Gold buckle bam. Mystical legends of bam Devil's bridge bam why is it called that

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

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

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

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

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

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

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

(c) af1461 from this post.

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

(With) nikat from this post.

3. I start my trip to the Devil’s Bridge from Severomuisk. On the way we pass under railway bridge. It is double-track - on it there is the main path of the BAM and the path to the 18 thousandth bypass. Unfortunately, even on high-resolution images it is not very clear where the 40 thousandth round began.

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

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

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

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

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

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

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

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

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

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

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

15. Another bridge across some valley.

16. Old bridges on the first bypass. The first bypass was double track. For security reasons, there was no automatic locking, because... Due to the large slope, only one train was allowed on one haul route.

Development scheme at the pass junction and the Eastern portal. You can see where the first round began. Thanks to Anonymous :)

17. Finally! Damn bridge!

.::clickable::.

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

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

20. Located on characteristic two-tier supports.

21. The only bridge of this design in Russia.

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

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

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

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

26. Now cargo and passenger traffic no bypass.

27. The work train passes only twice a day.

28. Stool:)

29. Amazing design.

30. Real winter.

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

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

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

.::clickable::.

34. The weather has become a little better.

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

36. VL65-019.

37. If you believe high-resolution satellite images, then traces of tracks from the temporary detour to this junction are visible. In the photo, that path to the first bypass was in front of the power line poles.

38. Snow fighting is in full swing.

39. SM-2 has thrown the snow out of the bunker and is going to clean the tracks again.

40. While I was warming up at the duty desk with tea and delicious lard, I asked how long the SM would work. The answer was simple: “Until all the paths are cleared, I won’t let her out anywhere.” And then, after a slight pause, he adds: “However, the railway workers, until all the switches are cleared for me, will also go nowhere.”

41. We descend from the pass to Severomuisk.

42. Once upon a time, train passengers were transported on this road in shifts.

43. The same bridge again.

44. And Okushikan station in front of the portal.

Many thanks to all the employees of the East Siberian Railway, its press service and personally to Arkady Petshik and Roman Rinchinov for organizing the shooting.

Special thanks to my guide through the tunnel and detour - Yuri Vasilyevich. His story about construction, operation and his patience during filming were priceless.

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

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

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

Each project will be assessed socio-economic effect and assessment of the increase in added value in the economy. A separate center for monitoring the implementation of complex projects will also be created.

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

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

Development of port facilities

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

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

About the document

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

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

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

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

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

K: Bridges built in 1986

Devil's Bridge- a semicircular viaduct on the Severomuysky bypass of the Baikal-Amur Mainline, a unique engineering and technical structure.

It was built in 1986, but regular train service began in 1989. Passes over the Itykit River. Height up to 35 meters. Located on characteristic two-tier supports, it is the only bridge of this design in Russia. It sways a little when heavy trains pass across it (since 2002, such trains have not crossed the bridge, but only a work train; the main traffic goes through the Severomuysky Tunnel). The bridge has a bad reputation among drivers who are afraid to drive across the bridge (there are rumors that drivers still cross themselves before entering it). Considered one of the most beautiful places on BAM, attracts many amateur tourists.

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Notes

An excerpt characterizing the Devil's Bridge (BAM)

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

“We will build a highway from Baikal to the Amur” - these words of a Soviet song popular in the 70s of the last century were probably familiar to everyone in the USSR. BAM (Baikal-Amur Mainline) is one of the largest railway lines in the world. The length of the main route Taishet - Sovetskaya Gavan is 4287 km.

BAM on the bones

In the spring of 1972, the filling of the first kilometers of the famous Baikal-Amur Mainline began, which was declared an All-Union Komsomol shock construction site two years later. Thousands of romantic volunteers from all over the multinational country flocked to Eastern Siberia to become participants in such a grandiose, hitherto unprecedented project.

At that time, few people in the country knew that four decades earlier, attempts had already been made to build the famous BAM and the Second World War, which had just begun. World War prevented the implementation of the plans of the Soviet government.

Back in 1926, units of the Red Army railway troops began to conduct topographical reconnaissance of the future BAM route, a strategically important transport artery. And six years later, a special resolution was issued by the Council of People's Commissars of the USSR, according to which the construction of the railway was transferred to the jurisdiction of the Special Directorate of the OGPU. In the fall of 1938, Bamlag was created, which included six forced labor camps.

And here in the harsh climatic conditions, without special equipment and technology, a large special contingent began the “construction of the century.” Many of them ended their earthly journey on one of the sections of the highway.

Psychic from Komsomolsk-on-Amur Yuri Vasilyevich Paramonov, who laid the first sections of the highway in 1972-1973, recalls how heavy the aura of those places was, which saw hundreds of martyrdoms of construction workers-prisoners. At times, emaciated human figures clearly appeared before the eyes of the then young guy, and it seemed as if the earth itself, soaked in sweat and blood, was groaning.

Yu. Paramonov believes that numerous legends about ghosts and all other devilry are in no way an invention of the Bamov youth who are eager for jokes and pranks.

Ghost Train

Local Buryat residents also talked about it, who allegedly saw a steam locomotive more than once, rushing along once-cut clearings and frozen desert roads and not making a single sound.

Old-timers of small villages located near the railway recalled the story of how in 1940, prisoners of camp 23/5, working on the section between Kichera and Yanchukan, rebelled and stole a steam locomotive with three cargo platforms, on which they tried to break through to the narrow-gauge railway. northwest, to the protected Yakutia.

Bamlag's leadership used aviation to fight the fugitives, which bombed both the train and the railway track. However, two years later, when the construction was stopped and the camps were empty, a mysterious train began to appear from time to time in those parts. And the destroyed narrow-gauge railway was completely mystically restored, as Dmitry Zarechnev’s work brigades who accidentally stumbled upon it in 1973 were able to verify.

To the surprise of the tunnellers, the railway track, lost in the taiga, was in perfect condition: the wooden sleepers, as if they had been laid yesterday, were generously saturated with odorous creosote; neither the bolts nor the crutches had even a hint of rust, and the rails themselves were so polished, as if dozens of trains walked on them every day.

The assumption that the narrow-gauge railway in the early 70s could have been used by the military and Soviet intelligence services to transport goods to secret facilities was not confirmed: the railway line led literally to nowhere, ending twenty-six kilometers later in a high hill covered with cedar. Who maintained the abandoned railway line in such perfect condition remains a mystery.

Tunnels to other worlds

During the construction of the Baikal-Amur Mainline, which took place in the most difficult climatic and landscape-geographical conditions, 142 large and small bridges were erected and eight tunnels were laid, with which the builders also have many exciting stories associated.

Thus, the Baikal tunnel was famous among miners for the fact that from time to time mysterious yellow-fireballs floated out of the deep vertical cracks of the tunnel arch. Soon the builders established an interesting pattern: an hour and a half after the appearance of these balls, a strong influx of underground water was observed, which took a lot of work to pump out.

The attraction of the Kodar tunnel (the highest on the BAM) being built on the Vitim-Chara section was... a ghost, which the miners soon dubbed the White Shaman. This section of the highway, known for its increased seismic activity, was sometimes shaken by earthquakes with a force of up to 4-5 points.

With his appearance, the White Shaman seemed to warn the builders about the approaching cataclysm.

Perhaps the most mysterious, according to the stories of the tunnelers, was considered the longest tunnel in Russia, the Severomuysky tunnel, which was built for more than a quarter of a century. In addition to the need to solve new complex technological problems literally every kilometer, the tunnel presented the builders with unusual, almost mystical surprises.

So, in 1979, a quicksand breakthrough occurred in the western section, as a result of which more than 30 workers died and several more people were walled up in stone debris. When the operation to rescue the miners was completed, one of the workers said that, trying to get out on his own, he came across a huge metal door, green with mold, in a niche washed with quicksand in a granite wall, all attempts to open which were unsuccessful.

In 1980, during excavation work, at the eighth kilometer, a sudden collapse of one of the sections of the base of the tunnel body occurred, exposing a wide trench that led deep into the mountain range. According to the recollections of the workers, sounds similar to the sound of jackhammers began to be heard from the black void.

Later, after the strange trench was filled with rock and filled with high-strength concrete, the management of the Bamtonnelstroy enterprise explained this fact high concentration in a tunnel of radon gas, which could cause auditory hallucinations in workers.

Fears of the Devil's Bridge

Until 2003, until the Severomuysky tunnel was put into operation, railway traffic through the ridge was carried out along the Severomuysky bypass, the main attraction of which was and remains the famous Devil's Bridge - a high and steep two-tier overpass laid over the Itykit River valley.

It is known that even today drivers of freight trains entering the Devil's Bridge prudently cross themselves - the path through this structure, where trains travel at a speed of no more than 20 kilometers per hour, seems so difficult and dangerous.

They say that railway workers also perform such a ritual in order not to encounter devils on the tracks, which, according to legend, are found in abundance in those places.

Old drivers claim that tailed and nimble creatures with pig faces appear from time to time on the railway track in front of a slowly rising train, and sometimes even jump onto the locomotive's coupling, deftly climb onto the roof of the electric locomotive and start dancing frantically there...

Immediately after the collapse of the USSR, the press began to persistently circulate the opinion that the construction of the BAM was not economically justified and that this highway had no future. For some time, life at the former “construction site of the century” was indeed barely glimmering, but with the advent of the new century, interest in the Baikal-Amur Mainline arose with a vengeance.

Currently, BAM is working at its limit bandwidth. The highway is being modernized in order to double freight traffic to 50 million tons per year.

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

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

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

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

(With) nikat from this post.

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

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

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

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

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

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

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

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

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

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

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

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

15. Another bridge across some valley.

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

17. Finally! Damn bridge!

.::clickable::.

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

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

20. Located on characteristic two-tier supports.

21. The only bridge of this design in Russia.

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

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

26. Currently there is no freight or passenger traffic on the bypass.

27. The work train passes only twice a day.

28. Stool:)

29. Amazing design.

30. Real winter.

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

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

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

.::clickable::.

34. The weather has become a little better.

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

Development of port facilities

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An excerpt characterizing the Devil's Bridge (BAM)

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