256 SIBERIA. 



with the Cbeliabinsk-Irkutsk line. The Irkutsk-Khabarovka line has been bin little invisti- 

 gated; it is far removeil from European Russia, and passes through a ilesolale country with 

 exceptional climatic and topographical conditions. The plan of building these three sec- 

 tions can tlierefore only be regarded as appioximately correct, and in all probability the 

 experience gained in laying the western portion of the Great Siberian line will determine 

 the order and method to be undertaken in laying the eastern portion. In any case it will be 

 necessary to make a second, final set of investigations from Irkutsk to Sretensk, and more 

 detailed observations of the Amour section. 



The Siberian railway, passing through an enormous expanse of country under the most 

 widely differing topographical conditions could not be all iiichnled in one general technical 

 type; and in order to diminish the cost of construction it was necessary to make some 

 modifications in the technical conditions in general, and for the mountainous sections in 

 particular; the basis of these modifications and simplifications has however been taken as a 

 good and reliable construction, capable of being afterwards, in case of necessity, complexed 

 and enlarged, but not in any case requiring the reconstruction of the line. 



The limiting gradients on the level country sections have been fixed at 0.006 to 

 0.008 and the radii of the curves at 250 sagenes; in the mountainous sections the gradients 

 have been taken from 0.015 to 0.0174 and the radii at 120 sagenes. 



It is proposed to make the earth w^ork for a single track of the ordinary width, 2.35 

 sagenes wide on the embankments, and 2.20 sagenes wide in the cuts. The normal 

 batter of the embankments and cuts, as high as they go, will be I'/i for ordinary 

 kinds of soil. 



l"or the passage of water under the line and for crossing rivers, cast iron and stone 

 pipes and wooden bridges will be laid, where the force of the moving ice or the character of 

 the soil do not present any obstacles: over the large rivers permanent iron bridges with 

 stone piers will be built. Rails of 18 pounds weight per foot run will be used along the 

 line on a layer of ballast, (U25 of a sagene thick, under the bottom of the rail. The dwelling 

 houses for the overseers of the line, plate layers and watchmen will be built of all kinds of 

 wood and of the simplest construction, adhering as much as possible to the local styles of 

 building; the wooden buildings will be without foundations, on wooden or stone columns. All 

 crossings in general will be left unguarded except those in towns or thickly populated points. 



The greatest distance allowed between the stations is 50 versts, which corresponds to 

 a running capacity of 3 sets of trains; in order to increase this capacity to 7 sets of 

 trains per 24 hours on the main line horizontal spaces have been planned to admit of 

 intermediate stations and sidetracks being made in case of necessity. 



Separate passengers buildings, built of brick or w^ood and as small as possible, will 

 be erected only at those stations w'here a large number of passengers may be expected, or 

 where it will be necessary to provide refreshment rooms; at all other points some accommo- 

 dation will be set apart in dwelling houses for the requirements of the station service or the 

 convenience of casual passengers. 



It is proposed to acquire sufficient rolling stock for the Siberian railway to be able 

 to form 3 sets of army trains per 24 hours, composed of 60 axles, one set of trains being 



