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1
Ren Guangxu und Faraz Anjum. „TRAFFIC AND URBAN CULTURE“. Asia-Pacific - Annual Research Journal of Far East & South East Asia 39 (20.02.2022): 131–46. http://dx.doi.org/10.47781/asia-pacific.vol39.iss0.4398.
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The development of modern railways has had a profound impact on Chinese cities, especially, in the context of the aggression to modern China. Harbin, once a rural area nearby Songhua River, has been transformed into an international city of modern China, the most significant reason is the construction of the Chinese Eastern Railway during 1898-1903. It became the external force that changed Harbin. With the railway's opened, Harbin became the center of commodity trade exchange, while more and more people settled in Harbin. Immigrants who came from different countries and places brought their own culture and customs into Harbin, which impacted Chinese people who lived in Harbin. Therefore, this paper examines the impact of the construction of the Chinese Eastern Railway on the cultural diversity of Harbin city from the perspective of railway-induced social change.
2
Olencevich, V. A., und N. V. Vlasova. „PREREQUISITES FOR THE FORMATION OF NEW PRINCIPLES OF CONTAINER LOGISTICS AT THE EASTERN RAILWAY LANDFILL“. Post–Soviet Continent, Nr. 4 (09.12.2023): 96–105. http://dx.doi.org/10.48137/23116412_2023_4_96.
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In the scientific study, the authors presented some results of the analysis of the existing and prospective cargo base of the Eastern Polygon of the Russian Railways, as the most significant direction in recent years for the promotion of export and import cargo flows. It was revealed that the time of container promotion decreased by about 20% from the level of 2021. It was noted that the transformation of the transport and logistics block of cargo transportation at the Eastern Railway Testing Ground that has begun requires immediate resolution.The situation is complicated by the low level of throughput and processing capacity of the railway transport infrastructure, as well as limited transshipment capacities at the Far Eastern seaports of the country. According to the collected data, the growth potential of export container traffic at the Eastern Railway Landfill has been compiled for the widest range of goods. Technical solutions aimed at developing the potential of the freight base of the Eastern Polygon of railways, allowing to increase the level of competitiveness of the industry, to stabilize the state of container logistics, are presented.
3
Zhuravleva, Natal'ya, und Vitaliy Umanec. „Methodological Aspects of the Organization of Freight Transportation by Rail in the Development Projects of the Eastern Polygon Considering Risks of Infrastructure Constraints“. Bulletin of scientific research results 2023, Nr. 2 (26.06.2023): 146–60. http://dx.doi.org/10.20295/2223-9987-2023-2-146-160.
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Purpose: To develop a methodology for the organization of freight transportation in the project of comprehensive modernization of the Baikal-Amur Mainline (BAM) and Trans-Siberian Railway (Transsib) (Eastern polygon). Methods: The study is based on operational data of freight traffic on the railway infrastructure of the Eastern polygon of JSC "Russian Railways", their systematization and analysis. The method of in-depth analysis of structured data on the dependence of the performance indicators of the projected railway infrastructure and the passage of projected freight volumes, taking into account empty wagons, is used. Results: The methodology of regulation of the organization of freight rail transportation has been updated. The key problems, risks and restrictions of freight transportation in the Eastern polygon development project are classified. The results of statistical processing and data mining are presented, specifying the parameters of the forecast model for the growth of freight volumes and the increase in the capacity of the Eastern polygon. An algorithm has been developed for analyzing freight rail transportation in the projects of the development of the Eastern polygon, taking into account the risks of infrastructure restrictions. Practical significance: An assessment of the degree to which risks of infrastructure restrictions impact the effectiveness of the organizing freight traffic in the railway infrastructure development project is given.
4
Khodyakov, M. V., und Zhiqing Zhao. „Church Construction in Transbaikalia and the Chinese Eastern Railway: Kaydalovskaya Railway Branch at the Turn of the 19<sup>th</sup> – 20<sup>th</sup> Centuries“. Vestnik NSU. Series: History and Philology 22, Nr. 8 (29.11.2023): 100–111. http://dx.doi.org/10.25205/1818-7919-2023-22-8-100-111.
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The paper considers the process of church construction on the Kaidalovskaya branch of the Trans-Baikal Railway (one of the branches connecting the Chinese Eastern Railway with the Russian railway network). The history of how the branch was constructed and operated has been left beyond the scope of scholars’ interests, which explains the focus of the paper. The research relies on archive records data and aims at assessing the role of the state in the spread of Orthodoxy in Transbaikalia and the Far East through the main stages of the branch railway construction at the turn of the 19th – 20th centuries. It also sheds light on how the Department of Railways of the Ministry of Railways and the Department of the Committee of the Trans-Baikal Railway solved the practical issues. The study spotlights a special agreement between the Trans-Baikal and Chinese Eastern Railways, which was concluded in order to boost efficiency of the CER railway section from the Chinese border to Manchuria station. It helps to evidence the specificity of church construction in the region under consideration: the trend towards constructing churches on the territory of large settlements near the railway and introducing mobile church cars. In such a way, the abbots of churches at the stations could travel hundreds of kilometers and meet the religious needs of workers and employees who lived along the railway line. The paper concludes that church construction has become a manifestation of Russian national policy aimed at strengthening its stance in the east of the country. The churches on the Kaydalovskaya branch, funded by philanthropists, local residents, and special purpose funds, still exist and should be seen as cultural heritage sites.
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Ivanova, Alina, Ekaterina Glatolenkova und Mikhail Bazilevich. „New lands: Designing an image of the motherland“. проект байкал 18, Nr. 68 (08.08.2021): 134–46. http://dx.doi.org/10.51461/projectbaikal.68.1815.
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The article focuses on the search for architectural representations of the Russian Empire on new lands (the Far East and Turkestan), which simultaneously became part of it in the late 19th – early 20th centuries. The article consists of two parts. The first one reviews the architectural and spatial arrangement of railways, which were the colonization structural frame: the eastern part of the Transsib (the Amur and Ussuri Railways), the Chinese Eastern Railway (CER), and the Trans-Caspian Military Railway (TCMR). The second part of the article describes the evolution of the colonial orientalism and national stylistics. The article draws a conclusion about the variability of the cultural policy of the Russian colonialism.
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Takaishvili, Ludmila N. „Eastern polygon of Russian railways for Russian coal export: development prospects and limitations“. Bulletin of the Tomsk Polytechnic University Geo Assets Engineering 334, Nr. 12 (27.12.2023): 41–55. http://dx.doi.org/10.18799/24131830/2023/12/4502.
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Relevance. Transportation of Russian coal by rail is an important link in coal supply for export. It is essential for the country economy and of high social significance for coal mining regions. Aim. To assess the state of the railway infrastructure for coal transportation, identify limitations and opportunities for improving coal transportation. Objects. Volumes and technologies of coal transportation by foreign and Russian exporters; state of the railway infrastructure of the eastern range of Russia; measures taken by coal mining companies to overcome restrictions on coal transportation; potential volumes of coal transportation for export and risks associated with reduction in coal exports. Methods. Methods of system analysis: classification, structuring and restructuring, analysis, formalization and concretization. Results. The paper considers the current state of coal transportation by rail in Russia with allocation of coal-mining eastern regions of Russia and Western Siberia. The importance of Russian railways in coal transportation is presented. The authors have outlined the problems of the railway infrastructure of the Eastern range of Russian railways due to its insufficient capacity. The changed geopolitical conditions created additional difficulties in transporting coal for export by rail. The paper introduces the state and prospects for modernization of the Eastern range of the Russian Railways. The authors gave an overview of activities of coal mining companies to overcome restrictions on coal transportation by rail. A brief review of the world experience in coal transportation state in the main coal exporting countries is made. The demanded volumes of coal transportation for export by rail was assessed. The paper considers the risks associated with the reduction of coal exports. The authors noted the need to harmonize programs for development of railway infrastructure, the coal industry and other industries that ensure coal extraction, transportation and consumption, reduce import dependence and the need to develop coal transportation technologies.
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Popp, J. N., J. Hamr, C. Chan und F. F. Mallory. „Elk (Cervus elaphus) railway mortality in Ontario“. Canadian Journal of Zoology 96, Nr. 9 (September 2018): 1066–70. http://dx.doi.org/10.1139/cjz-2017-0255.
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Wildlife railway research is highly underrepresented in science despite documented wildlife–train collision mortalities. Gathering baseline information is imperative to the development of effective train collision mitigation, especially for at-risk or small reintroduced populations such as elk (Cervus elaphus Linnaeus, 1758) in eastern North America. We tested our hypotheses that elk–train collision rates vary in relation to railway structure and weather by using a combination of radiotelemetry and railway mortality surveys. Elk were closer to the railway in winter than in any other season. Elk–train collision sites were significantly closer to the apex of bends in the railway than random locations along the railway, and collision rates were positively related to snow depth. Railways may be perceived by elk as easy travel corridors, and deep snow likely prohibits escape from oncoming trains. This study gathered important information about an under-studied aspect of wildlife–human conflicts and provides a basis for the investigation of other species that may be affected by railways.
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Klapchuk, Volodymyr, Ihor Makaruk und Mykhailo Klapchuk. „Railways of Galicia before the First World War“. Echa Przeszłości, Nr. XXII/1 (09.05.2021): 105–40. http://dx.doi.org/10.31648/ep.6711.
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The Galician rail network in Austria and Austria-Hungary was built before the outbreak of World War I. The first railway construction projects were developed in the 1830s. The construction of the first rail tracks began in the late 1840s. The first railway connecting Western and Eastern Galicia was put into operation in 1861. Before WWI, the Galician rail network spanned a total length of more than 4,000 km. The construction of local wide and narrow gauge railways began in the same period. The railway construction process, transport capacity and the railway infrastructure in Galicia have never been comprehensively studied in view of recently emerged data. This article offers a thorough analysis of the Galician network of strategic and local railways beginning from their construction to the outbreak of WWI.
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Bardal, Anna. „The Transport System of the Far Eastern Federal District: Current State and Prospects of the Eastern Range of Railways“. Regionalistica 8, Nr. 3 (2021): 21–31. http://dx.doi.org/10.14530/reg.2021.3.21.
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The subject of the research is the process of transportation by rail in the Russian Far East. The purpose of the work is to consider: the limitation of the throughput of the Eastern range of railways and the prospects for the development of the Trans-Siberian and Baikal-Amur Mainlines infrastructure. The growth in the volume of export flows of coal towards Asian countries led to a lack of carrying capacity of the railways. The quotas for the transported cargo since 2020 are actually discriminating against companies when accessing the railway infrastructure. The development of railways in the Far East lags behind the planned dates and does not correspond to the promising parameters for the development of maritime transport
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Glatolenkova, Ekaterina, und Alina Pavlovna Ivanova. „Architectural heritage of Eastern Russian railways“. Урбанистика, Nr. 4 (April 2021): 35–54. http://dx.doi.org/10.7256/2310-8673.2021.4.36372.
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This article covers the topic of museumification of railway architecture along the eastern sections of the former Great Siberian Railway located in the Russian Far East and Northeast China. Currently this is the lines of the Far Eastern Railway (part of Trans-Siberian Railway) and the Chinese lines of Binzhou and Binhai. Analysis is conducted on the museum objects that are diverse in their origin, but belonged to the large-scale railway construction of the late XIX – early XX centuries and played a significant role in the development of scarcely populated regions: 1) placed in former locomotive depots that are no longer used as intended; 2) new models based upon former passenger terminal buildings. The article reviews the experience of museumification of railway architecture not only in the Russian cities, but also the works of Chinese colleagues, employees of the center for conservation of Russian heritage in Harbin, on projects of which were reconstructed dozens of railway objects –along the former Chinese Eastern Railway. The authors believe it is important in light of the study of the problems of conservation of similar objects in the territory of Russia (Khabarovsk – Vladivostok, Ussuriysk – Grodekovo, etc.). A brief overview is given to utilization of the objects of railway architecture in the Russian Far East (Khabarovsk, Vyazemsky) and People’s Republic of China (Harbin, Manchuria, Handaohezi, Buhedu, and Anyang). The article also describes the projects aimed preservation of the regional heritage of the turn of centuries, carried out by the students of Pacific National University in Khabarovsk.
11
Olencevich, Viktoriya. „THE EXPEDIENCY OF INTRODUCING A SYSTEM FOR ISSUING ELECTRONIC WARNINGS AT RAILWAY TRANSPORT FACILITIES“. Modern Technologies and Scientific and Technological Progress 2022, Nr. 1 (16.05.2022): 193–94. http://dx.doi.org/10.36629/2686-9896-2022-1-193-194.
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The article presents measures aimed at reducing the processing time of transit freight trains at the railway stations of the Eastern Polygon of Railways, in order to increase the level of throughput and processing capacity of transport infrastructure facilities
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ABILDGREN, K., K. KIELER und M. FREDRIKSEN. „STOREBAELT EASTERN RAILWAY TUNNEL: FIXED EQUIPMENT AND RAILWAY SYSTEMS.“ Proceedings of the Institution of Civil Engineers - Civil Engineering 114, Nr. 5 (Mai 1996): 49–55. http://dx.doi.org/10.1680/icien.1996.28644.
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Svetlakova, E. N., und A. A. Stepanova. „Using the ARIS software platform for automating business process modeling of «Russian railways»“. Herald of the Ural State University of Railway Transport, Nr. 4 (2020): 56–64. http://dx.doi.org/10.20291/2079-0392-2020-4-56-64.
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Applying a process approach to optimizing the operation of individual elements of JSC «Russian Railways» will increase the efficiency of the railway industry. We used this method to optimize the operation of the Eastern polygon, which includes four Railways. Process, organizational and functional models are built in the BM automated control system, which is developed on the basis of the ARIS software. The construction process of the Eastern polygon is made in the following order: organizational model of the Eastern site is built; association of the submission of the structures to each other is determined; the organizational model of work of the directorates and services is built, accompanied by models of their functions. The organizational and functional features of the centers for organizing the work of railway stations (DCS), which are engaged in organizing the work of stations that are subordinate to them, are considered. The next step is to build station processes, without which it is impossible to show a complete level-by-level formation of a complex process model for the organization and functioning of the polygon. The optimization is based on a low-level process that affects the overall performance if the technology is applied at all stations in the landfill where the train is attended. For a detailed study and construction of a lower-level model, the Karymskaya station of the Trans-Baikal railway is considered, the stable functioning of which is very important for the efficiency of the entire Eastern polygon. Models of the technology of technical and commercial inspection of transit trains at the station are based on the standard rules for these types of work in force in JSC «Russian Railways». Duplicate operations are identified and measures aimed at optimizing the process model of the lower level - the operation of the station with transit trains are proposed to eliminate them.
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GOTFREDSEN, H. H., und K. H. OSTENFELD. „STOREBAELT EASTERN RAILWAY TUNNEL: OVERVIEW.“ Proceedings of the Institution of Civil Engineers - Civil Engineering 114, Nr. 5 (Mai 1996): 1–8. http://dx.doi.org/10.1680/icien.1996.28640.
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ELLIOTT, I. H., D. J. CURTIS und A. S. ODGARD. „STOREBAELT EASTERN RAILWAY TUNNEL: DESIGN.“ Proceedings of the Institution of Civil Engineers - Civil Engineering 114, Nr. 5 (Mai 1996): 9–19. http://dx.doi.org/10.1680/icien.1996.28641.
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BIGGART, A. R., und R. STERNATH. „STOREBAELT EASTERN RAILWAY TUNNEL: CONSTRUCTION.“ Proceedings of the Institution of Civil Engineers - Civil Engineering 114, Nr. 5 (Mai 1996): 20–39. http://dx.doi.org/10.1680/icien.1996.28642.
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17
Vydashenko, L., P. Vydashenko und Yu Garifullina. „Study of the Prospects of Development of the Eastern Polygon on the Trans-Siberian Highway“. Bulletin of Science and Practice, Nr. 4 (15.04.2023): 389–98. http://dx.doi.org/10.33619/2414-2948/89/45.
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The modern Russian and world economies pose new challenges for the Russian Railways, in the solution of which the Holding must increase its global competitiveness, make a positive contribution to the socio-economic development of the Russian Federation. The development of the eastern BAM test site and the Trans-Siberian Railway plays a key role in this issue and is especially relevant at the present time, because the sanctions pressure from the EU and the USA have influenced the change in cargo transportation strategies in Russia. The provocations of the West contributed to a new push in the modernization of railway routes. Russian Railways and the government of the Russian Federation are actively working to increase the volume of cargo transported by 110 million tons through the eastern highways. The purpose of this work was to assess the development of the Eastern Polygon to eliminate the shortage of capacity for the carriage of goods by rail, in the implementation of the draft Long-Term Development Program of Russian Railways until 2025 and a comprehensive plan for the modernization and expansion of the main infrastructure for the period up to 2024, approved by the order of the Government of the Russian Federation Federation dated September 30, 2018 No.2101-r.
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Saparov, D. D. „Engineer of a communications A.N. Kulakov as outstanding experts in the field of construction and restoration of railways“. Belgorod State University Scientific bulletin. Series: History. Political science 46, Nr. 4 (30.12.2019): 682–96. http://dx.doi.org/10.18413/2075-4458-2019-46-4-682-696.
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The article is devoted to one of the most interesting personalities in the history of Russian railways – railway engineer Alexander Nikolaevich Kulakov (1875–1928), a prominent specialist in the field of construction and rehabilitation of railways. From 1898 to 1918, he worked on the Nikolaev, Chinese-Eastern, Ryazan-Ural, Warsaw-Vienna, Podolsk, South-Western railways, having gained vast experience in the field of restructuring, construction, restoration of the road and artificial structures in the Russian-Japanese, World War I and the Civil War. The personality of the railway engineer Kulakov is an example of courage and loyalty to his profession in Yugoslavia, where he was forced to emigrate after the end of the Civil War in Russia. The author analyzes the surviving documents of the personal fund transferred to the Central Museum of Railway Transport of Russia and archival materials of the Russian State Historical Archive, on the basis of which the biographical article was prepared.
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Xiao, Hong. „On the Colonial Expansion of Tsarist Russia and the Railway Construction in Eastern Province of China“. Journal of Research in Social Science and Humanities 2, Nr. 6 (Juni 2023): 45–50. http://dx.doi.org/10.56397/jrssh.2023.06.06.
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At the end of the 19th century and the beginning of the 20th century, Tsarist Russia built a wide-gauge railway that crossed northeast China. The Railway in Eastern province of China, its arteries start from Manzhouli in the west, passes through Harbin in the middle and reaches Suifenhe in the east, and it is connected with the Russian Rear Baikal Railway and the South Wusuli Railway in the end. Later, Russia obtained the right to build the southern line of the railway through the Renewal Contract, thus forming the trend of connecting Europe and Asia. After the opening of the railway, Northeast China was forced to open passively in the shock of the steam-powered locomotive in which capitalism was established. Although the Railway in Eastern province of China has the legal basis of the Contract of Jointly running Eastern Province Railway Company, there are various unequal treaties in political, economic, military, social, cultural and other fields derived from it, all at the expense of China’s interests. In fact, it was the Russian who took the lead in the struggle for the interests of the world capitalist powers in our northeast. Starting with the Contract for the Joint operation of Eastern Province Railway Company, the Russians are able to misinterpret it arbitrarily. If they cannot explain it, they will show their strength by actual control, or regain their interests under various names such as “renewal” and “supplement”. This fully reflects that many texts on Sino-Russian relations around the railway in Eastern province of China basically follow the “law of the jungle”.
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Maklyukov, Alexey V. „Stages and features of the electrification of the Far Eastern railway transport (1960s – early 2000s)“. Vestnik Tomskogo gosudarstvennogo universiteta, Nr. 485 (2022): 94–103. http://dx.doi.org/10.17223/15617793/485/11.
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The article presents the periodization and characterizes the stages of the transition of the railways of the Far East to electric traction, reveals the regional features of the implementation of this process, analyzes the problems of delaying electrical modernization, determines the role of electrification in the development of the transport system of the eastern part of Russia. The relevance of the study of the historical experience of the electrification of railway transport in the Far East of Russia is associated with modern processes taking place in the global economy and the transport industry. An analysis of the literature on the problem shows that it is not sufficiently developed, it requires special study and deepening of issues, clarification and detailing of a number of historical facts. The modernization theory is the conceptual basis of the study. The theory of modernization allows us to trace the dynamics and determine the nature of changes in the development of railway transport in the Far East in a wide chronological context in the context of the state’s economic policy. The study is based on a corpus of unpublished sources. The author distinguishes and characterizes three stages of the electrical modernization of the railway transport of the Far East: the first stage (1961–1968) is the transfer to electric traction of the tracks of the Vladivostok branch; the second stage (1980–1987) is the electrification of highways in Khabarovsk Krai and Amur Oblast; the third stage (1993–2002) is the completion of the electrification of the Khabarovsk-Ussuriysk sections. The article shows that, in the Soviet era, the electrification of the Trans-Siberian Railway was limited to only individual sections. The restraining factors of transport modernization are revealed: severe natural and climatic conditions; significant length of railways, complexity and high cost of electrification work; the weak, low-quality energy base that was constantly lagging behind in development; the regional policy ambiguous in content and results of the state. The historical experience of the electrification of railways in the Far East shows that the large-scale state task of transferring highways to electric traction in the Far Eastern conditions in a short time could not be completed. The article concludes that the electrification of the Far Eastern railway transport quickly paid off all government costs. It created a reliable basis for the successful functioning of the railway, both in the Soviet era and at present, significantly increased and continues to increase the efficiency of work, improve the technical and economic indicators of transport.
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Mа, Weiyun. „A Review of Chinese Eastern Railway Study in China“. Problemy dalnego vostoka, Nr. 6 (2021): 63. http://dx.doi.org/10.31857/s013128120017866-3.
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The article reviews research on Chinese Eastern Railway in China. The research on Chinese Eastern Railway in China began in the early 20th century, has a history of more than 100 years. The existing research results mainly focus on the construction of Chinese Eastern Railway and Tsarist Russia's expansion policy, negotiation between China and Russia (Soviet Union) on the railway issue, the contradictions and struggles of Japan and the United States around the railway problem and so on. These documents cover a wide range of issues which almost involve the political, diplomacy, economy and trade, culture and other fields of international relations in the Far East from the end of the 19th century to the beginning of 20th century, provide a broad vision for the study of Chinese Eastern Railway. But there are problems in the research. Although there are many works on Chinese Eastern Railway, but most discussions are limited to a certain stage, there are few works on the whole history of Chinese Eastern Railway. Not only should we pay attention to the study of the early 20th century in other words the period of the Qing Empire, moreover, we should strengthen the research in the period of the Republic of China and the new China period, this is of great significance to the study of the whole history of Sino — Soviet relations. In addition due to specific historical conditions, part of the Russian data of Chinese Eastern Railway in China was lost, in addition, there is no detailed and authoritative reference book for Russian archives of Chinese Eastern Railway, this situation makes the cited materials in Chinese works appear too old the materials cited in the book seem too old. The authors thank for proofreading and examining the translation A.I. Kobzev, Ph.D. (Philosophy), professor, director of China Department, Institute of Oriental Studies, Russian Academy of Sciences, director of TSC of Humanities and Social Sciences and director of Philosophy Department of MIPT (SRI), director of TSC «Oriental Philosophy» of RSUH, Chief researcher of Russian language, literature and culture research center of Heilongjiang University.
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Taczanowski, Jakub. „The Effects of Liberalisation of the Passenger Railway Market on the Situation of Regional Rail Connections in Poland, Czech Republic, Slovakia and Austria“. Review of Economic Perspectives 15, Nr. 3 (01.09.2015): 249–68. http://dx.doi.org/10.1515/revecp-2015-0019.
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AbstractLiberalisation of railway market can be an important instrument for increasing the attractiveness of local rail services and consequently for making the railways more competitive with other means of transport, which could result in changing the modal share in the favour of railways. The differences in the railway liberalisation level as well as in the policies towards rail transport between Central and Eastern European countries are vast, hence the present situation and the future prospects of regional services are diverse. Whereas there is only one railway line in Slovakia which is not operated by the state railway company ZSSK, a few private local connections which complement a very dense network of ČD state railways are in service in the Czech Republic. Poland, by contrast, is a country where liberalisation of railway market is most advanced as several different companies are responsible for transport in the regions. However, the results of this large scale liberalisation are ambiguous as the positive effects (reopening of some lines) are balanced by isolation of the new regional government-owned systems from each other. In Austria, by contrast, the existence of several private and regional government-owned local railways which are an indispensable part of the regional transport networks has contributed to maintain an effective transport system. Although the effects of liberalisation on the local railway networks can often be ambiguous, several cases from the Czech Republic, Austria and Poland show that privatisation and municipalisation may have a positive effect on the railway service as it has enabled to maintain the service on many sections which were at risk of closure. However, the most important condition of the effective transport development seems to be an active cooperation between the railway operators and the local governments as an expression of appropriate transport policy.
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Elleman, Bruce A. „The Soviet Union's Secret Diplomacy Concerning the Chinese Eastern Railway, 1924–1925“. Journal of Asian Studies 53, Nr. 2 (Mai 1994): 459–86. http://dx.doi.org/10.2307/2059842.
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Following the october revolution, the Soviet Union regained majority control over the strategically located Chinese Eastern Railway, which ran through Manchuria, by signing two previously unpublished secret agreements: the first with the Beijing government on May 31, 1924, and the second with Zhang Zuolin's government in Manchuria on September 20, 1924. These secret agreements were signed despite the Soviet government's repeated promise that it would never resort to secret diplomacy. The Soviet Union also renewed control over the Russian-built Chinese Eastern Railway despite a 1919 Soviet manifesto promising that this railway would be turned over to China without compensation. To consolidate Soviet power over this railway, the USSR then signed the January 20, 1925, convention with Japan that recognized Japan's authority over the South Manchurian Railway in return for Japan's acquiescence to full Soviet authority over the Chinese Eastern Railway.
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Bogomazov, N. I. „THE RUSSIAN ADMINISTRATION OF GALICIAN RAILWAYS (SEPTEMBER 1914 – FEBRUARY 1915“. Rusin, Nr. 61 (2020): 91–110. http://dx.doi.org/10.17223/18572685/61/6.
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The article explores the formation of the Russian Administration of Galician Railways in the autumn of 1914. The occupation of Eastern Galicia by Russian troops was followed by the organisation of the civil administration of Galicia. The Galician railways were initially managed by the Southwest Railways. However, it was decided to form a separate Galician network. On October 25, 1914, the Galician Railway Administration was organized, with K.S. Nemeshaev appointed its director. Retreating from Galicia, the Austro-Hungarian army caused significant damage to Galician railways. The military situation on the front demanded fast restoration of railway communication to transport military goods and supplies for the army and evacuate the wounded. Meanwhile, the population of Galicia desperately needed regular passenger communication and freight traffic, thus the task was important both in the military and political terms. There were many factors complicating the work: the difference between the local narrow and Russian wide gauges, difficult terrain, lack of qualified personnel and rolling stock, and remoteness of Galicia. However, in the first three months of operation, the Railway Administration carried out large-scale repair and restoration work on the railway track, which had been thoroughly destroyed by the enemy during its retreat. By February 1915, the Railway Administration had been able to double its operating network. It had also begun the expansion and development of existing lines and stations and construction of new ones. Two lines were changed to the Russian gauge.
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Ter-Akopov, A. A., und V. A. Bezverbny. „Regional Policy of the Russian Railways in THE Context of Depopulation. Geopolitical and Socio- Demographic Aspects“. International Trends / Mezhdunarodnye protsessy 18, Nr. 2 (30.06.2020): 122–40. http://dx.doi.org/10.17994/it.2020.18.2.61.7.
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Railway transport have unique geopolitical and socio-economic importance for the Russian Federation, providing transport links between most regions, connecting the Asian and European parts with each other and some foreign countries, as well as holds together such a territorially large state as Russia in transport and socio-economic relation. In this regard, the problem of the development of transport systems in strategic regions of Russia, as well as the specifics of the regional policy of Russian Railways in the context of demographic problems and the geopolitical position of these territories, is becoming especially urgent. It is significant that the main connecting element of the infrastructure of the Asian part of the country is the rail transport. The research of the authors showed that the demographic and migration situation in the Russian regions is to a certain extent dependent on the density of the railway network. Then higher the density of railways, the more attractive regions in terms of migration are. And, on the contrary, in regions with a low density of railways, there is a steady trend of the migration outflow of the population. At the same time, demographic forecasts show that in the absence of promising infrastructure projects, negative trends in migration outflow and natural population decline are highly likely to continue, and, therefore, in the medium term, the population of the eastern regions will decline. In our opinion, for the effective spatial development of the territories of Siberia and the Far East, it is necessary to form a network of modern multimodal transport hubs and international transport corridors that take into account the climatic and demographic aspects of the development of the eastern territories of Russia. In addition, international competition for promising transport projects is constantly growing, which, given the low efficiency of the location of productive forces and the unused spatial potential of the Russian economy, becomes a significant geo-economic threat. The presented article examines the influence of the transport infrastructure level development for the system of settlement and trends in the socio-economic development of geostrategic territories of Russia; identified trends in the spatial and socio-economic development of the eastern territories located near the main railway lines; analyzed the demographic situation and migration trends in the eastern territories in the context of the personnel needs of the railway complex; strategic directions for the formation of personnel policy and replenishment of labor resources at Russian Railways have been developed. In addition, recommendations were developed to improve the efficiency of the spatial development of Siberia and the Far East based on the development of railway transport and promising projects for the formation of innovative transport systems.
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Bai, YaLan, Haowen Yan und Liang Zhou. „Spatial structure evolution of China railway network in the past century“. Abstracts of the ICA 1 (15.07.2019): 1–2. http://dx.doi.org/10.5194/ica-abs-1-20-2019.
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<p><strong>Abstract.</strong> With rapid development of big data technologies urbanization, the railway networks have also developed rapidly. The optimization of various aspects of railway networks has become more and more important with the shift of main contradictions in our society. With more than one hundred years of development of China railway network expansion, especially under the driving of “one belt and one road”, China railway network is gradually mature. Up to now, the total length of China railways ranks second in the world, with a mileage of 127,000&thinsp;km. The spatial service scope of railway network has been further expanded and the structure has become more and more perfect, which has brought positive impacts on the development of all aspects of China. This paper analyzes the railways (lines) and stations (points) in five different development stages in China in the past 100 years, by means of spatial statistical and nuclear density analysis, based on which the spatial accessibility in different periods is calculated using cost distance analysis. The results show that the distribution of spatial pattern in Middle East region is higher than that in west region. The accessibility shows a significant difference between east and west, that the eastern region is superior to the western region. The difference of spatial pattern between the north and the south of Yangtze river is obvious. The overall spatial pattern presents a concentric structure, radiating from the North China region to the surrounding areas, and the reachable time from the North China region to the East China and Central South regions is gradually increasing.</p><p>The conclusions of the study are as follows:</p><p>(1) The coverage region of China railways has been expanded.Since the completion of the first self-built railway (Beijing-Zhangjiakou Railway), the total length of China railways,has expanded from 5006.5&thinsp;km in 1911 to 127,000&thinsp;km in the end of 2017, which means it has increased by 253.6 times over 100 years, with an average annual growth rate of 1,1933.9&thinsp;km. The coverage of China Railways has expanded from 21 provinces in 1911 to all the provinces.</p><p>(2) The development of the time accessibility of the China railway network takes a favorable trend. The railway network has gradually improved,after more than 100 years’ development. In 1911, the number of prefecture-level stations connected by the China railway network was only 62. By 2000, 83.6% of prefecture-level stations in China had been connected, and the number of connected ground-level stations reached 276. In 2018, more than 3066 ground-level stations have been connected,reaching time reduced from 1030 hours in 1911 to 64 hours in 2018. For example, the time from Beijing to Shanghai was shortened from more than 30 hours to 4 hours, saving about 8 times than before. It provides an important guarantee for the exchange of information between various regions in China.</p><p>(3) The overall expansion of China railway network presents an expansion from the coastal areas to inland areas. A detailed analysis of the seven major economic zones shows the expansion is from Bohai Economic Zone to other economic zones. After five stages of development, the sites in the eastern, central and western regions accounted for 28%, 33% and 38% respectively of the total. The spatial distribution of the sites in the eastern, central and western regions gradually became balanced, but the degree of perfection still differed.</p>
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Ranjan, Rajeev, Prasenjit Chatterjee und Shankar Chakraborty. „Performance evaluation of Indian Railway zones using DEMATEL and VIKOR methods“. Benchmarking: An International Journal 23, Nr. 1 (01.02.2016): 78–95. http://dx.doi.org/10.1108/bij-09-2014-0088.
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Purpose – The purpose of this paper is to propose the application of a decision-making tool for performance evaluation of Indian Railway zones. It basically seeks to analyze the effects of various evaluation criteria on the performance of Indian Railways using a combined multi-criteria decision-making approach which employs decision-making trial and evaluation laboratory (DEMATEL) and “VIse Kriterijumska Optimizacija kompromisno Resenje” (VIKOR) methods. Design/methodology/approach – The performance of 16 Indian Railway zones is first evaluated using DEMATEL method which addresses the inter-relationships between different criteria with the aid of a relationship structure. The VIKOR method which is a compromise ranking approach is then adopted to rank those candidate railway zones. Pareto analysis is also carried out to identify the benchmark railway zones for the under/poor performers so as to improve their operational excellence. Findings – A numerical example from Indian Railways is illustrated and solved for better understanding of the integrated decision-making tool in which the relevant information for the considered railway zones with respect to different evaluation criteria are collected from various websites and Indian Railways annual statistical report. Western and North-Eastern zones, respectively, take the first and the last positions in the derived ranking list. The relevance of selecting different performance indices/evaluation criteria is also discussed. Practical implications – The application of this integrated methodology would serve as a systematic approach for measurement of the aggregate operational performance of Indian Railway zones so as to gain valuable academic and practical insights. It is also expected to provide an insightful guidance to the railway administrators in taking valuable strategic decisions in promoting the service of Indian Railways. Originality/value – The integrated DEMATEL-VIKOR method is conceptually simple and easily comprehensible which can consider numerous attributes simultaneously. This paper enables the readers to gain some valuable inputs from a managerial perspective for Indian Railways to formulate strategies for its zones to foster better performance.
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Makasheva, Svetlana, Egor Mart'yanov und Evgeniy Sinkevich. „INTERACTIVE SIMULATOR FOR LEARNING ELECTRICAL SAFETY METHODS OF WORK IN RAILWAY POWER SUPPLY DEVICES“. Transport engineering 2022, Nr. 4 (18.04.2022): 78–88. http://dx.doi.org/10.30987/2782-5957-2022-4-78-88.
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The study objective is to reduce the number of cases of electrical injuries at work.
Research methods. Modern software tools for the development of educational content are analyzed. Adobe Captivate software shell was chosen as the basis for the development of the interactive simulator. An algorithm and structure of all blocks of the simulator have been developed for training electrical personnel safe methods of work in electrical installations of railways. Based on the flow sheet “Checking the condition, adjustment and repair of the aerial frog”, an interactive simulator was developed, consisting of video presentations, text passages from regulatory documents, instructions and rules of work, test tasks, as well as video materials filmed at full-scale production in real conditions of Far Eastern Railway operation.
The novelty of the work: an interactive simulator for learning electrical safety methods of work on the contact network of AC railways is developed and patented.
Conclusions: an interactive simulator has been introduced at the Far Eastern Management for Energy Supply - a structural subdivision of Transenergo - a branch of OAO "Russian Railways", and is also used in the educational process when training students of the Department of Power Supply Systems at FESTU for the training program "Train Traffic Control Systems“ of the specialty ”Railway Power Supply".
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Grigoryeva, Natalya N., und Tatyana A. Bulokhova. „Efficiency indicators of the eastern polygon and its development prospects“. SHS Web of Conferences 112 (2021): 00030. http://dx.doi.org/10.1051/shsconf/202111200030.
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The development strategy of “Russian Railways” OAO provides for increasing competitiveness and strengthening the company’s market position. Due to the increase in Russia’s foreign trade turnover with the countries of the Asia-Pacific region, the growth of transit freight traffic between Europe and Asia, and the need to implement the country’s transit potential in the context of the globalization of the transport service market the railway industry faces the task of handling the growing volumes of traffic in the direction of the Far Eastern ports. One of the essential goals until 2030 is to increase the country’s transit capacity. Its implementation is a priority in the field of international standing of our country. Along with the BaikalAmur Mainline, the Eastern polygon is pivotal in solving this problem. Its development will ensure the connection of transport flows from West to East, will make changes in the routes of world trade, thereby increasing the share of Russia in Eurasian transit. The degree of efficient railway transport operation depends on the creation of favorable conditions for modernization, transition to the innovative development path and sustainable growth of the national economy. This generally contributes to the conditioning of Russia’s leadership in the world economic system, as there is a new geopolitical landscape globally evolving at present, whose contours should be considered in the foreseeable future. In today’s conditions of railway management, it is impossible to head over to an innovative path without proper infrastructure development, affecting the performance of structural units and requiring investments.
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KHODJAKOV, M. V. „MANCHURIA RAILWAY STATION IN THE EARLY 20TH CENTURY: PROBLEMS OF ORGANIZATION OF MANAGEMENT ON THE RAILWAY“. LOMONOSOV HISTORY JOURNAL 64, Nr. 2023, №4 (16.05.2024): 97–106. http://dx.doi.org/10.55959/msu0130-0083-8-2023-64-4-97-106.
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The article concerns the organization of management at the Manchuria railway station in the early 20th century. The station was located on the Chinese territory, two kilometers from the Russian border. For several decades, the Russian population constituted a majority there; churches, schools and hospitals were built, and two customs offices operated. The management of the hamlet, which sprang up near the station, was carried out by the administration of the Chinese Eastern Railway. Simultaneously, at the time of the completion of the construction of the railway connecting branch “Chinese Junction - Manchuria”, part of the functions of the management of the station was taken over by the Trans-Baikal Railway. On the materials of the Russian State Historical Archive the author had shown that the joint management of the station by two railways at once had a number of peculiar features. To resolve disputes, the administration of the railways entered into special agreements. The first of them was signed in 1903 and made provision for all income and fees from the operation of the border section of the road from the Chinese border to the Manchuria station to go into the use of the Transbaikal road. All expenses for the operation of the rolling stock were also to be borne by the Trans-Baikal Road. The operation of the station facilities was strictly regulated: one part of the stone building for passengers, as well as the territories along the railway line, passed under the control of the Trans-Baikal Road, and the other - under the control of the China Road. Expenses for the maintenance and repair of the building for passengers, as well as other public facilities at the Manchuria station, were to be borne by each road in equal parts. The efficiency of the station largely depended on the due organization of the management system. The simultaneous participation in this process of the representatives of two railway departments at once led to a lack of unity of action in matters of organizing transportation. The state-owned Trans-Baikal Railway was dependent on the central departments. The Chinese Eastern Railway, as a private road, had broader competence. The presence of commercial agents at the Manchuria station did not add to unity, as they oft en pursued their own goals to the detriment of state interests.
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Strelko, Oleh, Yuliia Berdnychenko und Oleh Pylypchuk. „Creation and Operation of Main Railways in Bukovina“. Supplement 9, Nr. 1 (24.07.2021): 26–47. http://dx.doi.org/10.37710/plural.v9i1s_3.
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This study aims to review the socio-political and economic preconditions of creation and beginning of operation of main railways in Bukovina. The analysis of scientific and memoir literature, recollections, review of archival sources allowed establishing the fact that the problem of formation and beginning of operation of the network of railways in Bukovina of the Austro-Hungarian period was not a subject of systematic and integral investigation. It was shown that the idea of building railways in Bukovina was also in the political and socio-economic interests of Austria in the south-eastern region of Europe because by laying railways, the imperial government provided itself with a favourable strategic position in the region. Based on the results of the study, it was established that with the construction of the Lviv-Chernivtsi-Iași railway, railway communications came to first place in the Austrian-Hungarian Empire in terms of material, technical, defense and economic potential.
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Ezhelya, U. V., und Y. N. Tsypkin. „RAILWAYS OF SIBERIA AND THE FAR EAST DURING THE СIVIL WAR (1918-1922) Article two“. Humanities And Social Studies In The Far East 17, Nr. 2 (2020): 190–93. http://dx.doi.org/10.31079/1992-2868-2020-17-2-190-193.
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The article recreates the pages of history of rail transport in Siberia and the Far East in the period of acute social conflict in Russia in 1918-1922 years. The Trans-Siberian and the Chinese Eastern railway had access to the main ports of Russia in the Pacific. The Amur and Ussuri Railways were seized by white guards and interventionists who carried out punitive actions against railway workers and civilians. As a consequence of this occupation policy in Primorye, the Amur region and Transbaikalia developed guerrilla movement. The authors cite numerous facts that show that during the years of the civil war, the Railways suffered greatly, being destroyed by a number of active participants in those events – the whites, the interventionists, the guerrillas, and the People's Revolutionary army.
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Goliszek, Sławomir, und Marcin Połom. „Comparative Analysis of Railway Transport to the Voivodship Centers of Eastern Poland — Cities of Białystok, Lublin, and Rzeszów“. Barometr Regionalny. Analizy i Prognozy 14, Nr. 3 (22.11.2016): 103–14. http://dx.doi.org/10.56583/br.497.
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The article presents and compares railway transport to various voivodship centers of Eastern Poland which vary in terms of spatial resistance. Spatial resistance, which depends on many factors such as railway and stock infrastructure, has a major impact on the lengthening or shortening of travel time, distances and costs. Presentation of data and comparison of individual centers provides grounds for developing a strategy for further development. Availability of railway access is illustrated with several result maps. Maps depict the three most important elements related to covering distances by train. Factors analyzed include: travel time (isochrone), distance by rail and the cost of travel (isodapane) to the voivodship centers of Eastern Poland. Graphic studies provide data for the calculations presented in the charts subject to analysis. In summary, the article shows which voivodship centers of Eastern Poland feature better railway transport accessibility.
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Melnikov, Andrey, und Pavel Kuznetsov. „The Influence of Hydrogeological Factors on the Railway Stability in the Areas of Island Permafrost Distribution (by the Example of the Trans-Baikal Railway, Russia)“. IOP Conference Series: Earth and Environmental Science 906, Nr. 1 (01.11.2021): 012090. http://dx.doi.org/10.1088/1755-1315/906/1/012090.
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Abstract Changes in the geocryological situation at the road base and in the adjacent territory should be predicted based on an analysis of regional features of the “climate – landscape – cryolithozone – construction” system. These relationships are manifested in various ways across various cryolithozone regions, with these differences being rather poorly understood. In this regard, in 2019, the Melnikov Permafrost Institute (Yakutsk, Russia) and the Northwest Institute of Eco-Environment and Resources of the Chinese Academy of Sciences signed an agreement on joint research work in order to elucidate the evolution of frozen soils, as well as to justify the application of certain measures to stabilise the permafrost environment. These projects aim to study the cryolithozone response along the routes of projected high-speed highways and existing railway tracks. Since 2019, the Institutes’ representatives along with specialists from the Tynda permafrost station (the branch of Russian Railways), North-Eastern Federal University (Neryungri, Russia), Zabtransproekt (Chita, Russia) and the Institute of Natural Resources, Ecology and Cryology of the Siberian Branch of RAS (Chita, Russia) have been investigating individual sections of the Far Eastern and Trans-Baikal railways in Russia. Some areas here are characterised by the continuous distribution of permafrost soils, while others – by island permafrost distribution. These areas share such common features, as the significant lifetime of linear structures (lasting for several tens of years) and the presence of deformations of the railway track, which appeared in the first years after construction. Railway track sections installed in high-temperature frozen soils are of particular interest for monitoring. However, the construction deformations are not always caused by frozen soil degradation. This article presents the results of surveys at one of such objects – a section of the track confined to the Chernovskaya station of the Trans-Baikal railway.
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Ivanova, Alina. „Architecture of the Far East in the first third of the XX century“. проект байкал, Nr. 79 (06.04.2024): 124–33. http://dx.doi.org/10.51461/issn.2309-3072/77.2299.
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The architecture of the Enlightenment is considered as a derivative of the architecture of the Far Eastern frontier, which consists of garrison and railway buildings. The article analyzes the projects of Far Eastern schools and colleges first identified in archival funds. To explain the phenomenon of “Russian style” schools, the author puts forward a version of the existence of a corporate “railroad Russian style” uniting a number of buildings from 1900 to 1926. Repeated elements speak of a plan, which was realized during a quarter of a century. The railway schools of the CER can be considered together with the Far Eastern railway stations as an integral part of a single ensemble.
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Datsyshen, Vladimir. „Problems of the Conflict on the CER in the works of Soviet scientists of the first half of the XX century“. Problemy dalnego vostoka, Nr. 1 (2022): 180. http://dx.doi.org/10.31857/s013128120018309-0.
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The article is devoted to the problem of the Conflict on the Chinese Eastern Railway in the works of Soviet orientalist experts — contemporaries of the events. The Conflict on the CER is the Soviet-Chinese confrontation on the Chinese Eastern Railway, starting in 1924. The chronological framework is determined by the history of the Conflict of the Chinese Eastern Railway — the period of the second half of the 1920s — early 1930s. Already at the end of 1924, the first conflict between the Soviet and Chinese sides of the road took place. The conflict at the Chinese Eastern Railway in early 1926 moved to a qualitatively new level. The Soviet-Chinese Conflict at the CER in 1929 was already a military conflict between the two countries. In the 1920s-1930s little attention was paid to this conflict in Soviet literature. The reason for the increased interest of the public and expert experts in the Conflict at the Chinese Eastern Railroad was the sharp aggravation of the conflict and the military events of 1929. Already in 1929, brochures describing the military conflict were published in Siberia, and detailed materials on the problems of the Conflict at the Chinese Eastern Railroad appeared in periodicals. The source for the research was the publications of the contemporaries of the events. The works of Soviet orientalists such as B.N. Melnikov, S.A. Dridzo, A.A. Ivanov, G.N. Zarkhin, G.B. Skalov, V.Ya. Aboltin. In addition, other publications by various authors devoted to the Soviet-Chinese Conflict at the Chinese Eastern Railway in 1929 were considered. Analysis of the publications made it possible to conclude that an extremely simplified picture of events was given in the Soviet scientific and popular science literature, the analysis of problems was replaced by propaganda and ideological clichés, the authors reduced the causes of the conflict to the intrigues of external enemies.
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Gnatovskaya, Elena, und Alexander Kim. „The Far Eastern Railway in the 1930s“. Sibirica 18, Nr. 1 (01.03.2019): 1–21. http://dx.doi.org/10.3167/sib.2019.180102.
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This article evaluates the relationship among the railroad staff of the Far East during the most dramatic events in the political life of the country at that time—repressions. As a rule, Russian academic literature indicates that few workers perceived the Soviet state’s mechanisms of pressure negatively. This article demonstrates that the railroad staff’s position was far more diverse than traditionally argued, which is a result of the broad variety of social groups working for the railroad in the Far East. The article demonstrates this diversity of opinions by focusing on those events that affected a significant number of railroad workers.
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Suvorov, Valery Vladimirovich, und Aleksandr Nikolaevich Sulimin. „S.Yu. Witte’s views on the cultural and historical significance of the railway communication in the East of the Russian Empire“. Samara Journal of Science 8, Nr. 4 (29.11.2019): 185–88. http://dx.doi.org/10.17816/snv201984212.
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The paper presents the Minister of Finance S.Yu. Wittes views on cultural and historical significance of the railway communication in the Asian part of the Russian Empire. Although Witte primarily attached importance to the economic factor of the railroad, designed to connect the western and the eastern parts of Russia, he nevertheless often noted the military-strategic and cultural-historical significance of the Siberian railroad and the China Eastern Railway. Attaching particular importance to the railway communication in ensuring both economic and cultural contacts of Europeans, especially the population of Russia, with the Eastern peoples, Witte saw the awakening of the East and the expansion of its ties with the Western world as consequences. According to the Minister of Finance, such connections opened by the railway made it impossible to maintain alienation for the peoples of the Far East. Understanding the scale of the consequences of cultural, economic and political ties that had opened up, Witte noted a special task that was assigned to Russia in bringing Western and Eastern peoples closer together. Russia, providing the opportunity for interaction between the West and the East through the railway built by it, was to use, according to Witte, all the benefits of their convergence, which boiled down to the socio-economic and cultural development of Siberia and the Russian Far East. It is important that Witte also saw geopolitical changes associated with the possible rapprochement between Russia and Japan on the basis of common economic interests as a consequence of the development of the railway communication.
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Tsvetkov, Konstantin, Vladimir Slepov, Vladimir Sekerin, Vladimir Gayduk und Anna Gorokhova. „Development of Transport in Eastern Regions of Russia“. International Journal of Engineering & Technology 7, Nr. 4.38 (03.12.2018): 587. http://dx.doi.org/10.14419/ijet.v7i4.38.24628.
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This article considers the issues on forming the Russian transport system, and the impact of distance and climate on the transport development. Special attention is paid to the role of railway transport in the country’s transport system, the state and development of rolling stock, and the development of track equipment. Considerable attention is paid to the development of transport and the railway network in the Far East and Siberia.
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Grigor’ev, N. P., I. V. Ignatenko, S. A. Vlasenko, V. A. Kovalev und V. V. Shatalov. „Increasing the performance of the Far Eastern Railway traction power supply system“. RUSSIAN RAILWAY SCIENCE JOURNAL 81, Nr. 3 (21.09.2022): 248–57. http://dx.doi.org/10.21780/2223-9731-2022-81-3-248-257.
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Introduction. The purpose of the study is to develop measures determined by the strategic programmes for the development of Russian railway transport based on the analysis of power supply schemes for the traction network of the Far Eastern Railway, a branch of Russian Railways.Materials and methods. Evaluation of the performance of the traction power supply system was made based on the analysis of the actual performance of the Far Eastern Railway section, as well as the theories of electrical engineering and power supply of the 25 kV AC electrified railway system.Results. Based on the analysis of the joint operation of the external and traction power supply systems of the Far Eastern Railway, four traction substations with low technical and economic indicators were identified. Network sections that feed the substations are a bottleneck in the traction power supply system. It is proposed to increase the efficiency by switching the connection of the windings of transformers of traction substations to the systems of external and traction power supply according to the typical star – delta scheme. Such a connection will ensure an increase in the speed of trains, a reduction in train succession time and losses of electricity, an increase in the quality of electric energy in the external power supply system and electric networks of the Far Eastern Directorate for Energy Supply (a structural subdivision of Transenergo, a branch of Russian Railways).Discussion and conclusion. Normalisation of the connection of four traction substations according to the feeding scheme is ensured by changing the phasing in such a way that the power supply of the two legs of one winding of the power transformer is transferred to two windings. Alignment of the current modules in the windings of transformers of traction substations makes it possible to reduce the voltage drop in the most loaded phase and, accordingly, increase the voltage in the traction network, which ensures an increase in the speed of trains and a reduction in passing intervals. Switching the power supply of the arms from one winding of the transformer to two reduces the loss of electrical energy in power transformers and the external power supply system. Reducing the current unbalance in the windings of the power transformer improves the quality of electrical energy in the system of external and district power supply. An increase in the service life of the power transformer is ensured by a decrease in the intensity of thermal wear of the insulation of the most loaded winding.
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Karlina, A. I., A. R. Akhmetshin, K. V. Suslov, V. A. Olentsevich, A. V. Sivtsov und Yu I. Karlina. „Justification of measures aimed at increasing the capacity of a section of a railway line, taking into account its required electrical capacities“. Journal of Physics: Conference Series 2176, Nr. 1 (01.06.2022): 012041. http://dx.doi.org/10.1088/1742-6596/2176/1/012041.
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Abstract The annual increase in cargo turnover to the Far Eastern seaports contributes to the optimization of the railway infrastructure in order to increase the level of throughput and processing capacity of the Baikal-Amur Mainline and Trans-Siberian Railway facilities. JSC Russian Railways pays special attention to these issues. Organization and promotion of car traffic through the formation of freight trains using the connection technology, “virtual coupling”, heavy and dual trains that move on an ongoing basis is one of the innovative methods for increasing the carrying capacity for highly loaded sections and directions at a level of utilization of their throughput of 0, 8 or more. Under these conditions, the organization of efficient power supply of railway sections and facilities is the main factor influencing the value of the throughput capacity of transport infrastructure facilities. The article presents a technical justification for the measure aimed at increasing the throughput and processing capacity of a section of a railway line, taking into account the stability check of the devices of the traction power supply system. The predicted parameters of the operation of the traction power supply system of the railway line section are given with a promising train schedule.
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Shrivastva, Chitresh, Stabak Roy und Dhruv Ashok. „Border Region Railway Development in Sino- Indian Geopolitical Competition“. India Quarterly: A Journal of International Affairs 79, Nr. 2 (Juni 2023): 209–22. http://dx.doi.org/10.1177/09749284231165111.
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India and China share about 3,488 km long International Boundary, which has three sectors: Western, Middle and Eastern. The Eastern sector comprises two Northeastern states, that is, Arunachal Pradesh measuring 1,124 kms and Sikkim measuring 219 kms, respectively. Due to recent changes in the geopolitical relationship with China, border management and transport infrastructure development have occupied centre stage. In recent years, the Government of India has taken initiatives to develop railway infrastructure in Northeast India. The study will focus on the role of railway transportation in Sino-Indian geopolitical competition. The study is based on secondary data collected from the office of General Manager, Northeast Frontier Railway, the Census of India and reports of Memorandums of Understanding between India and China. The study reveals that railway infrastructure along the border creates geo-psychological pressures on both countries, influencing the divergent geopolitical relationship between India and China. Railway diplomacy is a tool kit of critical geopolitics which reveals the contours of geopolitical competition in borderlands.
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Zhang, Jun, Daping Liu und Li Zhang. „Research on Protection and Repair Technologies for the Wooden Architectures of Chinese Eastern Railway at Yimianpo“. Open Construction and Building Technology Journal 8, Nr. 1 (31.12.2014): 426–32. http://dx.doi.org/10.2174/1874836801408010426.
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This paper teases the wooden architectures at Yimianpo in the period of Chinese Eastern Railway, analyzes the construction of the wooden architectures, classifies them according to the wooden structure system, and uses relevant protection and repair technologies for research according to their characteristics, in order to find reasonable protection and repair technologies for the wooden architectures and provide more referable bases for the future protection and repair of the wooden architectures of Chinese Eastern Railway at Yimianpo.
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Dinets, Daria A. „Application of the corridor management principle to the organization of the trans-Siberian railway“. SHS Web of Conferences 112 (2021): 00040. http://dx.doi.org/10.1051/shsconf/202111200040.
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The article is focused on assessing the possibility of adapting the world experience of managing the transport corridor, including international ones, to the process of organizing and managing the Eastern railway polygon. Particular attention is paid to the analysis of the possibilities of implementing the corridor management principle on the basis of the Trans-Siberian railway in terms of competitive interactability with the railways of Europe, East and Central Asia in the framework of international transport construction projects. Conditions and prerequisites for achieving commercial return of transport construction projects and integration in terms of priority areas, types of cargo, types of rolling stock and the role of international transport integration in achieving the goals of socio-economic development of the regions have been revealed. It has been determined that the orientation to long-distance transport of bulk cargo hinders the implementation of the principle of corridor management on the Trans-Siberian Railway. It has also been proven that a vertically integrated structure with a network of unequal functional and territorial branches with fundamentally different goals hinders the possibility of ensuring non-discriminatory access to the railway transport infrastructure and specifically for intermodal transport operators. As a summary, the paper presents the key directions of improving the Trans-Siberian railway management and organization system to ensure competitiveness, obtain positive effects from the implementation of projects for organizing railway polygons, as well as effective integration into projects for the development of international transport corridors.
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Zhidkova, E. A., E. M. Gutor, V. B. Pankova, M. F. Vilk, I. A. Popova, K. G. Gurevich und O. M. Drapkina. „Preliminary results of the implementation of the program to reduce morbidity and prevent mortality from diseases of the circulatory system in workers of locomotive crews“. Cardiovascular Therapy and Prevention 21, Nr. 9 (12.09.2022): 3307. http://dx.doi.org/10.15829/1728-8800-2022-3307.
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Corporate health programs are a common measure for the primary and secondary prevention of chronic non-communicable diseases.Aim. To study the first implementation results of a Targeted comprehensive program to reduce morbidity and prevent mortality from circulatory system diseases and early cancer detection in employees of JSC "Russian Railways" for the period from 2019 to 2023.Material and methods. The study used a survey of employees of locomotive crews (RLC), which was conducted twice: in the summer of 2018 and February-March 2021. The survey was conducted using a specially designed questionnaire that takes into account the health status of drivers and their assistants, production, and non-production risk factors. In 2018, 10476 questionnaires were collected (>7% of employees), and in 2021 — 14403 questionnaires (>10% of employees). The age structure of railways has not changed, which made it possible to analyze the frequency of occurrence of risk factors in dynamics.Results. In general, the mention of the RLC of the interfering effect of the noise factor, uncomfortable temperature, and undesirable odors in the driver’s cabin decreased for JSC "Russian Railways". The number of smokers on the South-Eastern Railway significantly increased during the study period. The number of people consuming insufficient amounts of vegetables and fruits has increased on the Far Eastern, West Siberian, Krasnoyarsk, and Volga railways. The frequency of workers’ meals at fast food restaurants has increased on the Southeastern Railway. The number of people with a good commitment to the basic principles of a healthy lifestyle has increased on the East Siberian, Trans-Baikal, West Siberian, Kuibyshev, Oktyabrskaya, Sverdlovsk, North Caucasian, and South Ural railways.Conclusion. The conducted research has shown the effectiveness of the initial stage of the implementation of the corporate program to reduce morbidity and prevent mortality from diseases of the circulatory system in RLC. The heterogeneity of the results for different railways was revealed.
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Zhao, Zhi Qing, und Qing Lian Wang. „Exploring the Protection Strategy of the Chinese Eastern Railway Culture Town under the Low-Carbon Background“. Advanced Materials Research 524-527 (Mai 2012): 2799–803. http://dx.doi.org/10.4028/www.scientific.net/amr.524-527.2799.
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As an important part of modern industry history of China, the Chinese Eastern Railway has been of irreplaceable historical significance and research value. Under the background of encouraging constructing low-carbon urban and town in China, the conservation tasks of protecting the Chinese Eastern Railway Culture Town would face new opportunities and challenges. This paper tries to explore how to apply the low-carbon planning approaches into the conservation planning of Hengdaohezi Town by analyzing and interpretating the status quo of the town.
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Flade, Falk. „Beyond socialist camaraderie. Cross-border railway between German Democratic Republic, Poland and Soviet Union (1950s–60s)“. Journal of Transport History 40, Nr. 2 (09.05.2019): 251–69. http://dx.doi.org/10.1177/0022526619845339.
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In order to facilitate cross-border railway transport between socialist countries in Eastern Europe, the Council of Mutual Economic Assistance and later the Organisation for Cooperation of Railways were established in 1949 and 1956. Joint planning, standardisation and tariff policy were the main fields of cooperation. The paper focuses on the struggles between Council of Mutual Economic Assistance and Organisation for Cooperation of Railways member countries regarding transit tariffs for cross-border freight shipments. These struggles, dragging on for more than three decades, reveal the economic interests of individual member countries and the limitations of socialist foreign trade (and alleged friendship). This study argues that despite of political declarations and the establishment of socialist international organisations, the East European railways became a major bottleneck in intrabloc trade.
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Koroleva, Tatiana, Inga Tretyakova, Natalia Dorozhkina, Larisa Zakamskaya und Irina Sovenko. „Problems and development trends of coal transportation infrastructure in Russia“. E3S Web of Conferences 315 (2021): 04024. http://dx.doi.org/10.1051/e3sconf/202131504024.
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Analysis of the trends in the coal industry in Russia showed that, despite the stable demand in the global coal market, the growth rate of coal exports is slowing down. The main reason is the shortcomings of the transport and logistics infrastructure for the coal haulage. At the same time, the countries of the Asia-Pacific region are a promising export destination, and it is the Eastern operating domain of the Russian railway network that is most loaded and has insufficient throughput capacity. The study of the elements of the transport and logistics infrastructure revealed key problems, namely the underdevelopment of the railway infrastructure, the inconsistency of development programs for coal mining regions, port facilities and railway infrastructure, and the inconsistency of the operation of ports and the railway. Due to the fact that the development of the railway network in the eastern direction is a long-term project, and the coal haulage values will not be increased in the near future, an assessment is made of the possibility and economic efficiency of reorienting freight traffic in other directions.
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Patrakeeva, O. Yu. „MODERN APPROACHES TO ASSESSMENT INFRASTRUCTURAL EFFECTS OF ECONOMIC GROWTH“. Ecology. Economy. Informatics.System analysis and mathematical modeling of ecological and economic systems 1, Nr. 5 (2020): 270–76. http://dx.doi.org/10.23885/2500-395x-2020-1-5-270-276.
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Infrastructure provides stimulus to the national and region economy. This paper develops theoretical and practical framework for estimating the economic effects generated from infrastructure. Its three types are considered: roadway, railway, and telecommunications. The hypothesis is that the infrastructure has a positive impact on regional economic development and there are spatial external effects. Estimation showed that road and telecommunications have a positive impact on economic development for Russia, and their external effects also appear. The contribution of railways to increasing labor productivity was insignificant for western and eastern regions. At the same time, the mobile communications per capita is a significant factor for western and eastern regions. The results indicate the necessity to adjust the strategy aimed at implementation of large-scale interregional infrastructure projects.
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Avdoshkina, Olga V., Konstantin M. Parshin und Anton A. Potapov. „PARSHIN MIKHAIL ALEXANDROVICH – AN OUTSTANDING WAGON ENGINEER AND A PUBLIC CHARACTER OF THE KHABAROVSK TERRITORY“. Humanities And Social Studies In The Far East 19, Nr. 2 (2022): 185–89. http://dx.doi.org/10.31079/1992-2868-2022-19-2-185-199.
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his article is devoted to the main stages of the life and work of Parshin Mikhail Alexandrovich, a carriage service engineer, who had been working on the Stalingrad, Amur, Chinese-Changchun and Far Eastern Railways, as well as in the Soviets elected bodies of the Khabarovsk Territory (Executive committee of Railway District Council of Workers' Deputies of Khabarovsk, the Regional Administration of Local Industry of the Council of People's Deputies of Workers of the Khabarovsk Territory) and in Khabarovsk Institute of Railway Engineers (KhabIIZhT). The article also highlights the features of his activities, labor exploits, awards and incentives for the work done. The article pays attention to historical background and developments of Mikhail Alexandrovich’s work. The work addresses to reading public and shows an importance of honor and self-sacrificing labor not only during the difficult war years, but also in peacetime.