profile of the station path as a separate element of the station, and its relationship with other objects. Perform automatic calcu-lation of picketage, spacing and dimensions of buildings.мThe problems of data export to the geoin-formation database of the West Siberian railway are indicated.

Деятельность переселенческих пунктов и врачебно-продовольственная помощь переселенцам в Сибири в 1861—1905 годах

The question of creating a system of resettlement centers in Siberia in the post-reform period is considered. General review of the historiography of the issue, made by the author showed lack of its study. Attention is paid to medical and food assistance to peasant migrants during the period of the Committee of the Siberian Railway in the late XIX - early XX centuries. The results of a comparative analysis of the conditions for the resettlement of peasants to Siberia before the organization of the Committee of the Siberian Railway and during its activity are presented. It is proved that the Committee of the Siberian Railway was able to significantly improve the conditions of peasant resettlement, to organize medical and food assistance to the peasants resettling in Siberia. The novelty of the study is determined by poor knowledge of the issue; the author comes to the conclusion about the social nature of state assistance to resettles. The relevance of the work is due to the need to use historical experience both in the field of state regulation of migration processes and in the field of state policy for the development of Siberia. The importance of research on this topic is determined, firstly, by the growth of migration processes dynamics in the modern world; secondly, the relevance of the task of strengthening Russian statehood in the Far Eastern region.

ТЕХНОСФЕРНАЯ И ЭКОЛОГИЧЕСКАЯ БЕЗОПАСНОСТЬ НА ЖЕЛЕЗНОДОРОЖНОМ ТРАНСПОРТЕ

. In this paper, we consider the assessment of the negative impact on the environment from rail transport, as well as the targets of JSC "Russian Railways" in the field of atmospheric air protection. The assessment of industrial injuries on the example of the East Siberian railway is also considered.