The origins of the bridge are closely associated with that of the Trans-Siberian Railway, for which the structure was built for. Construction of the bridge occurred between 1886 and 1888, having been built at the same time as several other railway bridges on the line, including three-span bridge across the River Ufa, east of Ufa. The construction of both bridges was overseen by civil engineer Professor Nikolai Belelubsky, who followed the specifications outlined in the 1884 edition for steel railway bridges. Due to this adherence to the same design standards, these two bridges shared similar features. The completion of these bridges played a pivotal role in facilitating the further extension of the Trans-Siberian line towards the eastern direction, ultimately connecting the towns of Zlatoust (in 1890) and Chelyabinsk (in 1892).[2][3][4]
For the design of the bridge, Professor Nikolai Belelubsky was called in. Belelubsky was instrumental in bridge design, making two vital discoveries in building materials. He demonstrated that domestically produced cement matched the quality of English cement, significantly reducing construction costs. Additionally, Belelubsky advanced the understanding of carbon steel's mechanical properties. In 1882, he became the first in Russia to advocate for using steel in railroad bridge construction, a practice not yet systematically adopted in Austria and cautiously approached in Germany due to contemporary technical limitations. After evaluating carbon steel’s physical and chemical properties, he concluded it was a more reliable material than the then-prevalent wrought iron. His innovations enabled the replacement of wrought iron with steel in bridges along the Trans-Siberian Railway and laid the groundwork for future international steel specifications.[5]
The bridge in the early 20th century
The bridge superstructure provided originally for six 109-meter (358 ft.) bowstring arch through truss spans over the river channel, with steel box girders. The design required meticulous alignment of the top and floor elements, known as cords, as well as the inter-cord elements, which are the web elements. These elements were all manufactured using open-hearth steel and were produced at the Votkinsk ironworks, which is now known as the Votkinsk Machine Building Plant located in Udmurtia. This ironworks had been utilizing open hearth furnaces since 1871, allowing to produce railway rails for the country's railway network.
The bridge official opening
Belelubski also introduced a groundbreaking method called "free carriageway", which transformed traditional bridge engineering. This innovative technique involved the use of articulated support for the cross beams of the travel surface, integrating them into the lower trusses of the bridge spans. It not only bolstered the bridge's structural integrity but also enhanced operational efficiency by minimizing strain on the truss components. The design gained international acclaim, receiving the prestigious Gold Medal at the 1890 Edinburg Exposition, becoming recognized globally as the "Russian style of support".[6]
The bridge's superstructure was placed on masonry piers that were reinforced by triangular buttresses, also known as cutwaters, located upstream. These buttresses served the purpose of breaking up the ice that flows downstream during the spring season. It is important to mention that the clearance above the average high water level was approximately 17 meters (or 56 feet).
The bridge was officially opened to traffic on 8 September 1888 by Admiral Konstantin Posyet, Minister of Railway Transport. Although initially accommodating pedestrians via wooden sidewalks, access was later limited.[7]
Bridge during the Civil War
In June 1919, during the Russian Civil War, Ufa became a key conflict zone as Admiral Kolchak's weakened forces strategically retreated. To delay their pursuers, they detonated the sixth (right-bank) section of the bridge using precision artillery on explosive-laden railcars, causing its collapse into the river. Despite this destruction, the White Army's efforts were thwarted as the notable 25th Rifle Division of Chapaev liberated Ufa on June 9, 1919.
[8]
Photo taken after the battle
The liberation of Ufa played a crucial role in the ongoing advancement of the forward detachments of the Red Army towards Siberia. To ensure a strategic position, the rear detachments of the Red Army made the decision to establish their presence near the bridge, on the right bank of the Belaya River, adjacent to Ufa. In the meantime, the crossing was in urgent need of rehabilitation. Due to a shortage of materials, the 'rehab job' experienced a significant delay. Additionally, there was a lack of appropriate construction equipment, leaving manual labor as the only option. To address the challenge, scaffolds were employed to restore the fallen truss, reminiscent of ancient Egyptians erecting pyramids. Progress was gradual, but the workers had little regard for the methods used in the Pharaonic era.
The bridge restoration involved around 2,500 construction workers and railway engineers, as the deteriorating structure was repaired temporarily to maintain traffic flow. This short-term fix led to a complete overhaul, where the damaged truss was replaced with a new one designed by Prof. Lavr Proskouriakov, following 1907 specifications. Proskouriakov, known for his designs of significant landmark bridges in the Russian Empire, also created structures across major rivers like the Yenisey and Amur.
Thanks to meticulous planning, crews replaced a compromised bridge section in just 11 hours, minimizing traffic disruption. The operation began with a 7-hour effort to remove the old span, followed by erecting a new truss that took 3 hours and 45 minutes. This impressive efficiency garnered recognition, as Vladimir Lenin sent a congratulatory telegram on October 10, 1919, thanking the hardworking team for their dedication and remarkable performance in the rehabilitation project.[9]
Renovation
Within the Ufa Permanent Way Department's archives, a historical document from 1928 offers important information regarding the bridge's constraints. This information note indicates that the structural integrity of the bridge is insufficient to bear the weight of heavy trains featuring double-headed 0-10-0 locomotives and American gondola cars. The warning further indicates that when just one 0-10-0 locomotive must cross the bridge, it is essential to exercise great caution, requiring a notably reduced speed of only 8 km/h (5 mph).[10]
During the 20th century, the bridge experienced several renovations to meet increasing traffic needs. Importantly, between 1937 and 1939, considerable reinforcement actions were undertaken, such as eliminating oversized components and incorporating additional metal reinforcements comprising roughly 4% of the weight of the trusses.
Between 1949 and 1951, the bridge was upgraded for double-track operation, with major improvements made by construction train numbered 417. The bridge’s piers were remodeled by constructing reinforced concrete supports, known as pylons, on the foundations of the outdated cutwaters, which no longer made sense, and upon these, a new superstructure was erected, consisting of standardized trusses produced according to Proektstalkonstruktsia specifications from 1943, designed to support Class N-7 loads.[11]
Between 1991 and 2001, the bridge was extensively repaired due to signs of aging. The original superstructure, insufficient for contemporary requirements, was substituted with a new structure incorporating standardized trusses designed for Class S-14 loads. Originally designed for lighter engines and railcars, the old infrastructure was unable to handle the heavier traffic of today. Transtroymost, a publicly traded company, oversaw the renovation. These extensive repairs guarantee the bridge's safety and stability, with all deteriorated components being entirely replaced.
Bridge across the River Ufa
The rail bridge over the Ufa River is a structure that crosses the Ufa River, supporting double tracked railway lines. Located in the city of Ufa, the bridge is positioned close to the Shaksha station. Its architecture and background have numerous resemblances to the bridge that spans the Belaya River. Similar to its counterpart, the Ufa river rail bridge was also designed by Prof. Nikolai Belelubsky following the guidelines detailed in the 1884 edition. Nonetheless, this specific bridge comprises just three spans, with each span being 109 metres (358.432 ft) in length.
A photograph of the bridge across the Ufa river in the early 20th century
In the chaotic time of the Civil War in 1919, a notable incident took place when the 3rd left-bank span of the bridge was struck and later destroyed by the withdrawing forces commanded by Admiral Kolchak. Nonetheless, the determined spirit of rebuilding triumphed, and in the subsequent year of 1920, a completely new truss was fitted to substitute the harmed part. This was designed by Prof. Proskouriakov who adhered to the guidelines outlined in the 1907 edition.
During the period spanning from 1939 to 1940, various measures were undertaken to enhance the bridge's structural integrity. These measures included reinforcing the bridge with additional metal, removing large dimensions that could potentially compromise its stability, and incorporating reinforcing metal that accounted for approximately 4% of the truss weight.
From 1951 to 1952, the bridge experienced a major transformation to allow for double-track operation. The duty of rebuilding the bridge was assigned to the construction train numbered 414. The procedure included reshaping the piers through the creation of reinforced concrete structures known as pylons. These pylons were constructed on the bases where the obsolete cutwaters once stood, since they had become irrelevant. On these newly constructed supports, a new superstructure was erected, composed of standardized trusses produced according to the Ghiprotrans Institute's specifications from 1931, designed to support Class N-7 loads.[12]
During the period from 2001 to 2002, the superstructure that was deemed outdated underwent a complete replacement with a brand-new structure featuring standardized trusses specifically designed to withstand heavy loads categorized under Class N-7. The responsibility for carrying out the necessary repairs on the bridge fell upon the contractor, Open Joint-Stock Company USK MOST.[13]
Interesting facts
The bridge's completion in 1888 marked an important milestone for the Dyoma River. In preparation for the bridge, an artificial channel was excavated, beginning 100 meters (329 ft) downstream from the existing highway bridge near the café known as "Zolotaya Rybka" (Goldfish). The course of the river was altered to be straight to avoid the necessity of building another bridge over the Dyoma river. Interestingly, before this change, the Dyoma River used to flow into the Belaya River a few kilometers further downstream. This convergence occurred in what is currently an oxbow lake, which was the main course of the Belaya prior to 1854. Nonetheless, in 1854, amidst severe flooding, the Belaya River overflowed its banks and created a new route for itself. Consequently, the original section of the river became isolated from the primary flow, forming an oxbow lake. With the new course established, the river now surrounded Nizhegorodka (which translates to "lower town" in Russian), forming a broad and shallow channel that can be crossed effortlessly at numerous locations. The region now containing the village of Kozorez was once a significant island within this modified river system.
The first color pictures of the bridge were taken by Sergey Prokudin-Gorsky in 1910. The process of photography was carried out by the method of registering on a single glass plate three separate images taken through the blue, green and red filters.[14][15]
There is a tiny island just upstream of the bridge that transforms into a peninsula each summer. This unusual occurrence can be linked to a historical incident that took place in the early 1900s, when two barges filled with bread sadly perished in these waters. The wreckage of the sunken ships acted as a base for sediment accumulation through the years, ultimately rising from the depths of the water to form a higher landmass.
View of the rail bridge in Ufa and the mouth of the Dyoma River
Уфа, губернский город // Энциклопедический словарь Брокгауза и Ефрона: В 86 томах (82 т. и 4 доп.). — СПб., 1890-1907. (in Russian)
История Уфы: краткий очерк / Ганеев Р.Г., Болтушкин В.В., Кузеев Р.Г.. — Уфа: Башкирское книжное издательство, 1981. — 604 с. (in Russian)
Синенко С.Г. Город над Белой рекой. Краткая история Уфы в очерках и зарисовках 1574-2000. — Уфа: Государственное республиканское издательство «Башкортостан», 2002. — 5000 экз. (in Russian)
Нигматуллина И.В. Старая Уфа. Историко-краеведческий очерк.. — Уфа: Белая река, 2007. — 224 с. — 3000 экз. — ISBN978-5-87691-036-3(in Russian)
.jpg)
