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A life size diorama of Russian track workers repairing railway tracks atAfter the foundation of the the of Railways (NKPS) (after 1946 renamed the ), the railway network expanded to a total length of 106,100 km by 1940 (vs. 81,000 km in 1917 which was exceeded in length only by the United States).
The volume of freight hauled (in tonne-km) increased over fourfold during this period. A notable project of the late 1920s, which became one of the centrepieces of the, was the, linking Western Siberia via Eastern with.In the late 1920s, the young under embarked on a programme of rapid industrialisation. In a 1931 speech, in which Stalin promoted intensive industrialisation, he concluded that 'We are fifty or a hundred years behind the advanced countries. We must make good this distance in ten years. Either we do it, or we shall be crushed.' But if industrialisation generally was to be given first priority, the question arose as to what priority should be given to railway development specifically, keeping in mind that industrialisation requires greatly increased rail transport of goods, e.g.
Iron ore and coal for steel mills. An example of this was the 'Ural-Kuznetsk metallurgical combine' (approved in 1928) where the source of coal was located over 2000 km from the source of iron ore. Not only that, but the steel output had to be transported long distances to its final point of use.A British railway historian claims that the Soviet objective was to limit investment in railway improvements so that railways could barely meet the new and heavy demands for increased transport placed on them by industrialisation, thereby allowing more capital for such industrialisation.
While there were significant investments made in railways, they were not enough to avoid the failure at times to transport all the goods, especially in early 1931 and 1933. Some of the resulting supply-line crises resulted in production shut-downs. However, in other cases 'crisis' was used to describe a situation where the stocks of inputs stored at a plant (such as iron ore at a steel mill) almost ran out due the railway's failure to deliver on time; no substantial harm would be done to production output, but it would be a close call.Near the start of first five-year plan of industrialisation (1928) there were four main railway decision makers: the government, the party, (the Soviet planning agency), and the railway ministry (known as NKPS).
When the NKPS didn't seem to be able to cope with a situation, the party or government would intervene. The majority agreed on increasing investments, but there was no clear consensus on how these investments were to be used.
Advocated the of the railways, coupled with based on actual cost, which would reduce traffic demand and provide funds for investment. In 1931, in a (CC) proposed recapitalisation (replacing all the ties, rails, and renewing the ballast by either cleaning or new ballast) to create some 'super mainlines' which would be electrified.
This resolution was never adequately carried out, and the actual electrification achieved was only about a tenth of that proposed.The Central Committee sent to solve the railway crisis in 1935. Kaganovich first prioritised areas over other less-travelled lines; his second priority was investing in heavy traffic lines, and thirdly, other lines (which were also burdened with increases traffic) were left to fend for themselves. Another problem facing rail transport was the efforts pushed on by the authorities.
This industrialisation placed a heavy burden upon the railways, and and Kaganovich even admitted this to the. Even so, the continued their industrialisation efforts to better prepare themselves for a future war with Germany, which became. Modal shares in 1940; rail dominates At the end of the pre-war period in 1940, railways bore an 85% share of freight transport (tonne-km) and a 92% share of intercity passenger transport (passenger-km). For non-rail transport it was: Freight (in tonne-km): river 7%, sea 5%, truck 2%, pipeline under 1%.
For passengers: Bus 3.5%, river 3%, sea 1%, air 0.2%. So rail was by far the dominant mode of transportation for both passengers and freight. In the United States in 1940, rail still dominated freight with a 61% share, but only had a 7.5% share of passenger travel, having lost most of this traffic to the automobile. Rail traffic in Soviet Union Rail freight traffic in the Soviet Union.
Railway freight volume in the 20th century: USA and USSRThe graph compares the freight traffic (in tonne-km) of the USSR to the US. The USSR rebuilt its rail system and industrialised with. As a result, railway freight grew about 20 times from 20 to 400 billion tonne-km by 1941. But then disaster struck again: the began. In the first year or so of the war, traffic plummeted to about half its prewar value. But then the USSR started restoring and constructing railways during wartime so that by the end of the war about half of the lost traffic had been recovered. After the war was over it took a few more years to restore the railways and get back to the pre-war level of traffic.Then the USSR embarked on a series of more five-year plans, and railway traffic rapidly increased.
By 1954 their rail freight traffic (about 850 billion tonne-km) surpassed that of the United States and the USSR then hauled more rail freight than any other country in the world. Railway freight continued to rapidly increase in the USSR so that by 1960 the USSR was hauling about half of all railway freight in the world (in tonne-km) and they did this on a rail system consisting of 10% of the world's railway kilometrage. The status of hauling half the world's railway freight continued for almost thirty years, but in 1988 railway freight traffic peaked at 3852 billion tonne-km (nearly 4 trillion).
This rapid growth may seem impressive, but it was also in some senses a failure, since railway traffic at times did not grow fast enough to satisfy demand, partly due to congestion.In 1991 the Soviet Union fell apart and its largest republic, the Russian Federation, which then hauled about 2/3 of the traffic of the former USSR, became an independent country. For the in 1989, shortly before the collapse of Soviet Union, the railway hauled nearly eight times as much tonne-km of freight by rail as they did by lorry. In 1991 a law was passed which declared that railways were the basic transport system of the USSR.While were more popular in the United States rather than railways, in contrast the Soviet Union had little or no highway system to speak of. Rail passenger traffic in the Soviet Union. Railway passenger volume: USA and USSRThis plot compares the volume of rail passenger transport in the and the United States (United States). Since the Soviet Union was created in late 1922, the curve prior to this is the estimated volume of passenger transport in the 'pre-Soviet territory' defined as being within the borders of the Soviet Union of the late 1930s (before the annexations per the secret protocol of the ).In the early years of the 20th century rail dominated passenger transport so the start of this graph implies that there was about twice as much passenger transport in the United States as in the pre-Soviet. But in the early 1920s in the, the automobile started to provide more passenger transportation than rail.
In the, auto's share rapidly increased so that by the early 1960s auto travel was over 100 times rail passenger travel. Thus one may mentally multiply the US rail curve after the early 1960s by a factor of over 100 to get the total passenger-km in the US. Although Soviet passenger travel by rail became several times that of the US, the total passenger travel in the US was many times larger than for the Soviet Union.After about 1960, most of the USA rail travel shown in the USA-USSR graph is commuter train travel of (mostly) people going to and from work and not long distance travel. While air travel in the USA overtook rail travel in the mid 1950s, in the Soviet Union of the late 1980s, rail volume was double that of air travel.hit both the USA and the USSR in 1941 with opposite results for rail passengers.
In the US, gasoline rationing resulted in a surge of rail passengers with almost a third of passenger traffic going by rail.The impact on the was just the opposite. The invasion of Germany deep into the USSR along with German bombing of railroads, took its toll and greatly reduced passenger rail travel.It was planned in 1990 to increase the passenger-kilometres of travel to 465 billion by 1995 and to 500 billion by 2000, but it didn't happen since the USSR collapsed in 1991.
World War II During the railway system played a vital role in the war effort transporting military personnel, equipment and freight to the front lines and often evacuating entire factories and towns from European Russia to the. The loss of mining and industrial centres of the western Soviet Union necessitated speedy construction of new railways during the wartime. Particularly notable among them was the railway to the Arctic coal mines of, extended after the war to on the; construction work to extend it continued into the 1950s, aborted with the death of. Japanese outside the Railway Station, Russia (2007)As a result of Japan's loss in, the southern half of was annexed by in 1945. The 1,067 mm ( 3 ft 6 in) railway network built by the Japanese during their forty years of control of southern Sakhalin now became part of Soviet Railways as well (as a separate ), the only ( 1,067 mm) gauge rail system within USSR (or today's Russia). The original Japanese were used by the Soviet Railways on Sakhalin Island until 1979, together with regauged ShA locomotives.Post-war development.
Remnants of the cancelled.After the war the Soviet railway network was re-built and further expanded to more than 145,000 km of track by major additions such as.Soviet rail transport became, after, one of the most developed in the world, surpassing most of its counterparts. The Soviet railway system was growing in size, at a rate of 639 km a year from 1965 to 1980. This steady growth in rail transport can be explained by the country's need to extract its, most of which were located close to, or in. While some problems with the railways had been reported by the Soviet press, the Soviet Union could boast of controlling one of the most electrified railway systems at the time. During much of the country's later lifespan, trains usually carried, (mostly stone, cement and sand). Oil and oil products were one of the key reasons for building railway infrastructure in Siberia in the first place.The efficiency of the railways improved over time, and by the 1980s Soviet railways had become the most intensively used in the world.
Most Soviet citizens did not own, and if they did, it was difficult to drive long distances due to the poor conditions of many roads. Another explanation has to do with Soviet policy, the first being the model created by 's regime. Stalin's regime instead of building major new railway lines decided instead to conserve, and later expand, much of the existing railways left behind by the. However, as, a, noted in a speech to the in 1989 that the railway sector was the 'main negative sector of the economy in 1989'.
As industrial output declined in the late-1980s so did the demand for transportation. USA: Were the Soviets More Efficient?
The is the second busiest rapid transit system in the world.The Soviet system was seen as the cheapest way of, and eventually another point acquired greater significance; the authorities could allocate their resources from the to the rapid transit sector and save a substantial volume of the country's. Because metros were cheaper to operate and less energy consuming, the Soviet authorities managed to construct 20 rapid transits nationwide, with a further nine in construction when the Soviet Union collapsed. Twenty other stations were under construction in 1985. The country's rapid transit system was the most intensively used in the world. Dieselisation The was a pioneer in the development of the to replace the steam locomotive on non-electrified lines. But the USSR failed to make steady progress and while they lead the United States at first, they soon fell behind and their last steam locomotives were retired about 15 years later than for the US. The first mainline diesel locomotive in the world began running in 1924 in the but it had an excessive number of breakdowns so other designs of diesel locomotives were developed and used in desert regions where water for steam locomotives was scarce.
Then in 1937 the small scale production (only several units per year) of diesel locomotives (for desert use) came to a halt by order of Kaganovich, the head of the national railway committee (NKPS) and a leading figure in the.In the late 1930s, Interest in diesel's was rekindled by reports from the US that production of diesel locomotives was overtaking production of. The USSR was able to order 100 of them from the US via during. Half of them were and the other half.
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All were 1000 which in the US were primarily used for and for short trains but were suitable for mainline operation in the Soviet Union. But they didn't begin arriving in the USSR until the start of 1945 when the war was almost over.After the end of the war, the production of, which had been curtailed in 1937, was resumed with the first locomotives appearing in 1947. The US-made was superior to the pre-war Soviet design so it was used as a prototype for a new TEx (x=1,2,3,5) series of Soviet locomotives.The dimensions were converted to metric and sometimes modified, the Soviet system of air brakes were used, and the engine speeds at certain controller positions were changed.The TE2 had double the power of the TE1 and was produced until in 1955 it was superseded by the TE3. The TE5 was just a variation of the TE1 and of minor significance. Electrification. Main article:While the former Soviet Union got a late (and slow) start with rail electrification in the 1930s it eventually became the world leader in electrification in terms of the volume of traffic under the wires.
During the last 30 years of the Soviet Union, it hauled as much rail freight as all the other countries in the world combined and in the end, over 60% of this was by electric locomotives. Electrification was cost effective due to the very high density of traffic and was at times projected to yield at least a 10% return on investment (as compared to diesel traction).
By 1990, the electrification was about half 3 kV DC and half 25 kV AC 50 Hz and 70% of rail passenger-km was by electric railwaysRailway colleges.
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