Forwarded from the railway-studies mailing list in the UK:

> Subject: European Railway Timetables From: niall ferguson
> <niall.ferguson@...> Date: Mon, 8 Sep 2008 14:48:23 +0100
> To: RAILWAY-STUDIES@...
>
> I've been approached by an author doing a biography of Lenin up until
> the Finland Station arrival in Petrograd in 1917.
>
> Does anyone have, or know of someone who has a specialist knowledge
> of the European rail system in the 1900s .I want to try and get some
> detail on the costs, time involved, conditions etc of all those long
> train journeys Lenin had to make - probably on hard seats in third
> class. Her address is:
>
> helenrappaport@...
>
> Can anyone assist?

If anyone on the 5-feet group feels able to assist, please contact the
original poster. TIA.
--
Neil Worthington, Urmston, UK
=============================

Found on ukranews.com:

The Kyivpastrans municipal enterprise has invited a tender for
reconstruction of the funicular.

The enterprise made this statement, a copy of which Ukrainian News has
obtained.

The reconstruction will be held from October 2008 to December 2009.

The tender is scheduled for September 24.

Deputy director general of Kyivpastrans Volodymyr Asadchyi says that
they will build a new bearing trestle, reconstruct the lower and the
upper stations, and replace lighting and fencing.

Approximate cost of the reconstruction makes UAH 26 million.

V. Asadchyi stressed that new funicular railcars will be purchased
through another tender.

As Ukrainian News earlier reported, Kyiv municipal state administration
stated that it would start reconstruction of the funicular in September
though it will just repair it this month.

In course of the reconstruction the funicular control will be automated,
so there will be no operators in the railcars.

The funicular transports 7,000-15,000 people a day depending on the season.

It undergoes repair once a year.

The funicular runs from Podil to the hilltop town.

It was built in 1902-1905 and opened on May 7, 1905.

The length of the track is 238 meters, gradient is 36%; the funicular is
driven by electricity.

In "Russian Steam Engines" Le Fleming talks about Russian industrial
concerns have a range of 0-4-0 and 0-6-0 locomotives seoparate from
the State Railways.

Were these primarlly of German origin and if do which german engines
of that period ran on Russian private rails?  Indeed if they were
versions of the tank engines of any other country can anyone tell me
or direct me to a source for information on which?

I want to model Revolutionary era Russian railways in H0 and these
might be a useful type of engine to have if they were the same as tank
engines  in Germany at the same time, quite a few of which are made in
that scale.

I also note in a recent edition of Locotrans (7/2008) a German 0-6-0
tender engine being produced this year by Brawa which seems to say it
ran in Russia then - anyone else seen this and can read the Russian
caption better than I to conform or deny my understanding of it?

I've been trying to get to grips with the markings of Tsarist era
wagons, especially the ubiquitous 4-wheel central door wagon.  I've
managed to uncover quite a few photos of this from the WW1/RCW period
but I don't know of any publication that explains what all the
markings are.

In Tsarist times the imnperial eagle can be found on the top half of
the door.  To the left of the door is some form of oval or circle in
white with either black letters or body colour letters thru the
stencil which, I think, shows the weight load of the wagon.  On the
far left section there is a T with a horizontal line above it with a
long number above it - the indvidual number of the wagon?  Sometimes
there are letters above this, one one N EE K (sorry I can't do
cyrillic here) or  in another YOO YE.  What are these, I wonder?  Many
also have  lots of scribbles in white (chalk?) on all panels at head
height (one says "sugar and salt") preumably indicating what is inside
or some other mnessage.

But most visible of all, many wagons have a white stencilled cross on
the door from all four corners.  Some only have one diagonal from top
left to bottom right and one I have seen has the diagonal starting
only from half way down the left side of the door to the bottom right.
  What did these signify?  Such diagonals in British mineral wagons
indicated the end where the drop door was.  What do these very
prominent marking mean on Russian wagons?

...I suggest Russia use its present railway renewal programme to
rethink its former decision to choose the 1520 mm gauge. Basically all
neighbouring countries of the former Soviet Union use 1435 mm, as also
many other countries in the world. 1435 is simply THE standard.

Such a change is by no means unrealistic, regarding today's technical
possibilities. All it requires is laying sleepers that allow rails to
be fastened at both gauges. When the right moment comes, the rails of
one line are moved into the new position, mechanically. Automatic
track-conversion trains do thousands of kilometres within a couple of
days.

My impression is that russians & co are so bullheaded in this issue
that they simply don't see what is going on outside their country.
Moreover, the issue probably has some sort of taboo character. Is
there someone who speaks russian and could establish a contact with
interested individuals in Russia?

2008/9/16 Michael Laudahn <laudahn2002@...>:
>
> ...I suggest Russia use its present railway renewal programme to
> rethink its former decision to choose the 1520 mm gauge. Basically all
> neighbouring countries of the former Soviet Union use 1435 mm...

False. Your Eastern neighbor, Finland, as small as it is, is very
comfortable with the 5' gauge. Having more combined tracklength than
the European Union, Russia might as well wonder why the EU does not
switch to 1520mm.

--- In 5feet@yahoogroups.com, "Dmitry Zinoviev" <dzinoviev@...> wrote:
>

>
> False. Your Eastern neighbor, Finland, as small as it is, is very
> comfortable with the 5' gauge. Having more combined tracklength than
> the European Union, Russia might as well wonder why the EU does not
> switch to 1520mm.
>


Try and open your mind, will you? I understand that, when you sit in
Russia and look around, you will feel that you are right and everybody
else wrong (we're talking about the railway gauge). A look at

http://en.wikipedia.org/wiki/Rail_gauge#Dominant_gauges

will help you get the complete picture: You have a large network, but
the worldwide standard-gauge network is *by far* larger.

Also, you shouldn't forget that the 1520 network is basically the
network of *one* country. The others that have it had to follow - they
had no choice. This is not true for 1435: Basically all countries took
this decision voluntarily. And more countries are following.
Presently, think of Spain and Portugal. Or of south-east Asia and
south-east Africa.

I would like you russians and your neighbours to rethink your historic
(wrong) decision. Now that you modernise your network is the time to
lay sleepers that can accomodate rails in both gauges. When you are
ready to convert a line, it can be done automatically by
track-conversion trains. They do thousands of kilometres within days.

The conversion of your network and that of your former satellites
would be a job of a few months, if well planned ahead.

Michael,

Perhaps I shall start my letter by warning you that you tone sounds
offensive and that your membership may be terminated if you do not
mind what you say.

Second, I live in the USA, in the country with the longest standard
gauge railroad network, and I am perfectly aware that it is not and
will not be connected to the EU or Chinese network. That invalidates
your suggestion that Russia should convert to the standard gauge only
because the standard gauge network is the longest. It is not and will
never be *one network*, period.

Third, there are major industrial countries that do not use and do not
plan to use standard gauge, Japan, India, and Brazil being just some
of them--and the same Finland, of course, that for some obscure reason
did not opt for the "voluntary decision." To make things more
interesting, there are talks about building another wide-gauge line
into the heart of Europe (I forgot whether it is Slovakia or Poland),
in addition to the already exiting LHS. What's the reason for that?
Wide gauge railways have larger capacity but require just little more
or same amount of maintenance as standard gauge lines.

--- In 5feet@yahoogroups.com, "Dmitry Zinoviev" <dzinoviev@...> wrote:
>
> Michael,
>
> Perhaps I shall start my letter by warning you that you tone sounds
> offensive and that your membership may be terminated if you do not
> mind what you say.
>


Are you trying to intimidate me, Dmitry? I say whatever I say, in the
way that appears appropriate to me. This is the western way,
apparently known to you if you live here. If straight talk is all that
is necessary for you to abuse your functions as a group moderator, my
impression is you have a problem. And don't forget: This - if
something is 'offensive' - is a very subjective thing. What may sound
offensive to you, may be quite normal for others.



> Second, I live in the USA, in the country with the longest standard
> gauge railroad network, and I am perfectly aware that it is not and
> will not be connected to the EU or Chinese network. That invalidates
> your suggestion that Russia should convert to the standard gauge only
> because the standard gauge network is the longest. It is not and will
> never be *one network*, period.



So it is *you* who takes the final decision on behalf of Russia?   >.)

What about a connection from Alaska to Russia which they continue to
discuss?

What about the China - Europe 1435 link in construction south of Russia?




>
> Third, there are major industrial countries that do not use and do not
> plan to use standard gauge, Japan,



False. High-speed trains use standard gauge. Their historic narrow
gauge was chosen because of the country's difficult topography.



> India,


An ignorant developping country.



> and Brazil being just some
> of them--



Things are changing there. Read
http://en.wikipedia.org/wiki/Rail_gauge . There is a chapter dealing
with Brasil and South America in general.



and the same Finland, of course, that for some obscure reason
> did not opt for the "voluntary decision."



'Obscure reason'? It was part of Russia when railways were built.



To make things more
> interesting, there are talks about building another wide-gauge line
> into the heart of Europe (I forgot whether it is Slovakia or Poland),
> in addition to the already exiting LHS. What's the reason for that?
> Wide gauge railways have larger capacity but require just little more
> or same amount of maintenance as standard gauge lines.
>


An eastbound line not far from the russian border, I assume? So by how
many kilometres does this extend your 227 000 km network (Finland
inclued)? For those who are too clickophobe to check out the Wikipedia
link provided: The length of the worldwide standard track network is
720 000 km. That is more than 3 times the 1520 network.

Why don't you just start and open up your mind? A uniform gauge is
what is needed. This includes Russia plus 'soviet' neighbours. With
modern sleepers, this can easily be achieved.

I don't know the english term, but you can use the spanish term
'traviesa polivalente' to find out more about modern, adjustable
sleepers. Basically, it is a sleeper that can hold rails in two
positions - in this case the iberian and standard gauge. The line is
first built in iberian gauge. When the time for conversion has come,
it is converted by a track-conversion train, fully automatic. It does
thousands of kilometres within days.

See e g

http://www.urbanity.es/foro/showthread.php?t=1223&page=3 .

Look for 'polivalente'.

--- In 5feet@yahoogroups.com, "Dmitry Zinoviev" <dzinoviev@...> wrote:
>
> Michael,
>
> Perhaps I shall start my letter by warning you that you tone sounds
> offensive and that your membership may be terminated if you do not
> mind what you say.
>


Are you trying to intimidate me, Dmitry? I say whatever I say, in the
way that appears appropriate to me. This is the western way,
apparently known to you if you live here. If straight talk is all that
is necessary for you to abuse your functions as a group moderator, my
impression is you have a problem. And don't forget: This - if
something is 'offensive' - is a very subjective thing. What may sound
offensive to you, may be quite normal for others.



> Second, I live in the USA, in the country with the longest standard
> gauge railroad network, and I am perfectly aware that it is not and
> will not be connected to the EU or Chinese network. That invalidates
> your suggestion that Russia should convert to the standard gauge only
> because the standard gauge network is the longest. It is not and will
> never be *one network*, period.



So it is *you* who takes the final decision on behalf of Russia?   >.)

What about a connection from Alaska to Russia which they continue to
discuss?

What about the China - Europe 1435 link in construction south of Russia?




>
> Third, there are major industrial countries that do not use and do not
> plan to use standard gauge, Japan,



False. High-speed trains use standard gauge. Their historic narrow
gauge was chosen because of the country's difficult topography.



> India,


An ignorant developping country.



> and Brazil being just some
> of them--



Things are changing there. Read
http://en.wikipedia.org/wiki/Rail_gauge . There is a chapter dealing
with Brasil and South America in general.



and the same Finland, of course, that for some obscure reason
> did not opt for the "voluntary decision."



'Obscure reason'? It was part of Russia when railways were built.



To make things more
> interesting, there are talks about building another wide-gauge line
> into the heart of Europe (I forgot whether it is Slovakia or Poland),
> in addition to the already exiting LHS. What's the reason for that?
> Wide gauge railways have larger capacity but require just little more
> or same amount of maintenance as standard gauge lines.
>


An eastbound line not far from the russian border, I assume? So by how
many kilometres does this extend your 227 000 km network (Finland
inclued)? For those who are too clickophobe to check out the Wikipedia
link provided: The length of the worldwide standard track network is
720 000 km. That is more than 3 times the 1520 network.

Why don't you just start and open up your mind? A uniform gauge is
what is needed. This includes Russia plus 'soviet' neighbours. With
modern sleepers, this can easily be achieved.

I don't know the english term, but you can use the spanish term
'traviesa polivalente' to find out more about modern, adjustable
sleepers. Basically, it is a sleeper that can hold rails in two
positions - in this case the iberian and standard gauge. The line is
first built in iberian gauge. When the time for conversion has come,
it is converted by a track-conversion train, fully automatic. It does
thousands of kilometres within days.

See e g

http://www.urbanity.es/foro/showthread.php?t=1223&page=3 .

Look for 'polivalente'.

Hello!

First of all, I 100% agree with Dmitry, although I live in Russia.

--- In 5feet@yahoogroups.com, "Michael Laudahn" <laudahn2002@...>
wrote:
>
> --- In 5feet@yahoogroups.com, "Dmitry Zinoviev" <dzinoviev@> wrote:
> >
> > Michael,
> >
> > Perhaps I shall start my letter by warning you that you tone
sounds
> > offensive and that your membership may be terminated if you do not
> > mind what you say.
> >
>
>
> Are you trying to intimidate me, Dmitry? I say whatever I say, in
the
> way that appears appropriate to me. This is the western way,
> apparently known to you if you live here. If straight talk is all
that
> is necessary for you to abuse your functions as a group moderator,
my
> impression is you have a problem. And don't forget: This - if
> something is 'offensive' - is a very subjective thing. What may
sound
> offensive to you, may be quite normal for others.

Well, the way you tell your ideas to us seems offensive to me, too. I
really hope it's not connected with the politics.

> So it is *you* who takes the final decision on behalf of Russia?
>.)
>
> What about a connection from Alaska to Russia which they continue to
> discuss?
>
> What about the China - Europe 1435 link in construction south of
Russia?

Yes, they just continue to discuss... :-)
China - Europe link has obviously many technical problems. For
example, China is trying to keep their wagon fleet within the country
(as I heard), so that they don't want to let their wagons even enter
Kazakhstan territory. A much more serious problem is all those
borders...

> >
> > Third, there are major industrial countries that do not use and
do not
> > plan to use standard gauge, Japan,
>
>
>
> False. High-speed trains use standard gauge. Their historic narrow
> gauge was chosen because of the country's difficult topography.
>
>
>
> > India,
>
>
> An ignorant developping country.

Their citizens would not approve your point of view, I'm afraid... :-)

> and the same Finland, of course, that for some obscure reason
> > did not opt for the "voluntary decision."
>
>
>
> 'Obscure reason'? It was part of Russia when railways were built.

However, VR told to RZD many times they have no plans to change their
gauge.


> An eastbound line not far from the russian border, I assume? So by
how
> many kilometres does this extend your 227 000 km network (Finland
> inclued)? For those who are too clickophobe to check out the
Wikipedia
> link provided: The length of the worldwide standard track network is
> 720 000 km. That is more than 3 times the 1520 network.

A westbound line from Ukraine to Austria. RZD is now planning the new
1520 mm line through Slovakia to Vienna. All countries involved in
the project show real interest in it.

> Why don't you just start and open up your mind? A uniform gauge is
> what is needed. This includes Russia plus 'soviet' neighbours. With
> modern sleepers, this can easily be achieved.

Who really needs the 'uniform' gauge?? Please, don't forget about the
rolling stock and the price of its' alteration. 1520 mm gauge is a
standard gauge in many other countries (all ex-USSR republics,
Finland, Mongolia) who all have their own opinions. The railway gauge
is not the only difference. For example, why not to change 110V
standard to 220-250V or American road signs to European ones? ;-)

Best regards,

Dan

P.S. Still I agree, this thing sounds utopic. ;-)

2008/9/16 Michael Laudahn laudahn2002@...

>
> Are you trying to intimidate me, Dmitry? I say whatever I say, in the
> way that appears appropriate to me. This is the western way,
> apparently known to you if you live here.
>

As west European, I don't fee comfortable with this rather offensive
language AND tone.
The way spoken by Michael sounds rather neo-colonialistic to me.
We are railway enthausiasts, not politicans or a railway sleeper industry
lobby.
We are all aware of potential economic benefits, but the differences make
things sometimes charming, sometimes annoying.

We interact & learn from eachother by sharing information, not by blaming
others for so called 'historical wrong decissions'


>
> > India,
>
> An ignorant developping country.
>
This comment shows again the dedain of Michael.
I assume this is simply a slip of the tongue, as I hope future comments can
consist of constructive criticism.

Greetings, Theijs


[Non-text portions of this message have been removed]

Hello All,
I am in Australia and I know all about the problems caused by differing gauges.
I don't really think India could be described as a developing or ignorant
country, particularly with the computer and IT industries there. It is certainly
one country which will be an economic leader in the next few years. The number
of freight and passengers conveyed on the rail there is impressive.
But yes I ageree we are here to exchange information and I hope disagreements
will not be a part of the forum, I find reading the information I read
interesting and informative. By the way I will be visiting Russia in two weeks
and am looking forward to seeing what I can of the railways there. I would like
to visit one of the train control centres if possible. I was a train controller
( Dispatcher) in the Queensland Railways for a number of years and I am
interested to see how things work in Russia.
Peter Draper, Rockhampton Australia.
   ----- Original Message -----
   From: Theijs van Welij
   To: 5feet@yahoogroups.com
   Sent: Wednesday, September 17, 2008 8:37 AM
   Subject: Re: [5feet] Re: It may sound utopic, still...


   2008/9/16 Michael Laudahn laudahn2002@...

   >
   > Are you trying to intimidate me, Dmitry? I say whatever I say, in the
   > way that appears appropriate to me. This is the western way,
   > apparently known to you if you live here.
   >

   As west European, I don't fee comfortable with this rather offensive
   language AND tone.
   The way spoken by Michael sounds rather neo-colonialistic to me.
   We are railway enthausiasts, not politicans or a railway sleeper industry
   lobby.
   We are all aware of potential economic benefits, but the differences make
   things sometimes charming, sometimes annoying.

   We interact & learn from eachother by sharing information, not by blaming
   others for so called 'historical wrong decissions'

   >
   > > India,
   >
   > An ignorant developping country.
   >
   This comment shows again the dedain of Michael.
   I assume this is simply a slip of the tongue, as I hope future comments can
   consist of constructive criticism.

   Greetings, Theijs

   [Non-text portions of this message have been removed]





[Non-text portions of this message have been removed]

European Railway Agency (ERA)  have carried study on 1520/1524 mm in EU and
came to conclusion that this is another rail system, which should be dealt
in EU technical regulations in the same manner as 1435 mm railways. Through
co-operation with OSJD organisation Russia, Belarus and Ukraine are also
involved in recognizing the necessary parameters, which differs - this is
not only a question of different gauge (there are differences in structure
gauges, rail cant, catenary geometry etc. Etc.).



Special sleepers is not a solution themselves, at least imagine how many
sleepers are necessary for this huge 1520 mm rail network? And what about
switches? Rolling stock? Variable gauge wheelsets are used on very limited
number of rolling stock and they are much more expensive than ordinary ones.
Such reagauging is too costly and thus is not economically viable.
Otherwise, I guess, Finland would do this a long time ago...



Regards, Janis (Latvia, expert of ERA 1520 mm working party)



[Non-text portions of this message have been removed]

Janis Eiduks wrote:
>
> European Railway Agency (ERA) have carried study on 1520/1524 mm in EU and
> came to conclusion that this is another rail system, which should be dealt
> in EU technical regulations in the same manner as 1435 mm railways.
> Through
> co-operation with OSJD organisation Russia, Belarus and Ukraine are also
> involved in recognizing the necessary parameters, which differs - this is
> not only a question of different gauge (there are differences in structure
> gauges, rail cant, catenary geometry etc. Etc.).
>
> Special sleepers is not a solution themselves, at least imagine how many
> sleepers are necessary for this huge 1520 mm rail network? And what about
> switches? Rolling stock? Variable gauge wheelsets are used on very limited
> number of rolling stock and they are much more expensive than ordinary
> ones.
> Such reagauging is too costly and thus is not economically viable.
> Otherwise, I guess, Finland would do this a long time ago...
>
> Regards, Janis (Latvia, expert of ERA 1520 mm working party)
>
> ----------
>


















Does the ERA 1520mm working party have more information on itself on
the web than what I found on on ERA pages?

http://www.era.europa.eu/public/core/interoperability/Pages/CRTSI_1520mmsystem.a\
spx

Timo








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I am just getting around to labelling 15000 photos from my recent trip
from St Petersburg to Beijing.

Some photos are at
http://www.trainman.id.au/personal/Holiday_2007/Russia/
and
http://www.trainman.id.au/personal/Holiday_2007/Mongolia/

I was wondering if anyone has a detailed map of the route showing all
the crossing loops, or perhaps tell me the locations of some of the
photos?

Thanks.

People might like to know that in a forthcoming issue of Today's
Railways there is to be a short article on Broad Gauge to Wien (Vienna)

Brian Garvin

--- In 5feet@yahoogroups.com, "Michael Laudahn" <laudahn2002@...> wrote:
>
>
> ...I suggest Russia use its present railway renewal programme to
> rethink its former decision to choose the 1520 mm gauge. Basically all
> neighbouring countries of the former Soviet Union use 1435 mm, as also
> many other countries in the world. 1435 is simply THE standard.
>
> Such a change is by no means unrealistic, regarding today's technical
> possibilities. All it requires is laying sleepers that allow rails to
> be fastened at both gauges. When the right moment comes, the rails of
> one line are moved into the new position, mechanically. Automatic
> track-conversion trains do thousands of kilometres within a couple of
> days.
>
> My impression is that russians & co are so bullheaded in this issue
> that they simply don't see what is going on outside their country.
> Moreover, the issue probably has some sort of taboo character. Is
> there someone who speaks russian and could establish a contact with
> interested individuals in Russia?
^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^
Iro ore from a new mine
http://www.northlandresourcesinc.com/s/Home.asp
will at first be transported on finish rail to Kemi but later on to
the new port of Kalix. Then a four rail track 1435/1524 (not 1520)
will be  built Haparanda - Kalix.
>

The track track conversion train that makes thousands of kilometres in a
couple of days
I would very much like to see !

Bullheaded in terms of rail can only the British be . . .   If you
understand.

The whole discussion is a nuisance. Imagine the whole territory of the now
SNG
countries covered with sleepers for four rails !  (Wishfully within months
...)

Let it all be as it is  and by the way  5 ft is a value 'better rounded'
than those 4 + 8 1/2
and still somethimng.



Michael C. Daut
DB Netz AG
Produktionsdurchführung Hmb (I.NP-N-D HMB (B))
Betra, La Hmb=Altona und Maschen,
Tel. [040 - 39 18 -] / Basa 930 - 4535 \ Fax: [069 - 265 -] / Basa 955 -
53387
________________________________________________________________
Internetauftritt der Deutschen Bahn AG >> http://www.db.de

Sitz der Gesellschaft: Frankfurt am Main
Registergericht: Frankfurt am Main, HRB 50879
USt-IdNr.: DE 199861757
Vorstand: Dr.-Ing. Volker Kefer (Vorsitzender), Dagmar Haase, Berthold
Huber, Oliver Kraft, Harald Stumpf
Vorsitzender des Aufsichtsrates: Hartmut Mehdorn

Sorry, should read sleepers with four positions for rail in this
all so theoretical case.  For three the difference is too small.

Sets of concrete sleepers for points of this kind must surely provide
a very interesting look.

  Anyway: If you like to pay for that, please.


Michael C. Daut
DB Netz AG
Produktionsdurchführung Hmb (I.NP-N-D HMB (B))
Betra, La Hmb=Altona und Maschen,
Tel. [040 - 39 18 -] / Basa 930 - 4535 \ Fax: [069 - 265 -] / Basa 955 -
53387
________________________________________________________________
Internetauftritt der Deutschen Bahn AG >> http://www.db.de

Sitz der Gesellschaft: Frankfurt am Main
Registergericht: Frankfurt am Main, HRB 50879
USt-IdNr.: DE 199861757
Vorstand: Dr.-Ing. Volker Kefer (Vorsitzender), Dagmar Haase, Berthold
Huber, Oliver Kraft, Harald Stumpf
Vorsitzender des Aufsichtsrates: Hartmut Mehdorn

Jukka has some problems with his computer, so I send his message this
time:

   E.P.


By the time when USA entered into Civil War there were
some 6ft, 5ft and 4ft 8 1/2in railways. The Companies
operating on 5ft gauge were;

* Alabama - Chattanooga

* Alabama - Florida

* Altanta - La Grange

* Altanta - West Point

* Augusta - Savannah

* California Central

* California Northern

* Charleston - Hamburg

* Charlotte - South Carolina

* Darlington - Cherow

* East Tennesee, Virginia & Georgia

* Elizabethtown & Paducah

* Evansville - Henderson & Nashville

* Georgia R.R. & Bancing Co

* Girard & Mobile

* Grand Trunk

* Greenville & Colombia

* Knoxville & Kentucky

* Memphis & Charleston

* Memphis & Little Rock

* Memphis Branch R.R.

* Memphis & Clarksville & Louisville

* Missisippi Central

* Mobile & Ohio

* Monroe

* Muscogee

* Nashville & Chattanooga

* New Orleans, Jackson & Great Northern

* Norfolk & Peterburg

* North Eastern ( Tullulah Falls)

* Owensboro & Russellville

* Pensacola & Georgia

* Richmond & Danville

* St.Louis, Iron Mountain & Southern

* Savannah, Albany & Gulf

* Savannah, Skidway & Seaboan

* Selma, Rome & Dalton

* South Carolina

* South Side

* Union Railway of Chattanooga

* Vicksburg & Jackson

* Vicksburg & Meridian

* Wilmington & Raleigh


Any comments?

Jukka Nurminen
Helsinki Finland




[Non-text portions of this message have been removed]

Grand Trunk was not 5-foot gauge. They were 5-foot 6-inch, as were a great
many railroads in that part of the country at that time. I think the list of
North American railroads that were other than 1435 mm at that point in time
would be almost endless. There were very few 5-foot gauge railroads in North
America other than in Panama. Before standardizing to 1435mm the variety of
gauges was endless, and when the standardization was complete basically only
three gauges remained, 914mm, 1067mm and 1435mm (plus 1524 in Panama).
Doug



> Jukka has some problems with his computer, so I send his message this
> time:
>
>  E.P.
>
>
> By the time when USA entered into Civil War there were
> some 6ft, 5ft and 4ft 8 1/2in railways. The Companies
> operating on 5ft gauge were;
>
> * Alabama - Chattanooga
>
> * Alabama - Florida
>
> * Altanta - La Grange
>
> * Altanta - West Point
>
> * Augusta - Savannah
>
> * California Central
>
> * California Northern
>
> * Charleston - Hamburg
>
> * Charlotte - South Carolina
>
> * Darlington - Cherow
>
> * East Tennesee, Virginia & Georgia
>
> * Elizabethtown & Paducah
>
> * Evansville - Henderson & Nashville
>
> * Georgia R.R. & Bancing Co
>
> * Girard & Mobile
>
> * Grand Trunk
>
> * Greenville & Colombia
>
> * Knoxville & Kentucky
>
> * Memphis & Charleston
>
> * Memphis & Little Rock
>
> * Memphis Branch R.R.
>
> * Memphis & Clarksville & Louisville
>
> * Missisippi Central
>
> * Mobile & Ohio
>
> * Monroe
>
> * Muscogee
>
> * Nashville & Chattanooga
>
> * New Orleans, Jackson & Great Northern
>
> * Norfolk & Peterburg
>
> * North Eastern ( Tullulah Falls)
>
> * Owensboro & Russellville
>
> * Pensacola & Georgia
>
> * Richmond & Danville
>
> * St.Louis, Iron Mountain & Southern
>
> * Savannah, Albany & Gulf
>
> * Savannah, Skidway & Seaboan
>
> * Selma, Rome & Dalton
>
> * South Carolina
>
> * South Side
>
> * Union Railway of Chattanooga
>
> * Vicksburg & Jackson
>
> * Vicksburg & Meridian
>
> * Wilmington & Raleigh
>
>
> Any comments?
>
> Jukka Nurminen
> Helsinki Finland
>
>
>
>
> [Non-text portions of this message have been removed]
>
>
> ------------------------------------
>
> --Yahoo! Groups Links
>
>
>

> Before standardizing to 1435mm the variety of
> gauges was endless, and when the standardization was complete basically only
> three gauges remained, 914mm, 1067mm and 1435mm (plus 1524 in Panama).
>

And 610mm, too.

Yes, but only in one part of the country and the amount of .610 miles was
very small. I listed only three as they were the only ones to exist with any
significant mileage. If you count industrial trackage then the list would be
longer.


>> Before standardizing to 1435mm the variety of
>> gauges was endless, and when the standardization was complete basically
>> only
>> three gauges remained, 914mm, 1067mm and 1435mm (plus 1524 in Panama).
>>
>
> And 610mm, too.

Another comment from Jukka.

E.P.

Hei Janis

Finland was The Grand Duchy of Finland and part of the Russian Empire
when first railway lines were built here.
Thus the common 5ft gauge for military reasons.

Today the 1524 mm gauge is a good one when looking the overall
position as a whole, because it forms connection from Hanko
to the China border without bogie changes. But the north - south
connection
via Baltic States built to 1432 mm from Helsinki via railway tunnel
under
Gulf of Finland to nearby Tallinn would be essential if someone wants
to transfer
the trade from rubber wheels loaded in car ferries to cross the
Baltic Sea
Barrier to the "Island" called Finland.  That is looking the question of
southern trade routes. Russia does not allow a direct rail service
via her territory from the
Black Sea ports which are located in Ukraina. Then there is Belorussia
just located so that it prevents all developing of direct north south
train
connections. If a country does not  allow other country´s trains to
cross its
own territory, it is a brake on the way in developing these north
south train
connections. Think of this. Today most of the seasonal citrus fruits
imported to Finland come from the Middle East. Loaded into containers
and
shipped out of Haifa at first to Rotterdam or Hamburg, then
tranferred to
smaller ships or transferred into rubber wheels to reach Finland via
Baltic
Seaway or by a lorry through Denmark, and Sweden fo car ferry to
reach Finland. Or transported by rubber wheels to Tallinn using Via
Baltica.
It was not long time ago I read one research where it was calculated
that
the imports from the southern direction into Finland needs a capacity
of 11.000
two axle freight railway wagons. If half of these could be changed to
rails it
means DAILY 5.500 two - axle freight wagons ie. 2,750 bogie wagons
through 1432 mm gauge rails through Baltic Railways to Tallinn and
further
via railway tunnel to Finland into Helsinki area where there lives more
than 1.000. 000 inhabitants and where all central storages are
located. From
these distribution centers the imported goods can easily been
transported
all around Finland ie to the rest of the 4.000. 000  inhabitans.

Russia is now reported to concentrate all its exports ind imports to
its own harbours by
2015. Thus the only secure future for existing Baltic railway networks
is to change at least one south - north main line to 1432 mm standard
European
gauge to replace the diminishing Russian export / import traffic with
Finland´s export /
Import traffic from Central Europe via Poland. This is the main
question.
If you divide 2.750 freight wagons to 120 axle trains it means DAILY
one train
each hour around the clock. This is the reason why Gulf of Finland
railway
tunnel should be built as soon as possible.

Regarding the Moscow - Wien 5ft railway line; A one old friend from
Wien (Vienna)
said: Pure Russian fancy. Who pays the building of such high capacity
line.
Not European Union. It (EU) does not want to go into situation where
Russia is
controlling all transportation alone. All the energy in the hands of
the Russians, all the transportation as well
simply does not work.

Jukka Nurminen
Helsinki Finland



[Non-text portions of this message have been removed]

Dimitri

Haa my computer works at last in quite unusual way.
Also the copymachine, so at last you will have the
copies of the book I promised long time ago.

As one can see from the list the USA 5ft area was
located in the South ie. in the area of the Confederation.

There were 6ft, 5ft 6in, 5ft, 4in 8 1/2 in use in 1861.
Of course the situation changed dramatically in the
Civil War period and the mileage of 4ft 8 1/2in gauge
correspondly increased, but if I now remember correct
Rogers delivered last new 5ft gauge locomotives to
US railroads as late as 1883. And during the critical
years 1915 - 1916 the Russians seeked even these
old locomotives then already out of service to be sold
to Russian industry as well as from Panama dump.
They did follow there the Japanese who seeked 5ft
locomotives of ex Belgian built tank locomotives to
operate (with auxliary tenders) the Dairen - Port Arthur
line during the Russo - Japanese War in 1904 - 1905.
Unlucky for the Japanese a Russian cruiser squadron
sink some of the steamers on their way to Dairen with
many of the locomotives.

In Stoletuje Zheleznyh Dorog the the total lenght of
USA railways is reported as;

* 1840 4.534 km (Russia 26 km)

* 1850 14.515 km (Russia 601 km)

* 1860 40.292 km (Russia  1.589 km)

* 1870 85.139 km (Russia 11.243 km)

* 1880 150.717 km (Russia 23.857 km + 125 km in Asia)

* 1890 289.409 km (Russia 30.957 km + 1.433 km in Asia)

* 1900 311.094 km (Russia 48.197 km + 2.669 km in Asia)

* 1910 388.173 km (Russia 59.559 km + 6.544 km in Asia)

* 1922 405.936 km (Russia 49.568 km + 5.790 km in Asia)

The narrow gauge section shows the total lenght of 3ft
gauge in common carrier service to be in 1922 2.068 km
or 0.5 % of the total 405.936 km.

All gauges less than 1435 mm is reported in above book
to be narrow gauge lines and the list of them is;

*1397 mm
*1330 mm
*1220 mm Guadaloupe, Martinique
*1219 mm
*1218 mm
*1200 mm
*1188 mm
*1157 mm
*1106 mm
*1100 mm
*1093 mm
*1070 mm
*1067 mm Newfoundland, USA
*1055 mm Hedjah (Mekka Bahn)
*1050 mm
*1016 mm USA
*1000 mm Puerto Rico
*990 mm
*980 mm
*962 mm
*960 mm
*950 mm Italy
*948 mm Cuba
*945 mm
*940 mm
*915 mm
*914 mm United States of America (first Denver & Rio Grande 1870)
*900 mm
*891 mm Sweden
*890 mm
*884 mm Cuba
*850 mm
*800 mm Cuba
*785 mm Denmark, Germany
*763 mm Cuba
*762 mm Cuba, USA
*760 mm
*750 mm
*711 mm Cuba
*700 mm
*670 mm
*660 mm Cuba
*650 mm
*630 mm
*614 mm Cuba
*610 mm
*609 mm Cuba, USA
*597 mm
*590 mm
*557 mm
*550 mm
*535 mm
*520 mm
*510 mm
*500 mm
*457 mm
*410 mm
*381 mm
*250 mm USA (one line)
*187 mm

The most common narrow gauges were; 1067 mm, 1000 mm
915 mm, 914 mm, 762 mm, 750 mm, 610 mm and 600 mm.

In 1922 there were around the world in common carrier railways;

* 1067 mm 79.002 km
* 1000 mm 128.789 km
* 0914 mm 8917 km
* 0762 / 760 mm 13.098 km
* 0610 mm 3530 km
* 0603 / 600 mm 2823 km

Some other figures which might be of interest;

USA 2006 Population 300 million
Average age of living expectation men 75, women 80
Defence budget 537 billion US dollars
Strenght of armed forces 1.498.000  persons
Energy: 10 % of world oil and consumes 24 %
National Gross Income / person 29.700 euro

European Union 2006 Population 491 million
Average age of living expectation men 75, women 81
Defence budged 264 billion euro
Strength of armed forces 1.852.000 persons
Energy: Depending from Russia 33 % of import and 40 % narural gas import
National Gross Income 23.500 euro / person

Russia 2006 Population 144 million
Average age of living expectation men 59, women 72
Defence budget 70 billion dollars
Strenght of armed forces 1.027.000 persons
Energy: Enermous reserves, not depending from import
National Gross Income 4.700 euro / person

On 16.09.2008 Prime Minister Vladimir Putin told that Russia
will increase its defence budget by 27 % in 2009. According to
News Agency Interfax Putin told; " Nearly 2.4 billion roubles
(66 milliard euro) will be spend to national defence and security.
Increase of 27 per cent." This reported by Reuters.
That´s for developing the new harbours and improve rail services.

Jukka Nurminen
Helsinki Finland




[Non-text portions of this message have been removed]

BTW, that Michael Laudahn turned out to be a well known Internet
troll. Try googling his name... And he was bold enough to write a
letter to the President (!) of my Univeristy accusing me of being a
Soviet "apparatchik." Sheesh...

2008/9/17 Doug Cummings <DougCummings@...>:
> Yes, but only in one part of the country and the amount of .610 miles was
> very small. I listed only three as they were the only ones to exist with any
> significant mileage. If you count industrial trackage then the list would be
> longer.

Agree.

It is good to discuss of the matter in these pages.
The development of the European railway network
to the current situation has a long historical roots
in the past railway history. The greatest changes
happened as a result of two World Wars , the 1914 -
1918 war and 1939 - 1945 war. The gauge changes
what happened during the WW1 and the aftermath
meant the eastward expansion of 1435 mm gauge
in expence of the Russian 1524 mm, mainly in
Russian - Poland and Lithuania. In the period 1919 -
(1939) 1944 the 1435 mm gauge lines had reached
Riga and Daugavpils in Latvia. Whole railway network
in Lithuania was 1435 mm gauge, as well as all the
PKP operated lines in Wilno area, Wolhynia and
Polessia and Podolia. The Bessarabian lines were
also operated as 1435 mm gauge lines by CFR.
Only Finland, Estonia and Latvia remained as 1524
mm gauge countries as well as of course Russia
(Soviet Russia, then Soviet Union).

Thus, it was possible to arrange direct train connections
from Paris via Köln, Berlin, Königsberg, Virbalis, Kaunas
and Siauliai to Riga. From Berlin via Köningsberg, Tilsit,
and Siauliai to Daugavpils. From Kaunas to Wilno in 1938.
(The Lithuanian / Polish border had been closed since the
Polish occupation of Lithuanian Vilnius area in 1919 and
again in 1920.) From Königsberg via Allenstein to Warsaw.
From Warsaw  via Turmantas and Zemgale to Daugavpils
using ex St.Petersburg - Warsaw main line a distance of
597 km (371 miles).  Wilno - Molodedeczno - Olechnowicze
146 km using the ex Liibava (Libau / Liepaja) - Romny main
line. Olechnowicze was only 48 km short of Mensk (Minsk).
Also the Polish PKP trains run from Warsaw via Sieldce,
Czeremcha, Hajnowka, Mosty, Lida, Molodeczno to Zahacie
a distance of 690 km. Zacacie was only 35 km south of Polatsk,
located on the former Moscow - Rybinsk - Vindava Railway´s
mainline out of Moscow to Jakobstadt on the Daugava river.
The Warsaw - Moscow through traffic did not use at all the
current Warsaw - Terespol - Brzesc - Zabinka - Iwacewicze -
Baranowicze 416 km line. Instead the express train service
run over 397 km Warszawa Glowna - Bialystok - Wolkowysk -
Baranowicze line to Stolpce (468 km) where the Poles built
accoring to UIC standard new custom station building and
also a PKP locomotive depot. The distance to Mensk (Minsk)
from PKP Stolpce was 71 km. The Russians in their turn
expanded the Niegoreloje station, to meet the international
standard of border station. Negorelojo was the most eastern
station which could be reached by standard 1435 mm gauge.
The 1524 mm gauge trains run to Stolpce. This 25 km section
was dual gauged for both 1435 mm and 1524 mm operation.
Another express train connection was arranged over route from
Berlin via Köningsberg - Tilsit - Siauliai to Daugavpils where
it was connected with direct 1524 mm gauge Riga - Daugavpils -
Smoliensk - Moscow express train. The PKP lines Bialystok -
Blesisk Podlaski - Czeremcha - Brzesc 132 km, and Brzesc -
Chelm 114 km were used in internal north - south rail connection.
The important direct passenger train link with PKP express
train service was formed over the Wilno - Lida - Nowojelnia -
Baranowicze (Polessia) Stn (200 km) and Baranowicze - Luniniec
(116 km) oprated by PKP Direction Wilno and PKP Direction
Kowel operated the section Luniniec - Dabrowica - Sarny - Rowno
(114 km) and Rowno - Zdolbunow - Brody (113 km). Direction
Lwow operated the Lwow Glowna - Krasne - Brody section
(93 km). The total distance of Wilno - Lwow was 636 km.
In practice DOKP Wilno locomotives operated to Baranowicze.
DOKP Kowel locomotives to Zdolbunow and DOKP Lwow
locomotives to Lwow (Lemberg). All these areal district railway
organisations fell with their locomotives into Soviet hands
in September 1939. In addition to those which the Poles managed
to evacuate eastward from the more western located DOKP
locomotives, more than 2.000 standard gauge steam locomotives.
If asked from ordinary Russian railway worker who built the
railway lines in all the areas including also Austrian Poland the
answer is simply "We, the Russians". This doctrine lives still
strong among the ethnic Big Russians who still forms the
majority of railway personel in Estonia, Latvia, Lithuania,
Belorussia and about half in Ukraina, and in Bessarabia.

It would be theoretically possible to agree with EU and Estonia,
Latvia, Lithuania, Belorussia, Ukraina and Moldovia (Bessarabia)
a long term agreement to select the number of the railway lines
which are now of category "second class mainline" and change
the gauge of these lines to standard West European gauge 1432 mm.
But in addition leave the most important east - west lines to 1520 mm.

Here is one example. The so called Kaliningrad District. The main
line from the Vilnius to Kaliningrad (Königsberg) is double track line.
The Russians reject all changes to change the gauge to 1432 mm.
They even demanded visa free through journeys across independent
Lithuanian territory for its citizens to and from Königsberg enclave.
And the time to cross the Lithuanian territory was demanded to be
12 or 24 hours to do the journey inside Lithuania. The same time
Belorussia is cashiering those few EU citizens who travel through
their territory from Lithuania to Poland via Hrodna (Grodno). There
is not even a single through working over the shortest route from
Warsaw to Vilnius at this moment. The difficult 575 km train
connection Warsaw - Bialystok -  Suwalki - Sestokai - Mariampole -
Alitus - Kaunas - Vilnius is hardly used at all, because one have to
change the trains at Sestokai, and  Mariampole. The only available
paeenger train connection in summer 2008 was from Warsaw at
07.20, From Bialystok 10.10. From Suwalki 10.55 arriving to Sestokai
at 12.32. Departure Sestokai 15.03, Arrive to Mariampole at 15.41.
Change of trains and then continue the difficult journey at 15.58.
Arrive to Kaunas at 17.10 and finally reach Vilnius at 17.56. This
for a journey of 575 km. In summer 1939 PKP could provide with
direct express train from Warsaw Glowna d. 09.24, d. Bialystok
11.56, d. Grodno 13.00 and arrive to Wilno at 14.50. This with
steam locomotives and 69 years ago. What a successful progress
indeed. From Wilno the journey continued at 15.05 behind class Ok1
or Pd5 class locomorives to Polish / Latvian border at Turmantas at
17.12. After the pass control the Polish train continued at 17.35 to
Latvian side of border to Zemgale arriving at 17.40 (CET).
Here the passengers changed to the LVD 1524 mm gauge train
which departured at 18.11 (CET) arriving to Daugavpils at 18.41 (CET).
Some local passenger coaches from Indra - Daugavpils local was
coupled to the train which departed as an express to Riga at 18.52.
Stopping en route at Krustpils at 20.20. Here the Moscow - Riga
through cars were coupled onto train which departured at 20.32.
Plavinas stop at 20.48 / 20.50 arrive to Riga at 22.32.
Change of train to Riga - Tallinn express. Departure from Riga
at 23.58, Valmiera 02.14, Latvian Valka 03.14. Estonian Valga 03.32
Elva 04.30, Tartu 05.01, Tamsalu 06.40, Tapa 07.00 arrive to Tallinn
at 08.00. Taxi to Tallinn harbour and departure by steamer to Helsinki
at 09.00 arrive to Helsinki South Harbour at 13.00. Tram to Railway
Station. Departure express train 11 to Viipuri 16.10 arrive to Viipuri
at 21.14. (313 km). Or departure by night train 65 at 19.50 to Oulu
(753 km). Arrive at 10.34. Departure with passenger train to Tornio
(132 km) 10.46 arrive to Tornio 13.52 to Haparanda (Sweden) at 14.30.
Departure from Haparanda at 15.18 arrive to Boden at 19.18,
Overnight stay in Boden and continue next morning at 09.22 arriving
to Narvik at 17.25.
Or, if the Arctic Sea fishermen decided to go the Europe. Autobuss;
Liinahamari d.18.30, Petsamo d.19.00, Salmijärvi d. 20.55, Virtaniemi
d.23.40, Ivalo d. 01.40, Sodankylä d. 07.00 arrive Rovaniemi 09.00.
Distance over "Jäämerentie" (Arctic Sea Road) 531 km.
Train to Helsinki (973 km) Rovaniemi d.10.16. Kemi d.13.04, Oulu d.
15.15, Kokkola d. 18.47, Seinäjoki d, 21.30, Haapamäki d, 00.35,
Tampere d. 03.20 Riihimäki d. 05.47, Helsinki arrive 07.00
Or Karelian businessmen from Viipuri d. 06.05, Simola d.06.40,
Kouvola d.07.54, Lahti d. 08.48, Riihimäki d. 09.45, arrive Helsinki at
10.40.  Helsinki South Harbour departure at 15.00 arrive to Tallinn at
19.30. Taxi to Tallinn Railway Station. Express train to Riga at 20.00
Tartu d. 23.38 Estonian Valga d. 01.02, Latvian Valka 01.22, Valmiera
d. 02.18, Ieriki d. 03.21, Arrive to Riga 05.00. Change of 1524 mm train
to Riga - Berlin - Paris express train. Departure 05.25, Jelgava d. 05.59,
Meitene d. 06.27, Joniskelis 06.45, Siauliai d. 07.35, Radviliskis d. 07.53,
Kaunas d. 09.45, Kazlu-Ruda d. 10.15, Virbalis d. 11.03, Eydtkau d.
11.21, Insterburg d. 12.09, Königsberg d. 13.16, Elbing d. 14.36,
Marienburg d. 15.07, Tczew (Dirschau) d. 15.28, Chojnice d. 16.59,
Schhneidemühl d. 17.56, Küstrin d. 19.40, arrive Berlin Schles.Bf at 20.44
Nord Express L12 Berlin Schlesischer Bf d. 21.10 Friedrichstrasse d.21.20,
Zoologischer Garten d. 21.32, Hannover Hbf d. 00.25, Hamm d. 02.18,
Köln Hbf 04.05 Aachen Hbf 05.11 Herbesthal d.05.52 Liege / Luik d. 06.39,
Paris Nord arrive 10.55.
I have changed all local times to CET (Central European Time).
What can be said, is that the 1524 mm prevent any rational long time
investments to develope the railways as a whole in the Eastern Europe to
provide today in 2008 even equal level than they were in summer 1939.
EU is a real paper tiger in this field. The Commision has not a single expert
in their payroll who really knowns what sould be done. To stop the 1432 mm
gauge to Kaunas is the worst stupidness I have heared for a long time.
There is no money, no, because all are lobbied to the so called "Southeners".
Now Greece has nearly upgraded and modernised her entire railway network.
Spain is supported, Portugal is supported, Tunnel under the Strait of Gibraltar
to receive the phosphates from Morocco and Algeria. The list is growing all
the time money to the south. But then just a small part of Warsaw - Vilnius
mainline runs through Belorussia a total of 83.0 km between Kuznica and
Marcineance running through Hrodna (Grodno). If Belorussia is an independent
country EU should try to reach an agreement to change a 1524 mm gauge of
the second track over this line to standard West European gauge of 1432 mm
and to allow the EU countries trains to use this route to Vilnius.
Then to build a totally new 1520 mm gauge railway to connect Hrodna to
Kaliningrad enclave via Sapockin (Sapackine), cross the EU and Belarussia
border on Mara River, via Kapciamiestis - Kuciunai - Akmeniai - Budvietis -
Sangruda - Liubavas - Vygreliai - Vystytis to Nevskoje (Schossbach) and
Nesterov (Ebenrode) on the Vilnius - Kaunas - Virbalis - Kaliningrad
(Königsberg)
main line. There is the existing ex German built branch line from Nesterov to
Nevskoje. With is arrangement the Russians through traffic via Vilnius to their
"Mother Russia" could be removed out of the sight of Vilnius inhabitants.

Jukka Nurminen
Helsinki Finland





   The direct distance
over Bialystok - Hrodna  to Vilnius is







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At first small correction. The section Stolpce -
  Negorloje section (according to 1914 statistic)
is 25 versts ie. 26.675 km.

According to my map the adminstrative border
between the Russian Federation and Respublika
Belaruss on the former Alexander (Moscow - Brest)
Zh.D. is at the moment just west of the railway
station named Krasnoje (The Redish), with buffet
service, according to the 1914 statistic 456 versts
(486.55 km) west of Moscow Belarussia Railway
Station. The first railway station on the Belaruss
side is named Tsuhovtsy, then followed  by Kirajevo.
The border is actually about three kilometres
west of Krasnoje station and about 7.2 km
east of Tsuhovtsy platform. In spring 1914
offical timetable next station west of Krasnoje
is named Osinovka 480 versts (512.2 km)
west of Moscow. Krasnoje itself is located just
west of River Dnjepr and the old Mensk (Minsk)
postroad runs parallel to the later built railway line.
Or must it be to understand that the Russian
Federation Railways owns, and operates also
the Belaruskaja Tshyhunka? Or what about the
(written in Latinized Ukraina language) Ukrzaliznitsja.
Is this (should be an independed) railway organisation
also under the Russian Federation MPS control?.
And then is Calea Ferata Moldova on the same
category? The Smoliensk - Vitiebsk line crosses
the Russian Federation and Respublika Belaruss
border between Russian Rudnja, located on verst
point 516 (550.6 km) from Riga and 424 versts of
Orel. Next station west of Zaolsha
is named Liozno, 496 versts (529.2 km) east of Riga.
However, in later years many additional railway
stops and platformas were added on the line.
stopping place 416 km (out of Smoliensk toward
Vitiebsk), Posjelnovaja stopping place 439 km,
stopping place 450 km, stopping place 462 km,
(last railway stop in Russian Federation side, serving
Sopjenets, Peski, and Kruglovska settlements).
Belorussian station Zaolsha is located about 2,4 km
inside Belorussia.
Thus the Moscow - Brest (1100 km)mainline
is 486.6 + 3.0 = 489.6 rounded to 470 km
inside the Russian Federation territory and 630 km
inside Belorussian territory. Or 42.7 % and 57.3 %.
The station catalogue from Smoliensk toward Brest
in spring 1914, before the WW1 was;
* Smoliensk 392 versts (418.3 km) buffet
* Platforma 401 verst (427.9 km)
* Katyn 412 versts (439.6 km)
* Vonljarovskaja platforma
* Gusino (Husino) 435 versts (464.1 km)
* Krasnoje 456 versts (486.6 km) buffet
* Osinovka 480 versts (512.2 km)
* Khystino (Hystino)
* Orsha (Orsa) 504 versts (537.8 km) buffet
* Kokhanovo (Kohanovo) 526 versts (561.2 km)
* Tolotshin 545 versts (581.5 km)
* Slavnoje 567 versts (605.0 km) buffet
* Bobr platforma
* Krupki 592 versts (631.7 km)
* Prijamino 607 versts (647.7 km)
* Borisov 628 versts (670.0 km) buffet
* Zholino 646 versts (689.3 km)
* Vitgenshtejnskaja (Wiethensteiner) 667 versts (711.7 km)
* Kolodishtshni 687 versts (733.0 km)
* Minsk (Mensk) 704 versts (751.2 km) buffet
* Fanipol 724 versts (772.5 km)
* Tshapskago (Shapska´s) platforma
* Kajdanovo 738 versts (787.4 km)
* Negorloje 748 versts (798.1)  Ex Border station 1921 - 1939
* Stoltshy (Stoplce) 773 versts (824.8 km) buffet
* Zamirje 795 versts (837.6 km) buffet
* Pogorjeltsy (Pohorjeltsi) 814 versts (868.5 km)
* Baranovitshi Aleksandr 836 versts (892.0 km) buffet
* Skobeljevskij (military) lager 857 versts (914.4 km) buffet
* Domjanovo 882 versts (941.1 km)
* Kosovo 908 versts (968.8 km)
* Pogodino (Pohodin) 932 versts (994.4 km) buffet
* Linjevo 957 versts (1021.1 km)
* Tevli 981 versts (1046.7 km)
* Zhabinka (Zhabin) 1001 verts (1068.1 km) buffet
* Brest - Tov. (Freight)
* Brest Tshentralnyj (Brest - Central) 1025 versts (1093.7 km) buffet

Jukka Nurminen
Helsinki Finland





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