244 SIBERIA. 



Ussuri line, the constiuclion of wLicIi was put in tiiu lirst rank. This question was in 1^90 

 placed for consideration before a Special Commission, which was also charged with elucidat- 

 ing in what order the different sections should be built, in order as far as possible to lighten 

 the sacrifices of the treasury and draw the greatest advantages from the working of those 

 sections which shouhl be constructed first. In the Special Commission at the end of 1890, when 

 the system of Russian railways projected eastwards in throe lines whose extreme points were 

 Tiiuiioii on tlic L'ral line, Miass on tliut (if Zlatoust-Miass, and Orenburg on the Orenburg 

 line, on the discussion (d' the (juestion of the conditions of the construction of the Great Sibe- 

 rian Railway new circumstances cropped up which somewhat altered the former view of the 

 matter. Strategical views partly gave way before considerations of an economical and com- 

 mercial character, it being at the same time declared that the aim of the creation of the Si- 

 berian railway should consist not so much in the opening in Siberia of new markets for the 

 sale of the productions of European Russia, as in affording Siberia itself the possibility of 

 marching along the roail of normal economical development and placing that vast country, so 

 richly endowed by nature but bereft of convenient ways of communication, as far as possible 

 in the same conditions as those which European Russia at present enjoys. Only in close eco- 

 nomic communion with European Russia could Siberia grow and develop. On the other hand, 

 European Russia in economical relation with Siberia would draw upon new sources for its 

 development and enrichment. 



The commencement of the Siberian railway from the east, that is. from the Ussuri 

 section would not completely answer to the objects laid down, and it was therefore recognized 

 as more expedient to begin this great work simultaneously from the opposite ends in the east 

 and west. The terminus of the line at its eastern end was one starting point, namely Vladivos- 

 tok, and about this there were no differences of opinion and no disputes. Other point, to the 

 slightest extent suitable for the purpose, there is none upon the Pacific shore of Siberia. 



The choice, on the other hand, of the western terminus offered a more difficult problem_ 

 which however at last was reduced to the selection of one of the three above mentioned points 

 with which the railway system of European Russia terminated towards the east. From what- 

 ever point the Siberian railway was begun, on continuing it into the depth of the country, 

 all three variants must necessarily join approximately at a point near Xizhneudinsk, as is 

 shown upon the annexed map. • 



Choosing Tiumen as the point of departure the line must be earned to Yalutorovsk 

 and Kainsk, leaving Tomsk by the way, as the taking of it in a more northerly direction, to 

 Tomsk, is excessively difficult in consequence of a desert region covered with forests and 

 swamps. Further on, the line must go to Mariinsk, Krasnoyarsk and Nizhneoudinsk. The distance 

 from Tiunien to the last point is 3,474 versts. If the starting point chosen be the station of 

 ]\Iiass, the road will pass through Kurgan, Kainsk, Kolyvan, Mariinsk, Krasnoyarsk and Nizhneou- 

 dinsk. The total distance is in this case 2,683 versts. Finally, selecting Orenburg, the line 

 must be taken to Orsk, Atbassar, Akmolinsk, Pavlodar, Biisk, Minousinsk and Xizhneoudinsk. 

 The total extent of the road by this route is 3,400 versts. 



Comparing ;the advantages and excellences of laying down the line in these three 

 directions, the following is the result. Uniting the Siberian road wiih Tiumen without 



