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de:Transsibirische Eisenbahn The Transsiberian Railway is a railway line that runs across Russia from Moscow to Vladivostok. It passes Volga River, Ural Mountains, southern Siberia, Lake Baikal and terminates on the shore of the Pacific Ocean. The Transsiberian Railway line is the most important traffic connection within Russia and the longest Railway line worldwide. It has connections to Mongolia and China and attracts many tourists.

9289 km or 2988 km?

In the article, it says the line is 9289 km long, but the other wikis, as well as Image:TransSiberianRailwayAtKm9288.jpg, all say 9288 km ? Which is right? // — GurraJG | Talk 19:28, 10 May 2005 (UTC)

  • Indeed, the marker in Vladivostok shown on the picture says 9288 km, so I would be inclined to believe this value, and will change the article accordingly. And anyway, a difference of 1 km over a total of 9288 km is meaningless, especially since it is not clear exactly where the counting start in the first and last station. Schutz 21:20, 8 September 2005 (UTC)


Actually they're both right!!

A friend and I have just come back from travelling the Trans-Mongolian, and (perhaps unusually) we travelled *to* Moscow rather than *from* it. (Although we never went to Vladivostok so we can't prove *this* particular issue.) We noticed that the both the kilometre markers, and the 100metre posts, were labelled differently depending on which side you were looking at. The 100m posts went from 10-2 going *to* Moscow, and from 1-9 coming *from* Moscow.

In addition, the kilometre posts had different figures on both sides; we're not quite sure *why*, but for an example, whilst the obelisk marking the boundary between Asia and Europe is indeed at the 1,777km post coming *from* Moscow, going the other way the same marker post reads 1,778km. (We have no documentary proof of this as it's somewhat tricky to take a picture of two sides of the same post simultaneously, especially when travelling around 50kph ...)

Assume that the same must be true at Vladivostok, where I would imagine that looking 'towards' Moscow the post would say 9289km but arriving at the station it would show 9288km. If someone could confirm this logical conclusion it might resolve this issue! (I guess it depends on whether you consider the 'start' to be at the buffers of the line or at the end of the station platform?)

(if this doesn't look right it's because this *is* my first ever post ... !!) Sandwell 12:32, 10 May 2006 (UTC)

Welcome to the 'pedia, Sandwell. Your post looks all right, don't worry. As far as I know, the reason for the double-marking is that a "kilometer" does not refer to a precise point, but to the entire distance between two posts — if you look at it this way, having the same number on both boundaries makes sense, and 9289 is indeed the real total distance. But in any case, there is much confusion with the kilometer posts, especially around Moscow, where the train can use several different itineraries, and even if the "default" track has changed over the years, the posts have not been updated all the way to Vladivostok. The total distance is thus approximative in any way. On my side, I did not even have the opportunity to take a picture of the 1,777km post — going towards Moscow as well, I had been waiting for about 30km with my camera, and when we arrived near the obelisk, a freight train decided to pass between us and the obelisk... very, very frustrating, I can tell you... All the best, Schutz 12:57, 10 May 2006 (UTC)

this article is copied from another webiste

A lot (if not all) of the history section is copied from http://www.kolchak.org/History/Siberia/Trans-Siberian%20Railroad.htm

I hope permission has been given for this!

(comment above was made by 82.32.30.2 on 27 November 2005, 02:17).

Seems like a valid point; note that the link mentioned above does not work, but a version of the page is still available in the google cache. In particular, the second paragraph (starting with Similar to the First Transcontinental Railroad in the USA...) and the fourth one (starting with Convict labour, from Sakhalin Island and other places...) are very similar to the web page cited above. I'll see if I can change that. Schutz 01:28, 18 December 2005 (UTC)

Prices and safety

I'm thinking of taking this trip from Moscow to Vladivostok but the information on the net is pretty scarce (probably because I can't read Russian). This article is pretty good but I was wondering if anyone had any information about the costs of the ticket and about the safety assured by the authorities. Being stuck for 7 days on a train that passes through some of the most remote places on earth could be dangerous unless the authorities took precautions for the safety of the passengers.

Do not worry about safety! During my last travel I met an electrical engineer from Tokyo. He said to me that he travelled from Moscow to Vladivostok twice. No problem at all!Sea diver 07:24, 21 February 2007 (UTC)

Line speed?

What is the typical / maxiumum line speed on the route? As a lower bound, 9,288 km / 5,772 mi over 7 days gives about 55 km/h / 35 mph. Tompw 16:31, 28 August 2006 (UTC)

According to Russian railways website, a trip Moscow-Vladivostok takes 202 hours, which is 46 km/h average speed. The highest speed is achieved at Omsk-Novosibirsk section, which is very plain and straight. Which particular speed - I can't tell that. I can only guess by figures I've read - it is between 80 and 100 km/h. I've read about suburban trains here, making 100 km/h, but that is considered unsafe (for pedestrians crossing the railway - they might not notice an approaching train). --Ъыь (mailbox) 08:59, 20 January 2007 (UTC)

Human cost

Shouldn't there be something about the number of people who worked on the construction and the death toll? Clarityfiend 15:00, 1 February 2007 (UTC)

If you can find an unbiased and accurate reference, then by all means.

-G

Moscow-Pyongyang

Removing references to this as being longer than the Moscow-Vladivostok route. Moscow-Pyongyang route is currently only 8626 km, qv. [1]. Pyongyang service is provided by a branch of the Trans-Manchurian so adding reference there. (Train detaches at Chenjan and waits for the Beijing-Pyongyang train?) --Kain 15:56, 30 March 2007 (UTC)

Foot in mouth time... found the direct service to Pyongyang... will alter. --Kain 16:36, 30 March 2007 (UTC)

Good Article Review

This article is currently at Good Article Review. LuciferMorgan 11:11, 3 April 2007 (UTC)

History

I think the history section contains some obvious errors:

The route was opened by Tsarevich Nicholas Alexandrovitch of Russia after his eastern journey ended.

It was the road construction that was inaugurated by Crown Prince Nicholas in Vladivostok on 31 May 1892. By the time the road opened he already became tsar Nicolas II.

In 1898, the first train reached Irkutsk and the shore of Lake Baikal. The railroad ran on to the East, across the Shilka and the Amur rivers and soon reached Khabarovsk. The Vladivostok-Khabarovsk branch was built a bit earlier, in 1897.

The original track went what was called Chinese Eastern Railway and is now known as Trans-Manchurian line. It was opened in 1903-1905. The Ussury branch was indeed build in 1897 and it was indeed a branch to Khabarovsk, it was not meant to be the main road until after the Russian-Japan war, when the nother route (Amur railway) was started in 1907.

(Source: [2],[3], all in Russian) Beil 22:22, 29 May 2007 (UTC)

Weather Conditions

How does the railway manage to continue to function throughout the harsh winters? If it were run by the former British Rail or its successor organisations, it would presumably be a summer service only. Millbanks 08:09, 28 June 2007 (UTC)

Please correct the errors you see

Thank you, JN, for your attention to the article and for providing valuable information here. You are welcome to make improvements to the article.Steveshelokhonov 21:12, 8 August 2007 (UTC)

From St. Petersburg to Vladivostok

Original purpose of the Trans-Siberian Railway was to connect St. Peterburg, then the capital of Russia, with Vladivostok, as was declared by the Tsar Alexander II and Tsar Nicholas II in several official written documents and public statements. While the Siberian portion is correctly attributed to the segment between Chelyabinsk - Vladivostok, the main goal and purpose of the entire railway is essentially the full uninterrupted route from St. Petersburg to Vladivostok.

In 1889, Sergei Witte was appointed Director of Railway Affairs by the official order from the Tsar Alexander II. Witte took this office in St. Petersburg and was put in charge of one of the largest state-funded budgets in the history of railroad constructions in the world. About one billion and a half of "old rubles" was the enormous sum of money at that time, comparable to the military budget of Russia. The strategic importance of this railroad led to construction of several additional branches, four parallel railways in central and northern Russia, and several additional projects in Siberia, Mongolia, China and in the Far East.

St. Petersburg was the original starting point for the complete journey. The train from St. Petersburg to Vladivostok is currently in operation on regular weekly schedule.Steveshelokhonov 21:12, 8 August 2007 (UTC)

Photos in "Construction" paragraph

I question the two beautiful photos contained in the "Construction" paragraph. They are both labelled as being taken in 1910, but color photography was very uncommon before the mid-1930's. They really don't look like they were hand tinted. Could the date be wrong?

Dan Snyder - the Fancy Dancer (ballroom) fancy_dancer@wideopenwest.com —The preceding unsigned comment was added by 12.107.188.130 (talk)

These pictures were taken by Sergey Prokudin-Gorsky. The article explains how he managed to create the colour photographs. Also, there's a gallery of his images on Wikimedia Commons. Ae-a 19:26, 23 August 2007 (UTC)

route template

I have updated the route template to the same as Bryn Thomas's trans-siberian handbook. Before it stated that the route passed through Vladimir and Nizhny Novograd, which it doesn't. It passes through Yaroslavl, hence the train departing from Yaroslavsky terminal. The km markers were all out of kilt. I have updated to what the book says. As to the smaller stations, I will be going through later and adding them in and including them in as collasped sections, like I have started. Nomadtales 11:38, 11 September 2007 (UTC)

Information banners

I guess we have to put an warning about the long information banners. If these banners are on "show" mode then the whole article looks messed up. (due to the relative lengths of the written up article body and the height of images are the desktop size ). The images are displaced out of context at the end of the article and the edit buttons are all displaced to various places. so my suggestions are :

1) an warning about the long information banners, instead can also consider horizontal ones, with the railway map.

and/or

2) a separate gallery for the images at the end of the article,

since the images are good and an integral part of the article, it is essential to keep them in proper sections of the article. Jeroje 06:18, 6 October 2007 (UTC)

Technical limitations reached on this article

In case you hadn't noticed, a large number of templates aren't getting displayed on this page. Looking at the page source, the following text appears quite a few times... 

<!-- WARNING: template omitted, pre-expand include size too large -->

When this happens, the template isn't rendered, but simply displayed as a link to the template. I think the problem is in the multiple infoboxes here and their calls to all the route diagram templates pushing up the template count. So, what do we split out to another article to resolve this problem? My first thought would be to put the route information for each of the three routes listed into their own articles, since that's where the route diagrams make the most sense. Slambo (Speak) 21:25, 4 December 2007 (UTC)

I found the page I was thinking about that described the template limitations: Wikipedia:Template limits. Slambo (Speak) 21:53, 4 December 2007 (UTC)

This was working previously, for some reason it has just now stopped. The only way to fix the problem is to reduce the size of {{Trans-Siberian Railway}}. Seeing as I created the monster I know that there are tons of little stations included on the route guide that can be removed and are not really necessary. The only thing is getting around to doing it. Nomadtales (talk) 00:04, 5 December 2007 (UTC)

I've commented out the three route templates for now. Mackensen (talk) 12:21, 5 December 2007 (UTC)

Russia/North America Line

Why was the part about a train from Moscow to Vancouver, Toronto, and Montreal removed --Heart Like a Wheel (talk) 17:44, 3 June 2008 (UTC)

It's unrealistic at the moment. I have heard talk of a Bering Strait tunnel, but until that is actually built and until there is a reliable source that we can cite, its removal from the article is a nearly foregone conclusion. Slambo (Speak) 18:03, 3 June 2008 (UTC)

Article full of errors

This is one of the most low quality articles I have found in Wikipedia. It can clearly be seen that it was written by non specialist in railway matters. The original Siberian Railway started from Tsheljabinsk and ended in Irkutsk. In Irkutsk the local time was changed 4 hours 58 minutes ahead of St.Petersburg Mean Time (2 hours 2 minutes ahead of GMT) to Irkutsk Local Time which was followed to Mantshuria. Chinese Eastern Railway started at Manchuria Station and ended at Pogranitshnaja Station, a distance of 1388 versts (1481 km). On Chinese Eastern Railway the Harbin Local Time, 6 hours 25 minutes ahead of St.Petersburg Mean Time, was followed to Vladivostok.

The so called TRANS SIBERIAN train service run from Moscow to Vladivostok over Moscow - Kursk Zh.D, Zysran - Vjazma Zh.D, Samara - Zlatoust Zh.D, Siberian Zh.D, Zabaikal Zh.D, Chinese Eastern Zh.D and Ussuri Zh.D. The St.Petersburg - Vladivostok train service run over Northern Zh.D and Perm Zh.D to Tsheljabinsk and then over the route described above. Up to July 1914 this route offered the longest sleeping car service in the world operated by the International Sleeping Car Company, the ones a week direct Warsaw - Smolensk - Moscow - Samara - Ufa - Tsheljabinsk - Novonikolajev - Krasnojarsk - Irkutsk - Verhneudinsk - Harbin - Vladivostok v.v. 1. and 2. class sleeping cars. The Moscow portion run twice a week and the St.Petersburg portion ones a week.

There is a lot of good literature of this railway including also detailed history of South Mantshurian Zh.D. which passed under Japanese ownership after the Russo - Japanese War 1904 - 1905. The date when the Japanese took over the South Mantshuria Railway was August 1, 1906. They renamed it to South Manchuria Railway Company and operated the main line 704.3 km between Dairen and Hsinking with 50.8 km Port Arthur line. The 260.2 km Mukden - Antung line was built later by the Japanese, at first to narrow (762 mm) gauge but soon regauged to standard 1435 mm gauge providing link to Chosen State Railways providing direct rail link to Fusan (Pusan) over Keigi and Keifu lines (949.8 km).

JN

Date Errors

Per Калиничев's book (I added it to the refs.) the TransSib was basically completed (via China) in 1901 (not 1916 per the article) but per the Russian Wikipedia, regular train service didn't start until 1903. It was 1916 when the bridge across the Amur was completed and 1905 when the line along the shore of Lake Baikal was completed so as to avoid having to ferry rail cars across the lake. The route thru China avoided crossing the Amur. —Preceding unsigned comment added by 66.81.197.32 (talk) 08:36, 12 July 2010 (UTC)


The History of the Trans - Siberian Railway

Please try this: "Zheleznije dorogi Evropeiskoi i Aziatiskoi Rossii po linijam i vetjam po gubernii i po vremeni otkryatija dlja dvizhenija" St.Petersburg 1910. Offical publication. In addition Dmitriev-Mamonov: "Guide to the Trans-Siberian Railway" St.Petersburg 1900. The St.Petersburg - Volhov - Vologda - Perm Railway was a totally different project than Sergei Jurjevits Witte´s plan of the Siberian Railway. Without Witte, no railway to Irkutsk at that time. The finance was mainly borrowed money from London, Paris, and New York. The result, a railway built with low technical standards, wooden bridges, lightweight rails, poorly designed locomotives, maximum speed about 25 versts per hour in the beginning. The Baikal link was completed only during the Russo - Japanese War in 1904. Before that the connection between Zabaikal (Transbaikal) and Siberian Railway by two train ferries or by ice in winter over Lake Baikal. There were two ferry boats, one larger "Baikal" and smaller "Angara" (if I now remember correctly). The capacity even on the larger ferry was very limited to 15 two axle freight cars. During the war only four locomotives per trip could be moved from Siberian Railway to Transbaikal Railway. The man who saved even the Trans - Siberian from total failure as the main supply line in Manchuria was Prince Hilkov (Khilkov). He received such political power by the Tsar of All Russians Nicholas II that he become traffic dictator in Russia. 645 locomotives (class Od / Ov D-n2v) were transfered from other railways to bring extra motive power for the whole line east of Tsheljabinsk. The ordinary civilian service had to carried out and in addition 12 extra military transpors on both directions. Had there been not Prince Hilkov, the whole Imperial Russian Army would have collapsed to hunger and being without ammunition. I is regrettable that the Communist Era white washed these pages of real Russian railway history. If someone is interested I can provide here the offical timetable of the kurier train 1i (i for Irkutsk) from Moscow to Vladivostok as it was in 1914, just before the Great War. Even today the Trans - Siberian is suffering on certain sections of too charp curvature which restrics the maximum train speeds and needs more motive power to forehead than the US Railroads with diesel locomotives are needed to move over level stright line by electrics in Russia. During the Great War most of the 881 Decapod type steam locomotives was delivered from US locomotive builders ALCo and Baldwin and Canadian Locomotive Company to Russia to help the acute motive power shortage. Lev Trotski as appointed Commissar of the Ways and Communications was even ready to give the Americans to improve the whole Siberian Railway. Admiral Koltshak signed under the treaty with Allied Powers to open the Trans - Siberian Railway to international purposes. These things were "Tabu" in the Soviet Union. I place here one offical statistic published by the MPS showing the situation on 01.01.1912 in Russia.

Russian Railways State Railways In European Russia and Poland

  • North Western Railway 2537 versts, 990 locomotives, 1651 passenger coaches, 14.516 freight cars.
  • Baskounchak Railway 67 versts, 13 locomotives, 5 passegenger coaches, 582 freight cars.
  • Ekaterinen Railway 2814 versts, 1310 locomotives, 994 passenger coaches, 37.375 freight cars.
  • Southern Railway 3074 versts, 1505 locomotives, 1391 passenger coaches, 35.566 freight cars.
  • Libau - Romna Railway 1344 versts, 445 locomotives, 406 passenger coaches, 11.568 freight cars.
  • Moscow - Brest Railway 1060 versts, 510 locomotives, 550 passenger coaches, 6.314 freight cars.
  • M.K.N.N.M Railway 1141 versts, 691 locomotives 1126 passenger coaches 18.981 freight cars.
  • Northern Railway 3001 versts, 609 locomotives, 850 passenger coaches, 10.912 freight cars.
  • Nicholai Railway 1498 versts, 725 locomotives, 1071 passenger coaches, 18.898 freight cars.
  • Perm Railway 2491 versts, 591 locomotives 795 passenger coaches, 9.996 freight cars.
  • Polessian Railway 1856 versts, 446 locomotives, 436 passenger coaches, 9.128 freight cars.
  • Pre-Vistula Railway 2275 versts, 824 locomotives, 842 passenger coaches, 17.193 freight cars.
  • Riga-Orel Railway 1464 versts, 569 locomotives, 721 passenger coaches, 13.830 freight cars.
  • Samara-Zlatoust Railway 1227 versts, 585 locomotives, 1498 passenger coaches, 14.577 freigt cars.
  • Syzran-Vjazma Railway 1306 versts, 530 locomotives, 649 passenger coaches, 11.048 freight cars.
  • South-Western Railway 3906 versts, 1468 locomotives, 1552 passenger coaches, 33.160 freight cars.
  • Kovel-Vladimir Volhynia Railway 53 versts, 4 locomotives, 7 passenger coaches, 125 freight cars.
  • Southern Railway 3063 versts, 1346 locomotives, 1581 passenger coaches, 35.607 freight cars.
  • Total 31.113 versts, 11.566 locomotives, 14.734 passenger coaches, 263.828 freight cars.
  • Private Railway Companies
  • Bogoslov Railway 202 versts, 21 locomotives, 15 passenger coaches, 555 freight cars.
  • Bielgorod-Soumsk Railway 147 versts, 12 locomotives, 18 passenger coaches, 415 freight cars.
  • Warsaw-Wien Railway 715 versts, 398 locomotives, 578 passenger coaches, 14.718 freight cars.
  • Vladikavkaz Railway 2375 versts, 791 locomotives, 770 passenger coaches, 18.034 freight cars.
  • Lodz-Factory Railway 73 versts, 28 locomotives, 77 passenger coaches, 1070 freight cars.
  • M.W.R. Railway Railway 2466 versts, 412 locomotives, 571 passenger coaches, 11.299 freight cars.
  • Moscow-Kazan Railway 2111 versts, 519 locomotives, 512 passenger coaches, 15.169 freight cars.
  • M.K.V. Railway 2468 versts, 545 locomotives, 518 passenger coaches, 14.138 freight cars.
  • Riazan-Ural Railway 4112 versts, 866 locomotives, 717 passenger coaches, 23.017 freight cars.
  • South Eastern Railway 3252 versts, 959 locomotives, 1023 passenger coaches, 24.860 freight cars.
  • Total Private Railways 17.921 versts, 4551 locomotives, 4799 passenger coaches, 123.275 freight cars.
  • Total for Russian Europe 49.034 versts, 16.117 locomotives, 19.533 passenger coaches, 387.103 freight cars.
  • Grand Duchy of Finland
  • State Railways 4385 versts, 502 locomotives, 1129 passenger coaches, 14.203 freight cars.
  • Private Companies 375 versts, 32 locomotives, 40 passenger coaches, 642 freight cars.
  • Asiatic Russia
  • Transcaucasian Railway 1711 versts, 668 locomotives, 548 passenger coaches, 13.848 freight cars.
  • Siberian Railway 3160 versts, 1254 locomotives, 2839 passenger coaches, 23.765 freight cars.
  • Transbaikal Railway 1701 versts, 579 locomotives, 608 passenger coaches, 13.651 freight cars.
  • Ussuri Raiway 913 versts, 191 locomotives, 157 passenger coaches, 2899 freight cars.
  • Central Asian Railway 2374 versts, 584 locomotives, 495 passenger coaches, 8609 freight cars.
  • Tashkent Railway 2094 versts, 578 locomotives, 557 passenger coaches, 7834 freight cars.
  • Total 11953 versts, 3854 locomotives, 5204 passenger coaches, 70.606 freight cars.
  • Total for Empire: 65.747 versts, 20.505 locomotives, 25.906 passenger coaches, 472.654 freight cars.
  • M.K.N.N.M Railway = Moscow, Kursk, Nizhni Novgorod and Murom Railway
  • M.W.R. Railway = Moscow-Windau-Rybinsk Railway
  • M.K.V. Railway = Moscow, Kiev, Voronezh Railway

As one can see up to 1914 Russia was statistically open society as all other European states. Ones a year the Imperial Central Statistical Bureau published such a lists of all railways, including also local railways which do not appear in above seen list. Such a lists dissapeared after 1918 and have never appeared in same form again in Russian statistics. For those interested in Russian railway history there operated in 1911 a total of 4.583.793 trains in whole Empire. Of these 2.911.722 run on State Railways in European Russia, 1.076.342 trains were operated by private railway companies, and 595.728 trains run in Asiatic Russia.

Cheers. —Preceding unsigned comment added by 88.112.175.75 (talk) 19:07, 21 October 2008 (UTC)

St.Petersburg - Tsheljabinsk Portion of Siberian Express in 1914

This train Kurier Nr2 run ones a week from St.Petersburg on Saturdays and arrived to St.Petersburg on Monday. It carried only 1 and 2 class passengers. The sleeping car and reataurant car services were provided by the International Sleeping Car Company, as all other sleeping car services in Imperial Russia except SVR (Finnish State Railways) which provided with its sleeping cars the sleeping car services in the Grand Duchy of Finland. The restaurant car services in Russia, also in the Grand Duchy of Finland, were all provided by the International Sleeping Car Company. The Kurier Nr2 run over Russian Northern Railway from St.Petersburg to Vjatka (Viatka) 1156 versts (1233.5 km). The St.Petersburg bound train was Kurier Nr1. The schedule was as follows:

  • St.Petersburg (Nikolai Ry) 0 verst dep. 14.55 arr. 14.05
  • Nazia (Näsiä) 64 versts dep. 16.61 dep 12.59
  • Zvanka (Olhava) 114 versts arr. 17.18 dep. 11.57
  • Zvanka (Olhava) 114 versts dep. 17.26 arr. 11.48
  • Tihvin (Tihvinä) 187 versts arr. 18.81 dep. 10.23
  • Tihvin (Tihvinä) 187 versts dep. 18.59 arr. 10.15
  • Jefimovskaja 257 versts arr. 20.22 dep. 08.53
  • Jefimovskaja 257 versts dep. 22.27 arr. 08.48
  • Babajevo 329 versts arr. 21.43 dep. 07.26
  • Babajevo 329 versts dep. 21.53 arr. 07.16
  • Kaduj 401 versts dep. 23.16 dep. 05.58
  • Tsherepovets 444 versts arr. 00.03 dep. 05.06
  • Tsherepovets 444 versts dep. 00.11 arr. 04.58
  • Vologda 560 versts arr. 02.26 dep. 02.36.

There was a connection over 1067 mm gauge narrow gauge Vologda - Archangel Railway (595 versts) from Archangel dep. 14.45 arriving to Vologda at 12.40. Departure from Vologda at 17.10 arriving to Archangel at 15.15.

  • Vologda 650 versts dep. 02.41 arr. 02.21
  • Byj 682 versts arr. 05.41 dep. 23.59
  • Nikola Poloma 795 versts arr. 07.28 dep. 21.38
  • Nikola Poloma 795 versts dep. 07.36 arr. 21.30
  • Sharja 916 versts arr. 09.58 dep. 19.08
  • Svietsha 1027 versts arr. 12.09 dep. 16.56
  • Svietsha 1027 versts dep. 12.17 arr. 16.48
  • Ljangasovo 1144 versts dep. 14.37 dep. 14.35
  • Vjatka (Viatka) 1156 versts arr. 14.55 dep 14.15

At Vjatka (Viatka), now renamed Kirov, there was a train connection to Kotlas (359 versts) from Kotlas departure at 04.57 arriving to Vjatka (Viatka) at 19.53. Departure from Vjatka (Viatka) at 07.40 arriving to Kotlas at 22.30.

At Vjatka (Viatka) the railway eastward changed from (Russian) Northern Railway to Perm Railway.

  • Vjatka (Viatka) 0 versts dep. 15.17 arr. 13.51
  • Prositsa 45 versts dep. 16.22 dep. 12.53
  • Zujevka 99 versts arr. 17.30 dep. 11.36
  • Zujevka 99 versts dep. 17.38 arr. 11.28
  • Jar 160 versts dep. 19.05 dep. 10.10
  • Glazov 195 versts arr. 19.48 dep. 09.21
  • Glazov 195 versts dep. 19.49 arr. 09.20
  • Baljezino dep. 20.33 dep. 08.46
  • Kuzma 202 versts dep. 22.28 dep. 06.52
  • Platform switch Nr.27 (Passenger train Nr7 waits for meeting) dep. 10.59. Westbound Kurier pass this stop.
  • Voznjesenskaja 336 versts arr. 23.49 dep. 05.27
  • Voznjesenskaja 336 versts dep. 23.57 arr. 05.21
  • Grigorjevskaja 388 versts dep. 01.34 dep. 04.39
  • Perm II 449 versts arr. 03.00 dep. 01.51
  • Perm II 449 versts dep. 03.15 arr. 01.34
  • Kukushtan 499 versts dep. 04.30 dep. 00.28
  • Kungur 543 versts arr. 05.25 dep. 23.23
  • Kungur 543 versts dep. 05.33 arr. 23.15
  • Kordon 608 versts arr. 07.13 dep. 21.43
  • Kordon 608 versts dep. 07.21 arr. 21.35
  • Sharja 668 versts arr. 08.49 dep. 20.09
  • Sharja 668 versts dep. 08.59 arr. 19.59
  • Kourovka 733 versts arr. 10.35 dep. 18.21
  • Kourovka 733 versts dep. 10.43 arr. 18.13
  • Jekaterinburg I 805 versts arr. 12.26 dep. 16.31
  • Jekaterinburg I 805 versts dep. 12.40 arr. 16.17
  • Mramorskaja 845 versts dep. 14.09 dep. 15.08
  • Sysert (Sisert) platform Nr.78 dep. 14.40. Westbound Kurier do not stop here.
  • Ufalej 903 versts arr. 16.06 dep. 13.17
  • Ufalej 903 versts dep. 16.15 arr. 13.09
  • Kyshtim 951 versts arr. 17.42 dep. 11.32
  • Kyshtim 951 versts dep. 17.50 arr. 11.22

Tsheljabinsk (Cheliabinsk) 1035 versts arr 20.10 dep. 08.50

These trains had usually an eight coach formation of 32 axles, weighting about 320 / 352 tonne.

  • Post wagon (with three berth compartment for post wagon personel)
  • Luggage wagon
  • 1 class sleeping car
  • 1 class sleeping car
  • Salon coach (with piano!)
  • Restaurant car
  • 2 class sleeping car
  • 2 class sleeping car

But occassionally more passenger coaches were coupled into train, especially during big Russian celebration days as Eastern and New Year period. The 1 class sleeping cars had 8 cabins for two or one person. The second class sleeping cars had 9 three berth cabins. The train personel (restaurant personel & sleeping car servants) occupied one cabin in both classes. All were on the payroll of International Sleeping Car Company. Similar train formation run from Moscow on Monday. The Wednesday train had one more International Sleeping Car Company´s 1 class sleeping car which was coupled from "Train de Luxe" Warsaw - Brest - Moscow train which arrived to Kursk Railway station in Moscow. This train had in Warsaw connection with "Train de Luxe" Paris / Ostende - Köln - Berlin - Warsaw portion also owned by the International Sleeping Car Company. The schedule was as follows: (Tuesdays only from Warsaw, from Moscow to Warsaw departure Fridays only.)

  • Warsaw Brest Station dep. 20.30 arr. 10.50
  • Sieldce dep. 22.09 dep 09.17
  • Lukow dep. 22.47 dep. 08.44
  • Brest Central dep. 00.30 dep. 06.55
  • Baranovitshi Aleksander dep. 04.23 dep 02.49
  • Minsk dep. 07.31 dep 23.57
  • Orsha dep. 11.28 dep. 19.50
  • Smoliensk dep. 13.15 dep 17.58
  • Viazma dep. 16.15 dep 14.59
  • Morzhaisk dep. 18.34 dep 12.42
  • Moscow Aleksander arr. 20.18 dep 10.45
  • Moscow Kursk arr. 20.50 dep. 09.20

Cheers. —Preceding unsigned comment added by 88.115.116.184 (talk) 10:36, 26 October 2008 (UTC)

Chelyabinsk or Perm?

Route Development has one, Routes has the other. Probably two lines(?)Benjamin Trovato (talk) 04:55, 1 November 2008 (UTC)

Article Ob River has Ekaterineburg-Perm railway in 1885.96.231.79.136 (talk) 06:53, 1 November 2008 (UTC)

What Aboot Urban Legend Aboot Czar's Finger?

So they used to tell me that Czar held ruler (like yardstick, not other Czar) up to map on wall and said, "build me railroad", and drew line, and pencil bumped his finger, and engineers, fearful of disobeying Czar, incorporated bump shape. Which is bs. But it should be on page as myth. — Preceding unsigned comment added by 205.232.191.16 (talk) 17:34, 14 December 2011 (UTC)

Itinerary

Marvelous itinerary template! Congratulations to whoever had that great idea. The first time in which I ever experienced such a stuff on the Web was on this article. --Algorithme (talk) 21:07, 8 April 2009 (UTC)

Future

removed: "Moscow intends to upgrade the line, as its technology is dated. Talks are being held to upgrade the line with Japanese Shinkansen makers, aimed at reducing end-to-end time from seven to 2–3 days, mostly for freight. Hopes are that there will be a large market for shipping goods from Northern Asia to Europe, being much quicker than by ocean. However, since this is a big project, it will most likely be done in stages, and will not be fully completed until after 2030. It is unclear whether or not a passenger line is being looked into."

Speculative, unreferenced, and possibly part fantasy.83.100.251.196 (talk) 09:07, 31 October 2009 (UTC)

Photo of bridge near Perm...?

Just wondering about the photo of the bridge on the Kama River in the main info box. Was that photo really taken in 1912 or is that some other reference number? I'm asking b/c it seems highly unlikely that a photo from 1912 would be in color. Could we get a clarification on this? Thanks! Tommyt (talk) 14:00, 11 October 2010 (UTC)

The description says its an "early colour photograph". Colour photography has been around in some form or another since the mid-19th century 94.195.230.149 (talk) 23:05, 18 October 2010 (UTC)

A bit late to continue this discussion, but color photographs from this period were often taken with three consecutive monochrome exposures, with appropriate filters. The rainbow ripples on the water, visible at full resolution, are a dead giveaway; they show that the red, blue, and green photographs were shot at slightly different times. Kufat (talk) 00:56, 27 April 2011 (UTC)
Indeed so. And the equipment involved was non-trivial. Read about the photographer, Sergey Prokudin-Gorsky, if you have not already! -- Vmenkov (talk) 01:40, 27 April 2011

The Russian Translation

It seems to be common practice on wikipedia to put foreign translations into the lead. This makes it more difficult to read. What is the purpose served by the Russian translation of Trans-Siberian Railway in the first line in the lead? David Tombe (talk) 15:40, 23 January 2011 (UTC)

For a railway in Russia, the "translation" is not, of course, "foreign". It is Wikipedia's style, set out in the Manual of Style, to include the local version of a name. This assists those able to use the local language to search for the subject in webpages written in the local language, and also to know what to expect the name to be shown as, should they ever visit the place. Considering that the translation (and transliteration) are shown in parentheses, it hardly makes it "more difficult to read". If you don't want to read the content in the parentheses, just ignore it. Skinsmoke (talk) 05:27, 14 April 2012 (UTC)

Map

Why does this article not have a map?209.131.226.89 (talk) 14:48, 6 April 2012 (UTC)

It does have. The problem is that it is included within a template, and there are so many templates on this page that it has exceeded the softwear limits. Some work needs to be done to reduce the number of templates, perhaps by hiving off parts into separate articles. Skinsmoke (talk) 05:37, 14 April 2012 (UTC)

Fares and sources

Why do people constantly add links to Wordpress sites? It seems unlikely that "official fares" are only available through a small ticket reseller that doesn't even have its own website; that looks more like a spam. Doesn't rzd publish its own fares? bobrayner (talk) 12:44, 18 May 2013 (UTC)

Dear Mr. Bobrayner, you may be a kind of head-case: we ARE Russian Railways. What we show on our official websites consists of the Russian rates within a sophisticated fares' system. STOP deleting our contributions again and again without any reason to do so.- And yes, RZD publish all fares; but who the hell can read RUSSIAN outside of Russia?

Regards, Natalia Bolshakova LL.M. 94.25.229.46 (talk) 05:36, 19 May 2013 (UTC)

Request for Blocking this Article for Changes

Would please anybody entitled to do so block any changes related to the chapter "Fares"? We provide all information about actual fares at official rates. Unfortunately always the same maybe sick person deletes our contributions again and again. We are the German branch of Russian Railways.

Best regards, Natalia Bolshakova LL.M., Attorney at Law 94.25.229.46 (talk) 05:44, 19 May 2013 (UTC)

Why is an "Attorney at Law" adding links to blog pages that sell train tickets? bobrayner (talk) 13:20, 19 May 2013 (UTC)
Hello? Why does this keep happening? Why is an "Attorney at Law" adding links to blog pages that sell train tickets? bobrayner (talk) 06:36, 22 May 2013 (UTC)
Hello? Anyone? Why is an "Attorney at Law" adding links to blog pages that sell train tickets? bobrayner (talk) 21:59, 26 May 2013 (UTC)

Wikipedia is not a travel guide (see Wikipedia:NOTTRAVEL). Having current fare information in this article at all is inappropriate, regardless of the source. Mackensen (talk) 23:22, 27 May 2013 (UTC)

Because of the continuing disruption to the article this is causing, I have semi protected the article for 6 months. You should also be aware that it is Wikipedia's policy to block users who are making (or who appear to be making) legal threats, the reasons for this are fully explained on the policy page. Thryduulf (talk) 00:18, 28 May 2013 (UTC)

Formatting

I have tried to view this page on two separate computers in IE, Chrome and Opera, and it appears something has gone seiously wrong with the formatting. — Preceding unsigned comment added by 78.147.27.1 (talk) 08:18, 27 October 2013 (UTC)

Templates not transcluded

There are too many templates in this article. Some of them, such as the lead infobox, do not show because the template transclusion limit is exceeded. DrKiernan (talk) 14:45, 21 June 2015 (UTC)

@DrKiernan: What would be a suggestion besides bug report to wikimedia? -M.Altenmann >t 18:30, 21 June 2015 (UTC)
@Ezhiki: It seems that the lead infobox {{Trans-Siberian Railway}} is actually suicidal by overweight, see User:Altenmann/sandbox -M.Altenmann >t 18:44, 21 June 2015 (UTC)

I tried subst:Trans-Siberian Railway - it worked. but i suspect this would not be a happy solution.? -M.Altenmann >t 18:52, 21 June 2015 (UTC)

It's the WP:ROUTE diagram in {{Trans-Siberian Railway}} that does it. It has ~500 lines (stops, junctions etc). Note that the show/hide option is not present in mobile view ever: in mobile view all tables are expanded (shown). (tip: To see mobile view, go to the very bottom line of a wiki page. There is the link "mobile view").
I suggest we reduce this route list to some 50 lines max. The full list can be in a separate, new page. -DePiep (talk) 19:11, 21 June 2015 (UTC)
I have created {{Trans-Siberian Railway (overview)}} which has allstations removed that had no km notice. Number of BS-lines: was 463, now 211. At least the infobox shows in the article. Maybe more sensible reductions can be made. -DePiep (talk) 19:39, 21 June 2015 (UTC)
...and I created List of stations along the Trans-Siberian Railway, to contain that big route template. Surprisingly, the article fails again because of the size. What to do? Take a good sleep I guess. -DePiep (talk) 20:52, 21 June 2015 (UTC)
Thank you. I think we need to come up with a criteria to include stations into "overview" and place a warning on the template page, otherwise the list will grow over time. Regarding the full list: I suppose rewriting the map using the Lua roadmap module would solve the problem as it's not template-based, unfortunately it haven't been ported into enwiki yet. Salmin (talk) 03:26, 22 June 2015 (UTC)
Yes to all this. That is: solve the technical problem, I'd still oppose the full list for mobile view reason (collapsing lists is not that good anyway). Even today's 211 lines is too much for mobile view I'd say. (I could decipher that ruwiki has pages per line section, and no collapsing just main stations. Interesting. [4]). -DePiep (talk) 10:52, 22 June 2015 (UTC)

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