Railways

RAILWAYS

The first Russian railways, built as early as 1838, were tsarist whimsies that ran from St. Petersburg to the summer palaces of Tsarskoye Selo and Pavlovsk. Emperor Nicholas I (r. 1825–1855) ordered the construction of these and the Moscow–St. Petersburg line, which, according to legend, the tsar designed by drawing a line on a map between the two cities using a straight-edge and pencil. One hundred fifty years later, the railway system had expanded to almost 150,000 kilometers (90,000 miles), or almost two-thirds the length of the network serving the United States. With 2.3 times the territory of the United States, however, the net density of the Soviet Union's rail system was only about one-fourth as concentrated. It was, and is, a system of trunk lines with very few branches, which supplied only minimum service to major sources of tonnage.

Naturally, this spartan system was severely strained at any given time. Soviet freight turnover was more than 2.5 times as great as that of the United States, making it the most densely used rail network in the world. At the time of the collapse of the USSR, Soviet railways carried 55 percent of the globe's railway freight (in tons per kilometer) and more than 25 percent of its railway passenger-kilometers. Compared to other domestic transportation alternatives, Soviet railways had no comparison: They hauled 31 percent of the tonnage, accounted for 47 percent of the freight turnover (in billions of ton-kilometers), and circulated almost 40 percent of the inter-city passenger-kilometers.

regional rail systems and commodities

In the Russian Federation of the early twenty–first century, the leading rail cargoes, ranked according to tonnage, comprise coal, oil and oil products, ferrous metals, timber, iron ore and manganese, grain, fertilizers, cement, nonferrous metals and sulfurous raw materials, coke, perishable foods, and mixed animal feedstocks. The most conspicuous Russian carrier is the Kemerovo Railway, which hauls more than 200 million tons of freight per year, two-thirds of which is coal from the mines of the Kuznetsk Basin (Kuzbas), Russia's greatest coal producer. When the West Siberian and Kuznetsk steel mills operate at full capacity, the Kemerovo Line also carries iron and manganese, iron and steel metals, fluxing agents, and coke. Rounding out the freight structure are cement and timber.

The only other railway that ships more than 200 million tons of freight is the Sverdlovsk, or Yekaterinburg, Railway in the Central Urals. The system's most important cargoes include timber from the nearby forests; ferrous metals from iron and steel mills at Nizhniy Tagil, Serov, Chusovoy and others; and petroleum products from the refineries at Perm and Omsk. Other heavily used railways comprise the October (St. Petersburg), Moscow, North Caucasus, South Ural, and Northern lines, each shipping more than 140 million tons per year. The much-heralded Baikal-Amur Mainline (BAM) Railway, which became fully operational in December 1989, remains Russia's most lightly used network. Three-fifths of the freight it transports is coal from the South Yakutian Basin.

regional bottlenecks

In terms of combined freight and passenger turnover (ton-and passenger-kilometers), the world's most heavily used segment of railroad track stretches between Novokuznetsk in the Kuzbas and Chelyabinsk in the southern Urals. Parts of the Kemerovo, West Siberian, and South Urals railways each maintain a share of this traffic. While touring the Soviet Union in 1977, geographer Paul Lydolph observed train frequencies on this segment as often as one every three minutes in different locations and at various times during the day. By the 1990s, operating at 95 percent of its capacity, the West Siberian arm of the Trans-Siberian Railway was critically overloaded. Ironically, 40 percent of the freight cars were usually empty: Had these cars not been on the track, the West Siberian line would have been running at only 48 percent of capacity! Such was the waste inherent in the Soviet centrally planned command economy.

Since 1991, because of the alterations in the freight-rate structure—the Soviet system was heavily subsidized to keep the rates artificially low— and the post-Soviet depressed economy throughout Russia, particularly in coal mining, iron and steel, and other bulk sectors, both the Kemerovo and West Siberian railway networks have witnessed sharp declines in usage. They continue to represent bottlenecks, but these were much less severe than the ones they became in the Soviet period. The worst bottlenecks in the post-Soviet era occur in ports—both river and sea—and at junctions. The absolute worst are found in Siberia and the Russian Far East, where traffic is heavy, there are few lines, and management traditionally has been lax.

post–soviet problems

Since 1991, railway headaches have been less associated with capacity and more with costs. In the early 1990s, the Yeltsin government introduced free–market principles and eliminated the artificial constraints on prices and freight rates that had prevailed in the USSR. The de-emphasis on the military sector, which controlled at least one-fourth of the Soviet economy, proved to be a devastating blow to heavy industry and rail transport. The multiplier effect diffused throughout the economy of the Russian Federation, and soon fewer goods and less output required circulation, and those needing it had to be sent it at burdensome rates. Spiraling inflation and underemployment brought many industries to the edge of bankruptcy. Those industries that survived often were deep in debt to the railroads, which carried the output simply because they had nothing else to carry. Soon the railroads, which were themselves in debt to their energy suppliers, began to demand payment from the indebted industries. This engendered a vicious cycle wherein everyone was living on IOUs: industries owed the railways, which owed the energy suppliers, who in turn owed the mining companies that owed the miners, who could not buy the products of industry.

By 1991, the Soviet rail network was 35 to 40 percent electrified, and much of this electricity came from coal-fired power plants. When the railways could not pay their energy bill, coal miners did not get paid. Since 1989, miners' strikes over wages and perquisites have often crippled the electrified railways. At times the miners have blocked the track to protest their privations. Since the year 2000, this vicious cycle has been alleviated because of high international prices on petroleum and natural gas. The resultant increase in foreign exchange income

has brought some relief to the Russian economy. Wage arrears have been eliminated at least temporarily, and the economy, including the Russian railways, appears to have turned the corner.

See also: baikal-amur magistral railway; industrialization; trans-siberian railway

bibliography

Ambler, John, et al. (1985). Soviet and East European Transport Problems. New York: St. Martin's Press.

Hunter, Holland. (1957). Soviet Transportation Policy. Cambridge, MA: Harvard University Press.

Lydolph, Paul E. (1990). Geography of the USSR. Elkhart Lake, WI: Misty Valley Publishing.

Mote, Victor L. (1994). An Industrial Atlas of the Soviet Successor States. Houston, TX: Industrial Information Resources, Inc.

Westwood, John N. (1964). A History of the Russian Railways. London: George Allen & Unwin Ltd.

Victor L. Mote