H 
 
 A 
 
 
 
 
 9 
 8 
 8 
 
 7 
 
 4 
 6 
 
 SIBERIA AND 
 EASTERN RUSSIA 
 ' Part 4 
 
 WESTERN SIBERIA AND 
 
 E ASTERN, F?USS!A 
 
 
 COPY No 
 
 2 .
 
 THE RUSSIAN ALPHABET. 
 
 Russian 
 letters. 
 
 English 
 
 equivalt'uts 
 
 used in this volume. 
 
 Russian 
 letters. 
 
 English 
 equivalents 
 used in tbis volume 
 
 1. A 
 
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 C 
 
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 $ 
 
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 Kh kh. 
 
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 12. K 
 
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 i
 
 INDEX MAP Of POUTES IN EASTERN RUSSIA AND SIBERIA 
 
 % 
 
 '*'■— "^""-^ 
 
 o
 
 CONFIDENTIAL 
 
 FOR OFFICIAL USE ONLY 
 
 The information given in this publication is not to 
 be communicated, either directly or indirectly, to 
 any person not duly authorized by the General Staff 
 
 SIBERIA AND EASTERN RUSSIA 
 
 PART IV 
 
 WESTERN SIBERIA AND EASTERN RUSSIA 
 
 MILITARY MONOGRAPH SUBSECTION M. 
 MILITARY INTELLIGENCE DIVISION 
 GENERAL STAFF 
 
 THIS REPORT CONTAINS INFORMATION ON THIS SUBJECT 
 OBTAINED BY THE GENERAL STAFF TO OCTOBER 1, 1918 
 
 WASHINGTON 
 
 GOVERNMENT PRINTING OFFICE 
 
 1918
 
 War Department, 
 
 Document No. 863. 
 
 Office of Chief op Staff. 
 
 There are 3,000 copies of this publication. 
 This copy is assigned to 
 
 ADDITIONS AND CORRECTIONS. 
 
 INSTBUCTIONS FOR USli OF BLANK PAGES IN HANDBOOK. 
 
 At the end of this book blank spaces are provided for new or supple- 
 mentary information. They are headed "Additions and Corrections." 
 Officers obtaining such information are instructed to transmit it at once 
 to the following address : Military Monograph Subsection, Military 
 Intelligence Division, General Staff, Washington, D. C. 
 
 Officers should remember that seemingly small bits of information 
 may be of great value. For example, the length of a bridge, the number 
 of houses in a village, the name of a good guide are each worth noting 
 and transmitting to Washington.
 
 r)K 
 
 Part 4.— CENTRAL SIBERIA. 
 TABLE OF CONTENTS. 
 
 Route L. — Omsk to Chelyabinsk: Page. 
 
 List of stations 7 
 
 General description H 
 
 Detailed description 12 
 
 Petropavlovsk 15 
 
 Kurgan 19 
 
 Chelyabinsk 23 
 
 Route M. — Chelyabinsk to Syzran: 
 
 List of stations 27 
 
 General description 34 
 
 Detailed description 37 
 
 Branch 1 — Poletayevo to Kustanai 37 
 
 Troitsk 38 
 
 Verkhne-Uralsk 39 
 
 Miass 40 
 
 Zlatoust 42 
 
 Berdyansh 44 
 
 Vyazovaya. Branch to Tirland 45 
 
 Ufa 49 
 
 Buguruslan 53 
 
 Branch 2 — Krotovka to Surgut 54 
 
 Samara 55 
 
 Batraki. Bridge over the Volga 60 
 
 Syzran 61 
 
 Route N. — Omsk to Vyatka: 
 
 List of stations 62 
 
 General description 69 
 
 Detailed description 72 
 
 Ishim 74 
 
 Yalutorovsk 76 
 
 3 
 
 797821
 
 4 TABLE OF CONTENTS. 
 
 Route N. Omask to Vyatka — Continued. 
 
 Detailed description — Continued. Page. 
 
 Tyumen 77 
 
 Yekaterinburg 80 
 
 Branch 1 — Bogdanovch to Shadrinsk 84 
 
 General description 84 
 
 Detailed description 84 
 
 Sinarskaya 84 
 
 Shadrinsk 86 
 
 Branch 2 — Yekaterinburg to Irbit 86 
 
 Irbit 87 
 
 Bilimbai '. 89 
 
 Kungur 90 
 
 Perin 92 
 
 Glazov 96 
 
 Vyatka 98 
 
 Route P— Yekaterinburg to Perm via Nizhni-Tagil: 
 
 List of stations 100 
 
 General description 104 
 
 Detailed description 106 
 
 Verkhne-Neivinsk 106 
 
 Xev>Tisk 107 
 
 Post-road, Neivinsk to Verkhne-Tagil ' 108 
 
 Nizhni-Tagil 110 
 
 Biser 112 
 
 Branch 1 — Nizhni-Tagil to Alatayevsk 115 
 
 Branch 2 — Goroblagodatskaya to Shakhta via Na- 
 
 dezhdinski Verkhoturye 116 
 
 Branch 3 — Chusovskaya to Solevarni 119 
 
 Route Q — Chelyabinsk to Yekaterinburg: 
 
 List of stations 122 
 
 General description .• 124 
 
 Detailed description 124 
 
 Kyshtyn 125 
 
 Mramorskaya 128 
 
 Wagon Road-^Omsk to Perm: 
 
 General description 131 
 
 Detailed description 131
 
 TABLE OF CONTENTS. 6 
 
 Routes in the Khirghiz Steppe: Page. 
 
 General description 
 
 Route W-1 — Petropavlovsk to Uspenski Mine 133 
 
 Detailed description 137 
 
 Akmolinsk 141 
 
 Karagandy 144 
 
 Spassky 145 
 
 Sara Su 146 
 
 Uspenski 148 
 
 Route W-2 — Pavlodar to Kar-Karalinsk 150 
 
 Route W-3 — ^Khak-Chan to Akmolinsk via Bayandi- 
 
 Kuduk 151 
 
 Route W-4 — Bayan to Aul-Karagandy Coal Mine . . . 151 
 Routes W-5 and W-6 — Kar-Karalinsk to Karagandy 
 
 and Uspenski 152 
 
 Route W-7 — Petropavlovsk to Jusali 153 
 
 Route S — Ufa to Simbrisk: 
 
 List of stations 155 
 
 General description 157 
 
 Detailed description 158 
 
 Simbrisk 160
 
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 OMSK TO CHELYABINSK. 
 
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 OMSK TO CHELYABINSK. 
 
 
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 10 
 
 OMSK TO CHELYABINSK. 
 
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 Route L, 
 
 TRANS-SIBERIAN RAILROAD— OMSK TO 
 CHELYABINSK. 
 
 (495 miles, 746 versts.) 
 GENERAL DESCRIPTION. 
 
 GENERAL CONDITION. 
 
 Route L is part of the branch of the Trans-Siberian Railway 
 which runs to Moscow. The region througli whicli it passes is 
 one of the great granaries and grazing fields of Siberia. It is 
 also as densely populated as any other part. At the western 
 end it enters the mineral region of the Urals. 
 
 Numeroiis caravan routes from the south join the railroad, 
 especially at Petropavlovsk and Kurgan. In ordinary times 
 herds of cattle, sheep, and horses are thus brought to market 
 from the dry Kirgliiz Steppes. In 1909 there were no less than 
 9,500,000 head of mixed stock in western Siberia, the greater 
 part of which were accessible along this route. Before the war, 
 the meat-packing industry was developing along modern lines 
 under British control, with Kurgan as the chief center. A re- 
 frigerator railway service especially for meat and butter was in 
 operation between western Siberia and Petrograd and othei- 
 Baltic ports. During the war the packing plants were operated 
 chiefly for the supply of the Russian Army. It would seem to 
 be an easy matter, therefore, to revive the meat packing and 
 butter business to meet the needs of a new army. 
 
 The reader who would get a good idea of general conditions 
 in western Siberia is advised to read the account (»f Route W, 
 page 133 ff, including the " General Description " :ind the " Do 
 tailed Description " as far as Akmolinsk. 
 CHARACTER OF THE COUNTRY. 
 
 The route crosses a typical section of the Siberian plain. Only 
 river valleys and clumps of woods interrupt the level char- 
 acter of the region. Open prairie is common. This constitutes 
 
 11
 
 12 OMSK TO CHELYABINSK. 
 
 excellent wheat and grazinj^ lands. Tlie soil is so deep and 
 line that wheel transportation after rains is greatly hindere<l. 
 IMPORTANT CITIES. 
 
 Omsk is one of the most important cities in Siberia. Since it 
 has a great barrack capacity and is a bu.sy market for supplies of 
 all kinds, it is fitted to serve as an important base. It is the 
 junction of the railroads to Moscow and Petrograd and is the 
 center of navigation on the Irtysh River. 
 
 Petropavlovsk is at the head of navigation on the Ishim River 
 and is a point upon which many caravan routes converge from 
 the Kirghiz Steppes at tlie south. This city and Kurgan are 
 the most important cattle markets in Siberia. 
 
 Kurgan is at the head of navigation on the Tolxil River and 
 a great meat-packing city. 
 
 Chelyabinsk lies at the junction point of the Trans-Siberian 
 Railway with one railroad to Yekaterinburg (Route P) on the 
 north and another to Kustani at the southeast. Express trains 
 from the Far East often proceed by route P to Petrograd. 
 
 DETAILED DESCRIPTION. 
 
 Omsk. From the Omsk station the route 
 descends into the valley of the Irtysh. 
 One and a half miles beyond the station 
 the Irtysh River is crossed on a high, 
 steel bridge 2,100 feet long. It consists of 
 six spans of 3.50 feet each. The embank- 
 ment on the east is 68 feet high, on the 
 w^est 45. The piers are laid on caissons. 
 The abutments and piers are made of 
 granite brought from Chelyabinsk. The 
 girders are of open-hearth steel. The 
 breadth of the river bed is about 2,450 
 feet. Dams projecting into the river have 
 been constructed to regulate the current. 
 
 Distance 
 
 Distance 
 
 from 
 
 from 
 
 Vladi- 
 
 Novo-Niko- 
 
 vostok. 
 
 layevsk. 
 
 3,542 M 
 
 587 V 
 
 
 388 M
 
 KAMYSHLOV LAKES. 13 
 
 Just beyond the bridge is a siding, called 
 Post, from which a branch railway runs 
 one-third of a mile do\ATi the Irtysh t(i 
 a sawmill .-ind tie-preserving plant, both 
 of which supply their products to the rail- 
 way. Two flour mills stand near by. 
 
 For most of the distance between Omsk 
 and Petropavlovsk, the next important 
 station, the railroad follows a valley cut 
 by a river whose course is now marked 
 by a series of muddy, salty lakes known 
 as the Kamyshlov Lakes. The valley 
 slowly drains toward the Irtysh. but only 
 near that river is the drainage evident 
 enough to be called a stream. It is kno\\n 
 as the Kamyshlovskaya River. During the 
 summer the lakes are nearly dry, and their 
 bitterness is increased. Then they becomo 
 covered with weeds, which, as they rot, 
 produce a repulsive odor and an unhealth- 
 ful condition. This valley of lakes con- 
 tains a series of Cossack settlements and 
 is ordinarily occupied by Siberian Cos. 
 sack troops called " the bitter line." The 
 valley is followed by a post road. 
 
 3,54.5 M 591 ^' Kulomzino. At this station the Trans- 
 
 392 M Siberian Railway for Petrograd diverges 
 
 from the Trans-Siberian Railway for 
 
 Moscow by striking to the northwest. 
 
 Route L continues westward. 
 
 3.571 M 633 V Marianovka. Small station. Cossack scttle- 
 420 M nient of Burganski 3 miles at the north- 
 west. Five versts beyond the station the 
 railroad crosses a highway. One branch 
 goes to the south, the other runs westward 
 roughly parallel with the railroail. Three
 
 14 OMSK TO CHELYABINSK. 
 
 sidings before the next station. At tlie 
 third siding or platform stop, Polcrovsl<i, 
 tlie route crosses a noilh-south road. 
 From Pokrovski a road follf)\\s the rail- 
 road to a point beyond the next station. 
 
 3,600 M GT.") :m Moskalenki. The village from which the sta- 
 448 INI tiou is named is several miles to the south. 
 The level country is covered with numerous 
 birch trees. For the next hundred miles 
 the country is dotted with salt lakes, some 
 of which are good-sized. Three sidings in- 
 tervene before the next station is reached. 
 
 3,628 M Tier Isll-Kul. The surrounding country is level 
 475 M yet well drained. Copses of birches 
 abound. The water supply is from Lake 
 Isil-Kul, li miles from the station. In 
 winter the lake often freezes to the bot- 
 tom. Twenty farming settlements are 
 tributary to the station, with a population 
 of about 10,000. A north-south road is 
 crossed at the station. The route proceeds 
 to the west. Roads are crossed at about 
 versts 732 and 749. Lakes are particularly 
 numerous. Four sidings or platform stops 
 intervene. 
 
 3,660 M 765 V Bulayevo. Village of same name near sta- 
 507 M tion. Water supply is from swamps and 
 wells near station. The i-oute winds to left 
 and right to avoid lakes and swamps. The 
 ^\agon road to Petropavlovsk closely fol- 
 lows the railroad to the next station. 
 Three sidings intervene. Two roads come 
 in from the south. 
 
 At about verst 798 the highway to Petro- 
 pavlovsk crosses the railroad and a road 
 comes in from the south.
 
 PETROPAVLOVSK. 15 
 
 3,690 M 81U V Tokushi. Settlement of same name uear 
 537 M tlie station. A near-by lake furnishes a 
 good water supply. Swamps, lakes, ami 
 birch woods are scattered between the cul- 
 tivated tracts. In this vicinity the rail- 
 way reaches its highest point between the 
 Irtysh and Ishim Rivers. The line pro- 
 ceeds stright away across flat laud to 
 Petropavlovsk. Three sidings intervene. 
 3,711 M 842 Y Petropavlovsk. (Altitude 445 feet. Popu- 
 558 M latiou 43,000.) Situated about 2 miles 
 northeast of the station on the right bank 
 of the Ishim. The city has a medical station, 
 with a small hospital. The city is built on 
 level ground, except for a slight depression 
 on the south, which was once the bed of 
 the Ishim River. There are numerous groves 
 of large timber in the outskirts. In the 
 busine.ss section the buildings are partly of 
 stone and brick and are close together. 
 Otherwise the houses are mostly made of 
 wood, with iron roofs, and have open spaces 
 about them, at least on one side. The city 
 is lighted from an electric power plant, which 
 also operates an ice plant. There is no 
 sewerage system, each house having a cess- 
 pool. Di'inking water is obtained from wells 
 and hauled to the houses in wagons. ( See 
 fig. 1.) 
 
 Population. — Unlike the other cities <if 
 western Siberia, Petropavlovsk remains Asi- 
 atic and is strongly Mohammedan. One- 
 third of the people are of that religion. 
 They include Tartars. Bukharans, Sarts from 
 Tashkent, and some Kirghiz. The other 
 two-thirds are Russians.
 
 16 OMSK TO CHELYABINSK. 
 
 Transportation. — The city lies on the 
 Trans-Sibevian Railway, where routes from 
 the Kii-^liiz Steitpes (Route W) most readily 
 convert^e. The main hijiliway from these 
 grazing lauds Is followe<l by a telegraph line, 
 and is much used both by di-ivers of herds 
 of cattle on their way to market and by 
 travelers. Besides this main southern high- 
 way, several roads and trails converge upon 
 Petropavlovsk from the north, east, and west. 
 At high water the Ishim furnishes water 
 navigation nortliward to the Irtysh and Obi. 
 (See fig. 1.) 
 
 Trade. — As might be expected from the 
 lai-ge number of routes from the south and 
 the Mohammedan character of the city. 
 Petropavlovsk carries on important trade 
 with the dry grazing lands of the Kirghiz 
 Steppes. At two small places, called Ku- 
 yandi (near Kakardinsk) and At Bazar 
 (Horse Bazar), two or three hundred miles 
 south of Petropavlovsk, great gatherings are 
 held each year by horse and cattle trading 
 Kirghiz and other wanderers of the steppes. 
 (See Route W, p. 133.) Many horses are 
 brought from these plaOes to Petropavlovsk. 
 Although the war at first drew heavily upon 
 the reserve supply of all except white horses, 
 the region has now had a few years to re- 
 cuperate, so that there should be large num- 
 bers still to be had. 
 
 It is reported that before the war from 
 250.000 to 400,000 head of cattle were annu- 
 ally assembled at Petropavlovsk. chiefly from 
 the steppes between the railroad and Turke- 
 stan. They were then sent westward on the 
 hoof or slaughtered and shipped in refriger-
 
 PETROPAVLOVSK. 17 
 
 ator cars, principally to Moscow juiu Peti'O- 
 grad. For a time the war naturally speeded 
 up the city's trade in cattle. Now that the 
 Russian revolution has cut the trade to prac- 
 tically nothiii;? for nearly two years, the cat- 
 tle regions sliould have a renewed supply. 
 
 Besides animals and animal products, such 
 as butter, hides, and wool, the city exports 
 hay, wheat, oats, and copper. 
 
 ManufacUiring. — The other industries de- 
 pend upon the cattle trade. Slaughtering is 
 the chief of these. Close to tlie railroad 
 and not far from the city the Union Cold 
 Storage Co. has a new meat-packing plant. 
 Tannorie.s, tallow works, wool washeries, and 
 gut factories are all important. No less than 
 50 plants in town use animal products. 
 Most of these, however, are small, but there 
 is one large steam flour mill. 
 
 Barracks.— In August. 1916, about 10,000 
 soldiers were quartered in Petropavlov.sk 
 during their period of training. Tliey were 
 housed in various buildings, including dwell- 
 ing houses and some barracks one-fourth mile 
 southeast of the city. The barracks are said 
 to consist of a building about 50 by 250 feet 
 in size. 
 
 From Petropavlovsk tlie railroad descends 
 the i-ight bank of the Ishim and crosses the 
 river on a steel bridge of four si)ans, two of 
 SoO feet and two of 70 feet. Three piers are 
 laid on caissons. The abutments have con- 
 crete foundations. The route then ascends 
 the left bank of the Ishim. At about verst 
 856 the road from Petropavlovsk to the south 
 and west is crossed. At about verst 807 the 
 87569— 18— PT 4 2
 
 18 OMSK TO CHELYABINSK. 
 
 boundary is crossed separating the Alimo- 
 linslc territory from the I'etropavlovsk dis- 
 trict. 
 
 Four sidings intervene before the next 
 station is reached. 
 3,739 M 884 V Mamlyutka. (Population 40<J. i The village 
 586 M is close to the station. Drinkinji; water is 
 bad. There are 10 settlements within ~> 
 miles of the station. The freight exports 
 amount to 1,300 tons of grain per j'ear. 
 The line bends gradually toward the north- 
 west and passes over flat country that is 
 at times swampy. Three sidings. 
 3,667 M i)26 V Pyetukhovo. Pyetukhovo village is 4 miles 
 614 M from station. The household water comes 
 from a neighboring lake and is bad in 
 winter. About 8,000 people use the sta 
 tion. Nine thousand tons of grain art- 
 exported annually. Several butter fac- 
 tories near by have an annual output of 
 90 tons. A medical station is available. 
 The railroad passes through a slightly 
 higher and drier region. Three sidings. 
 3,796 M 970 V Makushino. Railroad restaurant, midway 
 643 M from Petropavlovsk to Kurgan. The vil- 
 lage lies three-fourths mile from the 
 station. (Population 1,300.) The water 
 supply is from the shallow Lake Maku- 
 shino. In winter when it freezes to the 
 bottom, melted ice is the sole source of 
 supply. About 20,000 people are tributary 
 to the station and export a surplus of 
 10,000 tons of grain. Four sidings between 
 this and the next station. 
 3,825 M 1.014 ^' Lebyazya. Lebyazya village 4 miles from 
 station. (Population 1,700.) Water sup- 
 plj' poor, due to shallowness of wells.
 
 KURGAN. 10 
 
 There are 3,800 people tribute ry to the 
 station. Export grain amounts to 9,000 
 tons annually, and export butter to 3G0 
 tons. Three sidings between this and the 
 next station. At about verst 1050 the 
 line reaches its highest point on the water- 
 slied between the Ishini and Tobol Rivers. 
 3,853 M 1,056 V Vargashi. Vargashi village 3 miles from the 
 700 IVI station. Young birch trees are numer- 
 ous. Surrounding country is level and 
 well drained. Grain export is about 200 
 tons annually. The route very gradually 
 descends to the west. At about verst lOGG 
 the Utyak Iliver is crossed on a 70-foot 
 bridge. At about verst 1086 the Tobol 
 Kiver is crossed on a steel bridge of six 
 spans; four of 350 feet each and two of 
 70 feet. A roadway is carried on its lower 
 chords. The height of the embankment is 
 30 feet on the west and 3.200 on the east. 
 The five piers are laid on caissons, while 
 the abutments of the retaining wall are 
 supported on piles. Bridge girders are 
 semiparabolic. Fig. 2. 
 3,871 M 1,092 V Kurgan. Altitude, 260 feet. Pojjulation, 
 724 M 25,000. Railroad restaurant. The town 
 of Kui-gan lies 1 mile south of the station 
 on the right bank of the Tobol River, on a 
 level, grassy tract. It has many substan- 
 tial l)uildings. a public library, and a 
 botanicaj garden, but is otherwi.se a typical 
 Siberian city. (8ee fig. 3.) Fig. 4. 
 
 iitrate<jie importance. — 3. Located at the 
 head of steam navigation on the Tobol 
 River. 
 
 2. A junction point of roads from the 
 grazing regions on the south, from Ishim
 
 20 OMSK TO CHELYBINSK. 
 
 on the east, from Shadrinsk, Yalutorovsk, 
 smd Tyumen at the north, and from Che- 
 liabinsk at the west. A railroad is pro- 
 jected to Shadrinsk. 
 
 Military facilities — BanackH. — Two 
 hirjre flour mills and some warehouses bc- 
 lonjrins to the Union Cold Storage Co. 
 would be available for quartering soldiers. 
 
 Camp sites. — A possible site is on the 
 lands belonging to Sniolin Bros. 
 
 Repairs. — The railroad shops. 
 
 Transport. — A few horses might be avail- 
 able. 
 
 Aeroplanes huifUnn place. — The fair 
 grounds. 
 
 Hospitals. — Fairly good. 
 
 Food. — The vicinity of Kurgan is a good 
 dairy region. Owing to the large pasture 
 lands, as well as the grain-growing tracts, 
 there would be no question of supplies. 
 The Ural region draws its supplies chiefly 
 from this section (which extends as far 
 east as Is'ovo-Nikolayevsk). In Kurgan, as 
 well as in Petropavlovsk, the facilities for 
 obtaining pork and mutton are especially 
 good. The Union Cold Storage Co. has a 
 large canning establishment there, which 
 supplied the Russian Army with " bully 
 beef." 
 
 Fuel. — Cordwood. Some coal from 
 Urals. 
 
 Health. — (Uiod quality of water from 
 Ishini River, which is carried to the houses 
 in barrels. No sewerage system. Health 
 conditions good. 
 
 Trade. — Kurgan contains i-epreseutatives 
 of several English firms. It sends west-
 
 KUHGAN. 81 
 
 ward great quantities of butter. Other ex- 
 ports are grain, meat, tallow, hides, game, 
 and fish. Many cattle are purchased 
 through Petropavlovsk. 
 
 Navigation on the Tobol i.s hi small ves- 
 sels because of the shallowness, and is car- 
 ried on with some diflifulty because of the 
 sinuous channel. 
 
 From Kurgan the route crosses the road 
 from the south, rises out of the valley of 
 the Tobol, passes a pond on the right, and 
 runs due west across the flat land. Be- 
 tween Kurgan and the next station there 
 are four sidings whose respective loca- 
 tions are approximately at versts 1097, 
 1103, 1109. and 1118. The line passes from 
 the Province of Tobolsk into that of Oren- 
 burg just before the next station is 
 reached. 
 
 3.900 M 1,127 V Zyiyanka. (Population, 200.") Located in the 
 747 M center of a farming region which raises 
 rye, wheat, oats, peas, hemp seed, flaxseed, 
 and sugar beets. In the vicinity of the 
 station there are six settlements with a 
 combined population of about 4,000. The 
 annual export of farm products is about 
 .■3,000 tons. There is a beet-sugar factory 
 in the neighborhood. Near by there is a 
 forest of Norwegian pines and birches 
 which has long been drawn upon for rail- 
 Avay fuel and ties. Sidings at about verst 
 1134. At about verst 1137 the line passes 
 from the Province of Tobolsk into that of 
 Orenburg. 
 
 3.912 M 1,145 V Yurgamysh. Settlement round station with 
 759 M about 400 population. A road with far- 
 reaching connections runs through the town
 
 22 OMSK TO CHELYBINSK. 
 
 from north to south. It is estimated that 
 7,000 people live within a radius of 5 miles 
 from the station. The community supports 
 several steam grain mills and butter es- 
 tablishments. Thirty thousand tons of 
 grain are annually forwarded from this 
 . station to European markets. 
 
 The route continues through a dry, level 
 country with scattered birch copses. Sid- 
 ing at about verst 1160, and another verst 
 1172. 
 H.08?, M 1.177 \' Myshkino. ( Population. LWO.) Much of the 
 780 M surrounding country is cultivated, and 
 the yield is heavy. The station is reported 
 to send away 50.000 tons of grain annu- 
 ally. There are several steam flour mills 
 in the vicinity. Stockyards at this point 
 collect cattle from the surrounding region 
 and ship them westward. Three sidings 
 intervene before the next station. 
 B.OoDM 1.210 V Shumikha. (.\ltitude. ."80 feet: popula- 
 806 M tiou, 800.) Railroad re.staurant. Arte- 
 sian wells are the source of the water 
 supply. The water is slightly 'brownish 
 and contains lime. About 40.00<» pe'jple 
 north and south of the railroad use the 
 station for freight shipments. No less 
 than 40,000 tons of grain are shipped west- 
 ward annually. This section is one of the 
 richest farming regions in Siberia. Rye, 
 wheat, oats, and peas are the favorite 
 crops. 
 
 Railroad runs through ravines of the 
 Tuknian and crosses the River Kanienka 
 by a lOo-foot bridge. Three sidings are 
 passed and a road crossed.
 
 1.2S1 V 
 
 849 M 
 
 1.292 V 
 
 857 M 
 
 CHELYABINSK. 28 
 
 3,982 M 1,250 V Chumlyak. (Altitude, 560 feet.) Village of 
 S29 M same name 8 miles from station. Popu- 
 lation, 2,000. Station has important grain 
 shipments. Two sidings are passed be- 
 fore the next station. The line runs 
 through a region generally wooded and at 
 times swampy. 
 
 4.U02 M 1.2S1 V Kayasan. Small station. Beyond it the 
 Chumlyak River is crossed by a 70-foot 
 bridge. 
 
 4,009 M 1.292 V Chernyavskaya. Located in a flat, swampy 
 district covered with young birch. A farm- 
 ing tract, with 5,000 inhabitants, lies 
 tributary to this station. The water is 
 especially unhealthful in this vicinity. 
 Sliallow lakes are comnifin. The line now 
 departs from its former straight-away 
 course as the region is less flat. Five sid- 
 ings or platform stops are passed before 
 Chelyabinsk is reached. 
 
 4,037 M 1,333 V Chelyabinsk. (Altitude, 760 feet; popula- 
 884 M tiou, 70,000. ) Unfortified. The city is 2i 
 miles from the station on the Miass River. 
 Near the station are large wooden barracks 
 (capacity 40,000 to 50,000 men), built for 
 use during the Russo-Japanese War, 1904-5. 
 (See fig. 5.) 
 
 Character. — Although Chelyal)insk is the 
 largest and richest city in the Province of 
 Orenburg, the city is not progressive in its 
 appearance. The streets are unu.^ually 
 broad and sti-aight, but as only a few of 
 the main streets are pave<l. the side streets 
 are bog holes in the rainy season and dusty 
 in the dry season. Wooden sidewalks. 
 The streets are dirty, the houses ill kept, 
 and the hotels poor.
 
 24 OMSK TO CHELYABINSK. 
 
 Military imporUmce. — The military value 
 of Chelyabinsk lies in the transportation 
 routes which converge upon the city and in 
 the mineral deposits of the vicinity. Beside^ 
 the direct railroad between ^loscow and 
 Omsk (Routes L and M) there is another to 
 Petrograd via Yekaterinlnirg. and still an- 
 other to Kustanai and Troitsk at the south- 
 east. There are also roads from the north, 
 east, and west. 
 
 The mineral deposits include important 
 iron and gold mines in the Urals at the west, 
 reached by Route M and described in con- 
 nection with that route in this handbook, 
 and a coal mine 10 miles distant from th<^ 
 city. The only means available for trans- 
 porting the coal are wagons, but a railway 
 line is under construction. The coal lies in 
 solid beds near the surface of the gi-ound, so 
 that it is mined by the open-pit method. 
 Shafts, however, will probably be built as 
 the works develop. The output resembles 
 cannel coal, but it has a lower ignition point 
 than that variety. It is of poor quality and 
 is not suitable for locomotives. 
 
 Military facilities. — Besides the barracks 
 mentioned above there is a good camp site 
 on high ground between the railroad station 
 and the town. The suitability of this site 
 depends on the fact that the city aqueduct 
 passes close by. Recent reports, however, 
 indicate that at the present time the city 
 water system is not in woi-king order. For 
 transport no motor trucks or gasoline 
 launches are a^'ailable nor are there any 
 gasoline supplies on hand. During the revo- 
 lutionary period great numbers of transport
 
 CHELYABINSK. 25 
 
 animals were killed for food. Be.sides tlu- 
 large railway shops there is a repair shoj* 
 for agricultural machinery. As the country 
 is flat many good sites for aeroplane land- 
 ings may be found. Hospital facilities are 
 good. 
 
 Communications. — Besides the railway 
 communications mentioned above, water 
 transportation is available. The River 
 Miass can be navigated by shallow draft 
 barges. The country roads in this region 
 are fairly good even for automobiles. A 
 good motor road connects the city with 
 Orenburg. The Government telegraph and 
 telephone systems are good. 
 
 Inhabitants. — Kirghiz of Tartar origin 
 with some Great Russians. The intelligent 
 classes are friendly and the others, though 
 poor as laborers, are tractable. 
 
 Food. — Being close to the agricultural 
 regions in the neighborhood of Kurgan, food 
 is cheaper and better than at Yekaterin- 
 burg. 
 
 Fuel. — Cordwood is used for fuel, but the 
 supply is limited and it is therefore very 
 expensive. The new coal field recently dis- 
 covered lying just east of the city will re- 
 lieve the situation. In the past coal was 
 procured fi-om the Orenburg mines. 
 
 Health. — Since the water system installed 
 four years ago Is not now in working order, 
 water of poor quality is procured directly 
 from the river. There is no sewerage sys- 
 tem. Sewage is carried out of the city and 
 dumped into pits. Consequently health con- 
 ditions are very poor.
 
 26 OMSK TO CHELABINSK. 
 
 Indnstriea and trade. — FarinlnKand flour 
 milling are the chief industries. Their raw 
 materials, hides, and grain are contributed 
 by the important farming region which sur- 
 rounds the city. A grain elevator near the 
 station has a capacity of 9,000 tons. Chelya- 
 binsk returns to the farms agricultural im- 
 plements. For storing these it has large 
 warehouses. Two of these are American 
 owned and ordinarily hold products from 
 the International Harvester Co. and the 
 Moline Plow Co. About 80,000 head of cat - 
 tie pass thi'ough the stockyards annuall.\. 
 About 600,000 tons of farm products are 
 ordinarily sent westward each year.
 
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 Route M. 
 
 RAILROAD— CHELYABINSK TO SYZRAN. 
 
 GENERAL DESCRIPTION. 
 
 MILITARY VALUE. 
 
 The railroad from Chelyabinsk to Syzran is of military im- 
 portance for the following reasons: First, it constitutes a 
 section of the most direct route from Siberia to Moscow. Second, 
 it passes through a section of the Urals particularly rich in iron 
 aud copper deposits. Moi'eover, the deposits are extensively 
 worked and the metals manufactured into finished products 
 within the region traversed by this route. Third, this route is 
 one of two which must be used as supply lines if a battle front 
 is maintaint'd along the ^'(»Iga or farther west. Fourth, the 
 region traversed by the route ordinarily has .•> great surplus of 
 food products, especially cereals and animals. The surplus of 
 cereals usually exi)orted varies from 7 to 21 bushels i)er inhabi- 
 tant. Fifth, this is the .shortest railway route from Siberia to 
 Turkestan. 
 STRATEGIC CENTERS. In order from east to west. 
 
 Chelyabinsk. (Population, 70.(100.) Treated in Iloute I.. 
 
 Zlatoust. (Pop»l:^tion. 34.000.) The value of Zlatoust as a 
 strategic center lies in the highly productive iron mines of the 
 neighborhood, aud the iron manufjicturiug upon which tlie town 
 thrives. The most important manufacturing from the military 
 viewpoint is carried on in the Government arsenal, where side 
 arms, bayonets, guns, rifles, machine guns, and other weapons 
 are made. 
 
 Ufa. (Population, 106,000.) The strategic imi»ortance of 
 Ufa arises from its location at the .iunction of three railways ami 
 four important roads. One railway comes from the east, another 
 from the west, and the third from the southwest. Of the four 
 roads, one comes from the east, paralleling the Trans-Siberian 
 Railway and meets the one from the southwest, which also paral- 
 lels that railroad. These two constitute the Great Trans- 
 34
 
 TERRAIN. 36 
 
 Siberian Highway. Tlie other two come from the north and 
 .soutli from important towns. Ufa also has large iron and 
 copper works. 
 
 Samara. (Population, 144,000.) Samara is the largest cen- 
 ter on this route and the most important strategically. Five 
 first-class lines of transportation converge upon the city ; a 
 direct railroad from Moscow, another from Vladivostok, and a 
 lliird from Turkestan. The fourth first-class route is up the 
 navigable Volga, and the fifth is down the Volga. Samara is 
 considered the best port on that river. Another phase of the 
 military importance of the city is the many military con- 
 veniences it possesses. A large force may be accommodated 
 with detraining and entraining convenience.s, barracks, drill 
 grounds, hospitals, etc. i' 
 
 Syzran. (Population. 48,000.) Like Samara, Syzran enjoys 
 navigation on the Volga, but it lacks a good site for a port. Be- 
 sides the railway from the east, it has two railways from 
 JMoscow. As the keeper of the Alexander Bridge across the 
 Volga, Syzran is of high military importance. 
 TERRAIN. 
 
 onc-fiflh of the route is through a rugged section of the 
 Ural Mountains. Along this section many of the slopes are 
 steep and flie valleys narrow. A few heights, such as IJrenga 
 (a ridge near Zlatoust), I'each beyond the tree line, but in 
 general the nu>untaius and their foothills are naturally well 
 wooded. 
 
 The other four-fifths of the route, including a short section 
 between Clielyabinsk and the Urals, are made up of a plain, 
 below which rivers have cut deep valleys. From the bottom 
 of one of the deep valleys the terrain above may seem almost 
 mountainous, so long are the slopes and so rugged does the region 
 appear. But when viewed from the summit of one of the flat- 
 topi)ed liills. it is apparent that the flat tops of the hills all lie 
 in the same plane. The hilltops are a thousan<i feet above sea 
 level near the Urals, whereas they are only a few hundred near 
 Samara. (Photos Nos. 6 and 7.)
 
 36 CHELYABINSK TO SYZRAN. 
 
 SOIL AND AGRICULTURE. 
 
 A thick Inyer of black earth covers most of the region tra- 
 versed by this route ; hence with favoring climatic conditions 
 larniing succeeds as a rule. Occasionally, however, adverse 
 cliiiiatic coixlitions bring failure of crops and famine. At .such 
 times (liousands die from the hunger typhus and other thousands 
 have to migrate in search of work along the Volga. 
 
 The leading crops are rye, wheat, oats, barley, millet, buck- 
 wheat, and potatoes. Melons and sunflower are also extensively 
 cultivated. Live-stock raising comes in for much attention. The 
 exported farm products are chiefly the cereals. 
 MINES. 
 
 The fifth of the route tliat traverses the Ural Mountains taps 
 many iron and copper mines. Near Miass gold is also found. 
 This may be considered one of the most active mining sections 
 of Russia. 
 MANUFACTURING. " 
 
 Manufacturing centers in dairies, creameries, flour mills, anil 
 meat-packing plants, found throughout the entire route, even in 
 the mountains, and in metal industries, which are scattered 
 near the mines in the Urals and among the western foothills. 
 The products range from pig iron and steel plate to hardware, 
 munitions of war, and bridges. Manufacture of machinery is 
 not attempted. (Photo No. 8.) 
 INHABITANTS. 
 
 Nearly SO per cent of the people are Great and Little Rus- . 
 siaus, and nearly 10 per cent of the remainder are Germans. 
 Many of these are thoroughly Russianized, however, since their 
 ancestors caine to Russia about 176:1. 
 STATISTICS. 
 
 In reading the accounts of manufacturing towns in the fol- 
 lowing pages, it must be remembered that the statistics are 
 misleading. For example, if a given factory is said to employ 
 2,000 men, it means that this is the total number of entries in the 
 company's books. The same name may appear half a doze)i
 
 POLETAYEVO TO KUSTANAI. 37 
 
 times if a man Avorks a few weelcs and then quits, only to come 
 baclv again. Moreover, tlie men wlio are reported as employeil 
 in a factory may actually be at work miles away cutting wood 
 (in the mountains, digging ore In the mine, or driving a sledgo 
 to carry the ore scores of miles from mine to factory. It must 
 also be remembered that the methods employed iii all jjrocesses 
 from the mine to the finished product are usually primitive, .so 
 that the product per man is very low. 
 
 DETAILED DESCRIPTION. 
 
 Miles Distance 
 
 from from 
 
 Vludivustok.Chelya'binsk. 
 
 4,042 Chelyabinsk. (See Route L.) 
 
 From Chelyabinsk, Route M runs soulii- 
 west near the edge of the Miass Valley. 
 The line soon ascends to the gold mines of 
 Krasheninnikov. A small branch of the 
 Miass, the Birgilda, is spanned by a 70- 
 foot bridge. 
 24V Poletayevo. A branch railro.ul (Ml) runs 
 16 M south. 
 
 ROUTE M. BRANCH 1. 
 
 POLETAYEVO TO KUSTANAI. 
 
 From Pole- 
 tayevo. 
 
 Poletayevo I (Samara-Zlatoust Statiou). From 
 
 the Samara-Zlatoust station the route runs to the 
 southern part of the town. 
 M V 
 
 2 3 Poletayevo II (Troitsk station). Tiie line con- 
 
 tinues due south across an upland surface, 
 m 29 Yemanzhelinskaya. Near the head of a valley 
 
 tributary to the Uvelka Valley. The route pro- 
 ceeds down the valley passing tlu> large Lake 
 Sarikul on the east.
 
 38 CHELYABINSK TO SYZHAN. 
 
 43 65 Nizhne-Uvelskaya. Kiiilroad restaurant. On the 
 
 loft sloi)e of the Uvelka Valley. A road and tele- 
 graph line come in from the northwest. The 
 railroad passes down the valley of the Uvelka 
 following the left slope. 
 68 103 Troitsk. Population, 25,000. liailroad restaurant. 
 Situated in the valley where the Uvelka River 
 empties into the Ui River. The city has grown 
 rapidly in recent years. Besides the usual gov- 
 ernment buildings, it has 10 churches of the 
 Greek religion and 6 Mohammedan mosques. 
 There are also a liifeh school for girls and boys 
 and several substantial business houses. Military 
 barracks and a liospital are located on the out- 
 skirts. 
 
 A fair held from July to October lias a normal 
 turnover of 4,000,000 rubles. European articles, 
 such as metallic products, paper, sugar, and 
 woolen goods, are exchanged for products of the 
 Steppes, such as raw wool, felt, furs, hides, horses, 
 sheep, and fruits from irrigated lands. During 
 the fair the town is able to supply a large volume 
 of these goods. There is a small volume of trade 
 in food products for the Ural gold mines at the 
 west. 
 
 About 40 industrial establishments employ 
 1,500 men and women. 
 
 Tanning, the making of leather goods, and iron- 
 working are the chief industrial activities. 
 
 Troitsk is an important transportation center. 
 A road and telegraph line come in from Verkhne- 
 Uralsk at the west. Another road goes eastward 
 down the Uvelka Valley. A third comes in from 
 the north. Still another follows the railroad to 
 Troitsk and beyond to Kustanai. 
 
 It is reported that a railroad projected from 
 Troitsk through Varshavskaya to Orenburg, 315
 
 VERKHNE-URALSK. 39 
 
 miles to the southwest, has been built at least In 
 part by war prisoners. 
 Verkhne-Uralsk. Population, l.j.OOO. An impor- 
 tant town about 190 versts (12G miles) west of 
 Troitsk. The capital of the province of the same 
 name, on the left bank of the Ural Rivor. It lias 
 no railroad connection. 
 
 The town lias a rapidly growins^ Irade with the 
 Kirghiz in cattle, sheep, and animal products, 
 which are forwarded to European Russia. Fairs 
 are held July 29 and August 29 (old style), or 
 August 11 and September 11 (new style). 
 
 On leaving Troitsk, Route M 1 crosses the Ui 
 River to the right and follows it to the south- 
 east. The line gradually climbs out of the valley 
 and strikes a di'y and sparsely populated up- 
 land dotted with shallow lakes and ponds. Cat- 
 tle raising is almost the exclusive occupation 
 from this section to the end of the railroad. 
 80 121 Koyerak. Small station on the u]>hnul surfa(H'. 
 The route continues southeast. At al)out verst 
 156 it descends the left slope of a valley tributary 
 to the Ui River. 
 
 105 159 Toguzak. A village in the bottom of the valley. 
 The river is crossed and the line ascends froui 
 the valley to the upland. The route strikes 
 northeast across a dry, grassy plain, which is 
 very sparsely populated. Trees are entirely 
 lacking. 
 
 130 196 Jar Kul. A collecting point for export cattle. 
 
 156 2;^5 Ozyornaya. A convenient place for assembling cat- 
 tle for the railroad. At about verst 266 descent 
 begins into the valley of the Tobol. 
 
 177 268 Kustanai. (Population, 14,000, 3.000 of which are 
 Kirghiz.) ^he railroad ternunal in the valley 
 of the Tobol. A road runs north down the Tobol 
 valley. The town has important trade with the
 
 40 CHELYABINSK TO SYZRAN. 
 
 Kirghiz in cattle, sheep, and potatoes. Tliere 
 are tanneries and tallow works. Fairs are held 
 at which cattle are sold. The town has a 
 cathedral and a number of schools. The ad- 
 joining steppe is fertile. 
 
 CONTINUATION OF ROUTE M. 
 
 From Ghelyabinsk. From Poletayevo Koute M diverges from the 
 Miass Valley and runs due west. In this vicinity 
 a broad upland tract is crossed where gold is 
 mined from veins, while in the valleys gravel 
 Is washed for gold. A 140-foot bridge takes the 
 railroad across the small Bishkil River. 
 
 M. V. 
 
 32 48 Bishkil. The highway from Chelyabinsk strikes 
 
 southwest from the village. The railroad as- 
 cends as it continues west. At about verst 63 it 
 enters a branch valley of the Ubedka River. 
 
 4.') 68 Chebarkul. The village is near the station on 
 
 Chebarkul Lake. From Chebarkul the railroad 
 follows the narrow and uneven isthmus between 
 Lake Chebarkul and Lake Yelovy and then be- 
 gins to climb the Ilmen ridge, which forms part 
 of the foothills of the Ural Mountains proper. 
 Beyond the height of land the road descends 
 into the Miass Valley. 
 
 60 90 Miass. (Altitude, 1.115 feet.) Railroad restau- 
 
 rant. A busy gold-mining center situated in the 
 INliass Valley on Lake Ilmen. The highway 
 from Chelyabinsk enters Miass from the south. 
 The surrounding region is rugged and forested. 
 A small force might effectively cut the route at 
 this point. The Miass metal works, founded in 
 1777, stand 4 miles ffom the station in a deep 
 valley inclosed by the Chashkov Mountains. 
 Formerly the works smelted copper, but now
 
 MIASS. 41 
 
 they are operated by the goUl-miuing couupauy. 
 At the works there is a town with many shops, 
 stores, and stone houses. There are also two 
 libraries and a club. In ordinary times the 
 workmen number about 3,000 and the population 
 exceeds 14,000. 
 
 The Ilmen mines, which are near the station, 
 are connected with the Miass works by a nar- 
 row-gauge line, amply provided with trucks and 
 engines. The gold-bearing strata contain clayey 
 sand with a mixture of pebbles and gravel. In 
 them are found fragments of quartz, gneiss, and 
 flinty slate. A ton of gravel yields from 9 to 21 
 grains of gold. 
 
 From Chelyabinsk to Miass the railroad is sin- 
 gle tracked. At Miass, however, the track be- 
 comes double and so continues for 153 miles to 
 Simskaj'a. On leaving Miass the railroad crosses 
 the Miass River on a 175-foot bridge and climbs 
 into the Ural Mountains proper. The gi'ades are 
 heavy, and many windings and zigzags are made 
 to keep them within normal limits. The water- 
 shed l)etween the Miass and Atlian Rivers is soon 
 crossed, and the line descends into the Atlian 
 Valley. The Atlian River is spanned by a 105- 
 foot bridge. Another watershed is then climbed 
 and descent is made into the valley of the Little 
 Syrostan. The line twice crosses the Little 
 Syrostan River, effecting a circuit of IJ miles. 
 Then the climb continues in the most ruggeil 
 part of the Urals crossed l»y this railroad. 
 74 111 Syrostan. Small station, surrounded by mountains. 
 The village of the same name is located within 
 one-half mile. 
 
 The railroad begins an ascent along tlie riglit 
 l)ank of the Bolshaya (Great) Syrostan. Tlie bare 
 stone ridges, which constitute the summit of Alex-
 
 42 CHELYABINSK TO SYZRAN. 
 
 auder Cone, altitude .'i.oOO teet, s(xjn come into 
 view, and remain visible for some time. The 
 River Bolshaya-Syrostan, a brancli of the Miass, 
 is crossed by a 12G-foot bridge of three spans, one 
 of 70 feet and two of 28 feet. Here the railroad 
 bef^ins its ascent to the juain summit of the line by 
 zigzags of about 3 unles in length. Beyond ver.st 
 l.'U the summit is reached. It is marked by a 
 stone pyramid inscribed " Europe " on the west 
 side and "Asia " on tli<! east. Just beyond i< 
 I'rzluunka. 
 SS 1?!2 Urzhumka. (Altitude 1,859 feet.) The statitm 
 stands in a place remote from all habitation in a 
 rocky recess of the Ural Mountains. Tlie route 
 tlien swings down into the Pesma Valley and 
 crosses the river of that name on a 161-foot 
 bridge of three spans, one 105 feet long and two 
 2S feet long. (Photo No. 10.) Beyond, the route 
 again rises over ridge after ridge. 
 100 1.10 Zlatoust. (Altitude of station 1,495, of town 
 1,925 feet; population 34,000.) (Photo No. 9.) 
 liailroad restaurant. The t»)wn is 3 miles to the 
 southwest, situated in the valley of the Ai, which 
 is here danuned so as to form a considerable 
 lake. The town spreads from the Ai Valley into 
 the valleys of Gramotukha, Tesma. Kamenka, 
 Chuvashka. and Tatarka. It is dominated by 
 Kosotur, an imposing hill, and Urenga, the north- 
 ern end of a long ridge by that name. A road 
 runs west and southwest to the Satka Iron 
 Works (photo No. 8), thence to a railway station 
 called Suleya. 
 
 Ma7uifact lire s.— Because of the proximitj of 
 iron mines, Zlatoust has long been important- in 
 iron manufactures. In the large Government 
 arsenal located here alloy steel is made into 
 side arms, bayonets, guns, rifles, and maclilne
 
 ZLATOUST. 43 
 
 guns, and chrome and nickel steel are made into 
 shells of all descriptions. Detonators and shrap- 
 nel are reported to have been made to the quan- 
 tity of about 50,000 per month. In ordinary times 
 the Zlatoust Works produce pij? iron, open- 
 hearth steel, railroad equipment, liardware, 
 knives, and forks. Other industries are soap 
 works, textile mills, and bakeries. For fuel the 
 town uses crude oil from Baku or Tashkent and 
 coke from the Donetz Basin. 
 
 The metal products have lately had tlie f<pl- 
 lowing destinations : pis iron to Xizhni-Xovgorod : 
 side arms to Moscow and Petrograd ; sliells to 
 Moscow, Kazan, and Perm, to be loaded; railway 
 equipment to Chelyabinsk. 
 
 The average yearly output of the Zlatoust 
 A\'orks from 1914 to 1017 was about HO.tMlO tons 
 of rolled steel. 15.000 tons of cast steel, lO.ono 
 tons of tool steel. 
 
 Hospitals. — Some of the Government iron 
 works have hospitals of their own. The town 
 supports a small hospital and dispensary. 
 
 The route from Zlatoust follows down the 
 valley of the Ai. Cuttings in the valley side 
 often reveal chalk. Fir and pine trees predomi- 
 nate in the forests which clothe the hills. 
 
 At about verst 160 is a platform stop named 
 Kusinsk, used chiefly for freight. The town 
 of this name is located about 9 miles away 
 down the valley of the Ai. Its population is 
 about 7,000. Government iron works and foun- 
 dries are located here. The works are supplied 
 with ore from the Akhteusk mine. situate<l 
 about 10 miles beyond. The ore is about 73 per 
 cent oxide of iron or about 50 per cent metal. 
 The output of the works is especially for the 
 navy and Government artillery works at vari-
 
 44 CHELYABINSK TO SYZRAN. 
 
 ous centers. Wood and (•liiiicoiil are employed 
 as fuels. 
 
 The route continues down the valley of the 
 Ai, being perched in the main high upon the 
 valley slope. The valley makes a great sweep 
 to the northwest and north, while the railroad 
 continues to bear west. At aliout verst 176 the 
 Ai River is crossed by a 210-foot bridge, and a 
 steep climb is made out of the valley. 
 119 179 Tundush. The route now passes through a less 
 rugged region and approaches the Suleya ridge. 
 1.S2 199 Berdyaush. From this station a broad-gauge 
 bninch railroad winds southward, parallel wifli 
 the Suleya ridge, to the inip"r1;uit Satka Iron 
 Works, at Satka (population. 12,0(X)). and thenro 
 southwest to the famous Bakal mine (49 versts, 
 or 33 luiles). The Satka Iron & Steel Works 
 employ 5,000 operatives. The works consist of 
 several blast furnaces, rolling mills, steel mills, 
 and foundry and machine shops. The pig-iron 
 production is 50,000 tons annually. Shells of all 
 descriptions are made, as well as guns, gun car- 
 riages, and large forglngs. These munitions are 
 supplied ordinarily to the navy and artillery de- 
 partments. Wood and charcoal from the neigh- 
 boring forests are used as fuel in the iron works. 
 The iron ore is brought from Bakal by railroad. 
 
 The Bakal mine on the Bulandikha Mountains 
 is iu one of the most extensive iron deposits in 
 Russia. The analysis of the ore shows 81.44 per 
 cent oxide of iron, 57.36 per cent metallic iron. 
 6. 78 per cent silica, and 5.46 per cent aluminum. 
 The mine supplies ore not only to Satka but to 
 Simskaya, Zlatoust, and other centers. 
 
 It is reported that prisoners of war have built 
 another railroad from Berdyaush northward 
 through Zlokazovo and Grobovo to Kuzino, a
 
 VYAZVAYA. 45 
 
 newly erected station on Route N, between Yeka- 
 terinburg and Kourovka. 
 
 From Berdyaush Route M 1 crosses the Satka 
 River on a 700-foot bridge (spans of 448, 210, 
 and 42 feet), and makes a great sweep to the 
 north to avoid the northern end of the Suleya 
 ridge. The line tlien continues southwest paral- 
 lel with the ridge. The country to the west 
 opens up broadly. 
 
 147 221 Suleya. From here a road runs 12i miles across 
 the Suleya ridge to the Satka Iron Works, 
 thence to the northeast to Zlatoust. Another 
 road with a telephone line runs to the northwest 
 with far-reaching connections. Within 3 miles 
 of the station is a quarry which turns out slate 
 shingles for roofing buildings. The route still 
 (•(Uitinucs to the southwest in nearly a straight 
 line, parallel with the Suleya ridge. The Ishelga 
 River is crossed by a 70-foot bridge. Before the 
 next station is reached two more rivers, the 
 Uluir and Sikiaz, are crossed by 70-foot bridges. 
 
 162 245 Mursalimkino. Small station. Broad views are 
 obtained at the west. The line continues to the 
 southwest, wath forested mountains on the left 
 and far-stretching fields and n)eadows on the 
 right. The level land on the right is occasionally 
 cut by deep ravines and valleys. 
 
 17(5 2()G Vyazovaya. (Altitude, LOGO feet. ) Important sta- 
 tion. Inclosed by hills clad with evergreen for- 
 ests. The scenery is parklike. The Yurezan 
 River, with its steep slopes and islands, is close 
 by. 
 
 From Vyazovaya a branch railroad goes due 
 south up the Yurezan River on its left bank to 
 (11 versts, 8 miles) Yn7-c;:;anski. Here are lo- 
 cated the Yurezan Iron & Steel Works. They 
 consist of 6 blast furnaces and large steel mills.
 
 46 CHELYABINSK TO SYZRAN. 
 
 They roll commercial sizes of structural steel as 
 well as steel rails, fastenings, and bridge steel. 
 The annual output is about .50,000 tons. As last 
 reported, the iron ore was brought in carts from 
 the Bakal mine, 24 miles away. It is probable 
 that now it is received by railway. 
 
 From Yurezauski the branch line curves to the 
 southwest out of the Yurez&n Valley (32 versts, 
 22 miles) to Zaprudovka. The route climbs over 
 the watershed separating the two rivers and de- 
 scends into the Katav Valley (3-5 versts, 24 miles) 
 Kntav-Iranovski. This is another iron and steel 
 town. The works consist of 7 blast furnaces, 
 rolling mills, Bessemer converters, machine shops, 
 forge, and sawmill. There is also aft electrical 
 plant. Large warehouses and sheds for the stor- 
 age of metal and iron products have been built 
 near the station. The ore comes from the Bakal 
 mines. Before the war 40,000 tons of rails were 
 annually produced, but they were of low grade. 
 During the war the works manufactured am- 
 munition of great variety, but especially shells 
 from 3 inches to 6 inches. 
 
 About 77 miles south of Katav-Ivanovski is 
 Tirland, with more steel and iron works. Their 
 outinit is about 18,000 tons of pig Iron and steel. 
 Thirteen miles beyond Tirland is located the 
 town of Byeloryetsk, with still moi*e iron and 
 steel works. They have a capacity of about 
 0,000 tons of cast iron annually. The products 
 of both Tirland and Byeloryetsk are forwarded 
 to Katav to be sent away by rail. 
 
 From Vyazovaya, the main line. Route M, runs 
 to the north and northwest following down the 
 Turezan Valley on the right slope. The slope is 
 so steep that bare rocks are numerous. Occa- 
 sionally they rise almost perpendicularly.
 
 SIMA IRON WORKS. 47 
 
 188 284 TJst-Katav. Amidst cliffs and rocky slopes. Iron 
 works are situated about 3 miles from the 
 station near the junction of the Yurezan and 
 Katav Rivers. They manufacture steel of all 
 commercial sizes and are especially equipped to 
 furnish railroad supplies. 
 
 The railroad soon descends into the Yurezan 
 Valley and crosses the river by a bridge with 3 
 spans of 70, 322, and 70 feet, respectively. Height 
 above low-water mark is 84 feet. A long climb is 
 made toward the plateau surface. 
 
 VJS 2!>!) Kropachevo. (Altitude, 1,200 feet.) Small station 
 at the crest of the upland between the Yurezan 
 and Sima Rivers. The Nicholas Iron Works are 
 located about 16 miles from the station. The 
 iron ore is obtained from the Bakal mine, 
 reached by Route M 3. It is reported that dur- 
 ing the war the Nicholas Works at one time 
 employed as many as 6,000 persons. The rail- 
 road runs west and descends into the Sima 
 Valley. 
 
 213 321 Simskaya. (Altitude, 62.j feet.) Small station, 
 deep in the valley. The town of Simskaya is 
 about 4 miles up the Sima Valley and is con- 
 nected with the railroad by a street railway 
 line. It contains the Sima Iron Works, which 
 has several blast furnaces and a Bessemer con- 
 verter. Iron ore is derived from the Bakal mine 
 viatftoute M 4. It is reported that a maximum 
 of 8.0tK> men were employed here during the war. 
 Sima has a good-sized hospital. The town is 
 surrounded by tree-clad mountains. There is 
 much limestone in the mountains, and natural 
 caves are common. 
 
 The route to this point from Miass is a double- 
 track railway. It continues as a single-track 
 line and follows the Sima Valley westward for 
 87569— 18— PT 4 4
 
 48 CHELYABINSK TO SYZRAN. 
 
 the next 37 railes or beyond the Ulu-Teliak sta- 
 tion. Before the next station is reached the 
 railroad crosses the Sima River four times on 
 bridges whose respective lengths are 245, 175, 
 175, and 280 feet. The first bridge has 3 spans, 
 35, 175, and 35 feet. 
 
 221 334 Minyar. (Altitude, 520 feet.) The Minyar Steel 
 Works are located IJ miles from the station. 
 The reported war output was about 15,000 tons 
 of cast iron and 4,000 tons of steel annually with 
 a maximum working force of 10,000. Their 
 specialty is sheet work and steel plates of all de- 
 scriptions. 
 
 The route curves gradually to the southwest 
 and runs between two mountain ridges, the 
 Vorovei ou the right and the Anjigordak on 
 the left. At about verst 349 the railway track is 
 built into the side of a perpendicular limestone 
 rock, the Kazaramen, whose base is washed by 
 the waters of the Sima. 
 
 Before the next station is reached exit is 
 made from the Ural Mountains. Beyond this 
 point there is much ruggedness, but it is caused 
 by valleys cut by rivers below the upland sur- 
 face rather than by hills and ridges rising above 
 the upland surface. 
 
 234 353 Asha-Balashevskaya. (Altitude, 435 feet.) Rail- 
 road restaurant. Close to the station is a steel 
 plant with a large blast furnfUe. The route con- 
 tinues to the southwest, crossing the river Asha 
 on a 105-foot bridge. 
 
 248 37-1 Ulu-Telyak. Small station. The line now ci'osses 
 the streams Telyak and Ulu on 70-foot bridges 
 and climbs out of the Sima Valley. It soon 
 reaches the highest point between the Sima 
 Valley and the Ufa Valley.
 
 TJFA. 49 
 
 399 Tavtimanovo. High on the watershed between the 
 two valleys. The route gradually descends 
 toward the Ufa Valley as it swings from tlie 
 northwest to the southwest. 
 
 417 Iglino. Small station on the left slope of the Ufa 
 Valley. Well-forested section. Two stream saw- 
 mills are located near the station. The line now 
 curves to the west. 
 
 430 Shaksha. Near the bottom of the Ufa Valley. 
 The river Tauzh is crossed by a 70-fnot bridge. 
 The left bank of the Ufa is followed. 
 
 43S . Chernikovka. Nearby is a great tallow factory 
 with an annual capacity of G.OOO tons. Tiie rail- 
 way soon crosses the Ufa River on a 1,500- foot 
 steel bridge (photo No. 10) and ascends the right 
 slope of the Ufa Valley to the town of Ufa. 
 
 450 Ufa. Railroad restaurant. (Altitude, 310 feet.) 
 ( Population, 106,000. ) Located on the right bank 
 of the river Byelaya near its .iunction with the 
 Ufa. The station lies on the Byelaya, li miles 
 to the north of the town. Ufa is the capital of 
 a province. The better part of the town con- 
 tains two cathedx'als and a few churches; the re- 
 mainder is a scattered aggregation of small 
 wooden houses. In the middle of the town is a 
 large square and a little to the south are recrea- 
 tion grounds. Both are suitable for camp sites. 
 
 TraV'Sportation. — Besides the main railroad 
 (Route IVI), Ufa has a newly built railway direct 
 to Simbirsk, on the Volga River (Route X). Tbis 
 railway leaves Route M at Chishmy, tlie second 
 station west of Ufa, on the main line. Steamers 
 ply from Ufa down the Byelaya, thence down 
 the Kama to Kazan in 2J days. On the average, 
 the river is open for navigation by the lltb of 
 April and freezes over by the 4th of November.
 
 50 CHELYABINSK TO SYZRAN. 
 
 Ill suimiifi- Ui(! river is souietimes so low fliat 
 steanieis can not proceed above Birsk, about 50 
 miles downstream from Ufa in a straigbt line, 
 but nearly twice as far by the river. Above Ufa 
 the river is navigable at high water to the 
 Byeloryetsk Works. A roadway runs north to the 
 important town of liirsk and another goes south 
 to Sterlitamak. Telephone lines follow each road. 
 
 Industries. — There are several private mining 
 enterprises in the vicinity whose products are 
 manufactured in the city. There are 15 copper 
 factories and 13 iron and steel mills, which em- 
 ploy together several thousand men. There are 
 also many small factories making wax candles, 
 candies, rope, and wooden products. Large gaso- 
 line reservoirs near the station might well serve 
 military purposes. 
 
 Leaving Ufa the route almost immediately 
 crosses the Byelaya on a 2,100-foot bridge, having 
 6 spans of 350 feet each. (Photo Xo. 11) The 
 arches are semiparabolic and the track is on the 
 lower chord. The piers and abutments are laid 
 on caissons lowered to the depth of 57 feet below 
 the ordinary water level. The railroad proceeds 
 sti'aight across the flood plain of the Byelaya. 
 313 472 Yumatovo. At the mouth of the Dema Valley. 
 For the next 58 miles, or until Rayevka station is 
 reached, tlie railroad follows uo the Dema Valley. 
 The valley and the upland support occasional 
 farming settlenieuts. The forests are of young 
 growth. The steep slopes of the Dema Valley 
 consist of friable schistose sandstone containing 
 copper ores. Remains of mines are occasionally 
 seen along the valley. Mines in operation are 
 rarely seen. Much of the surrounding country 
 is of limestone, and, as is usual in such regions, 
 caves and depressions called " funnels " are
 
 CHISHMY. 61 
 
 commou. These are places where percolating 
 water has dissolved the limestone, forming caves, 
 the surface of which has fallen in so as to form 
 a hollow. 
 
 The route crosses the Uza and the Kolomysh, 
 branches of the Dema, on 140-foot bridges. 
 
 32S 494 Chishmy. From Chishmy a newly built railway 
 (Route X) runs due west to Simbirsk. Route 
 M continues to the southwest. The River Daly- 
 shly, a branch of the Dema, is crossed on a 70- 
 foot bridge. 
 
 343 518 Shingalc-Kiil. Small station. Continuing, the line 
 ci'gsses the River Urdiak, a branch of the Dema, 
 on a bridge of 175 feet. At a siding or plat- 
 form stop called Karakalinsk copper ores are 
 successfully taken from the friable schistose 
 sandstone of the Dema Valley. 
 
 358 540 Davlekanovo. The station is near Itlvulovo, a 
 small Bashkir settlement. Trade is confined to 
 the winter season, when travel is easy over the 
 snow and ice. Not far from the station are a 
 number of farming estates of considerable size. 
 A station grain elevator has a capacity of 540 
 tons. Proceeding, the route crosses the River 
 Tiulen, a branch of the Dema, on a 140-foot 
 bridge. 
 
 370 558 Rayevka. (Altitude, 380 feet.) Railroad restau- 
 rant. A wide view of the Dema Valley is ob- 
 tained at the east. The route soon leaves the 
 Dema Valley by curving to the west. The River 
 Kyly is crossed by a 175-foot bridge. 
 
 383 578 Shafranovo. The line winds considerably across 
 several valleys, which are tributary to the Dema. 
 
 393 593 Aksenovo. The route climbs to the west and north. 
 
 406 613 Glukhovskaya. (Altitude, 1,235 feet.) An upland 
 station. Here the line readies the watershed 
 between the Byelaya and Kama River systems.
 
 62 CHELYABINSK TO SYZRAN. 
 
 Tlie route desceuds as it swin^^s around a semi- 
 circle. 
 
 418 630 Aksakovo. On the edge of the upland. A branch 
 railroad runs 13 versts (9 miles) to the north to 
 Belebei, a district town, with a population of 
 5,000. It is on the left bank of the Belebeika 
 River. The surrounding region is extensively 
 cultivated. Much grain is exported from Aksa- 
 kovo. Rye flour also is sent away in considerable 
 quantities. It is milled by small water wheels of 
 primitive construction. 
 
 The route descends to the southwest through 
 rough country. 
 
 430 649 Priyutovo. Small station. The surrounding region 
 contains many small farms. 
 
 441 665 Taldy-Bulak. In the valley of tlie River Ik. The 
 valley is well cultivated. The River Ik is crossed 
 by a 105-foot steel bridge and passes from the 
 Ufa district to that of Samara. 
 
 454 6S4 Abdulino. (Altitude 530 feet; population 2,000.) 
 Railroad restaurant. Water power is here avail- 
 able and is used by flour mills. Four of these, 
 not far from the station, have a reported output 
 of 20,000 tons of flour yearly. They belong, re- 
 spectively to merchants named Markov, Sviridov, 
 Rogov, and Zhidkov. A steam flour mill pro- 
 duces about 22 tons of flour per' day. A grain 
 elevator near the station has a capacity of 550 
 tons. 
 
 The surrounding country is highly productive, 
 especially of cereals. About 70 per cent of the 
 grain fields are planted with rye, which is the 
 chief crop. Buckwheat comes next. A good har- 
 vest yields no less than 13,000 tons of buckwheat 
 in the region tributary .to Abdulino. A road goes 
 north down the Ik Valley. Another goes south.
 
 BUGURUSLAN'. 53 
 
 The route cliiubs out of the Ik Valley aud 
 continues to the southwest. 
 
 467 7(»r) Sarai-Glr. (Altitude 82.") feet.) Here the water- 
 shed is crossed between the Kama and the Volga. 
 A north-south road passes through the town. The 
 . route descends as it proceeds to the west. 
 
 479 728 Philippovka. A small station. Descent continues. 
 
 492 742 Asekeyevo. Small station. Railroad follows down 
 the valley slope of the Kisla and crosses the river 
 on a 210-foot steel bridge. 
 
 498 7.51 Zaglyadino. In the Kisla Valley a road comes in 
 from the southeast. The route now turns to the 
 north\\est and follows down the Kisla on its left 
 slope. 
 
 ills 773 Bugiiruslan. The town of Buguruslan lies 2 miles 
 north of the station. (Population 21,500.) It is 
 a district town of the Pi-ovince of Samara. 
 Buguruslan stands on a bench above the River 
 Kinel, with long slopes rising steeply to the up- 
 land surface on the west, north, and east. The 
 Tarkhanka joins the Kinel at this point. The 
 town trades extensively in grain and flour, espe- 
 cially rye. As much as .54,000 tons of rye flour 
 is milled annually by water power in a plant 
 belonging to Mr. Shuvalov. The town ships an- 
 nually 8,200 tons of buckwheat meal. A large 
 grain elevator serves both town and station. 
 
 One road runs due south about 100 versts to the 
 important town of Buzuluk. another goes north- 
 east and north about 100 versts to Buturuslan. 
 another important town on the Ufa-Simbirsk Rail- 
 road. A third road runs to the northwest. The 
 railroad continues down the Kinel Valley due 
 west. 
 
 .524 701 Pokhvistnevo. (Altitude 220 feet.) Railroad restau- 
 rant. Just beyond a north-south road is crossed. 
 The line curves to the southwest.
 
 64 CHELYABINSK TO SYZRAN. 
 
 540 814 Podbeylskaya. Small stiition. The region is well 
 (ultivatefl. The route soon crosses the River 
 Malaya-Kinel, a branch of the Kinel, by a 210- 
 foot bridge. 
 
 555 837 Tolkai. The important town of Kinel is near by. It 
 is the center of the local trade in grain, especially 
 rye. The route proceeds soiithwestward. 
 
 .500 8.53 Mukhanovo. Small staticm on left slope of Kinel 
 Valley. The route soon crosses the River Kur- 
 tamak, a small brancli of the Kinel. by a 70-foot 
 bridge. 
 
 .575 807 Krotovka. Junction of a narrow-gauge branch 
 railway (Route M. 8) that runs to the north. 
 
 Dixtaiicc 
 
 CJ^*^ , ROUTE M, BRANCH 2. 
 
 Krotovka. 
 
 Krotovka. The railroad strikes due north and 
 soon crosses the Kinel River on a long bridge. 
 The I'oute then follows up a branch valley of the 
 Kinel. 
 M V 
 
 5 7 Timashevo. At this point is located tlie Timashevo 
 
 Sugar Retiuery. It produces both granulated 
 and loaf sugar to the extent of 11,000 tons an- 
 nually. Gasoline from Samara is used as the 
 source of power in tlie refinery. Tlie route soon 
 climbs from the left to the right slope of the 
 branch valley. 
 
 20 30 Sarbai. High up on the valley slope. The route 
 
 soon reaches the upland surface. 
 
 32 48 Kabanovka. An upland town. About the highest 
 
 point on the route. After crossing the upland, 
 the I'oute begins the descent along the valley of 
 the Surgut, a northward flowing stream. 
 
 54 81 Surgut. Beyond this terminal station across the 
 
 River Sole lies the town of Seririyevsk. It is famed
 
 SAMARA. 65 
 
 for its mineral springs. The waters are 67° F. 
 and contain a large percentage of sulphurated 
 hydrogen. The medicinal effects are supposed to 
 be excellent. Many people come here for treat- 
 ment, and during the season, from May 10 to 
 August 2.5, several doctors are in attendance. 
 
 CONTINUATION OF ROUTE M. 
 
 From Cheli- 
 nbinnk. 
 
 From Krotovka the route continues westward 
 along the floor of the Kinel Valley. The Kutuluk, 
 a branch of the Kinel, is crossed on a 175-foot 
 bridge. 
 
 589 SS9 Turgenevka. Small station. 
 
 601 
 
 600 900 Kinel. Railroad restaurant. From this station a 
 railroad (Route T) runs southeast to Turkestan. 
 The route now crosses to the right bank of the 
 river by a 420-foot bridge. It then ascends a hilly 
 section to the siding Padvoka, the highest point, 
 and descends to the valley floor again, crossing 
 a small stream by a 70-foot bridge. 
 
 Gil 922 Smyshlyayevka. Small suburban station. A road 
 and telephone line run to the north. The route 
 strikes southwest toward Samara. 
 
 625 942 Samara. (Altitude 185 feet; population, 144,000.) 
 (Photo. No. 12.) 
 
 Situation. — Capital of the Province of Samara. 
 Situated at the junction of the Volga and Samara 
 Rivers, at the southeastern curve of the great 
 " Bow of Samara," which the Volga makes in a 
 long sweep to the east, south, and west. Within 
 the bow as well as at the north and northeast of 
 the city the land is generally rugged. The valley 
 floor of the Volga here narrows to a few miles, 
 while both up and down stream the width is 
 measured by tens of miles.
 
 56 CHELYABINSK TO SYZRAN. 
 
 Strutrf/ir value. — Tlie city is of hij^h strategic 
 iiiiportaiicc : (I) It lit-.s DHiir the junction of tlio 
 Siberiiin and Turkestsin Ilaihvays, as well as on 
 a direct line to Moscow. (2) These routes are 
 met at Samara by the gi-eat north and soutli 
 water highway, tlic Iliver Volga. (3) The port 
 liere is tlie best one on the river. (4) The city 
 lies at the point where the Volga "Valley 
 contracts to its smallest dimensions, and 
 thus the city is surrounded by hills in- 
 stead of being in a flat plain, as are most 
 Russian cities. Since the five lines of trans- 
 portation diverging fi-om Samara — three by rail 
 and two by water — are all of first-class impor- 
 tance, the control of the city is of vital necessity 
 to any military expedition in this region. In 
 order to hold the city the entire " Bow of 
 Samara " would have to be held strongly, else the 
 city would be put in serious hazard, as the height 
 of land in the eastern part of the bow could domi- 
 nate the city with heavy artillery. Moreover, if 
 the neck of the bow is held. Syzran would be 
 within the line. This would be desirable, since 
 Syzran constitutes .the western bridgehead of 
 Samara. Elsewhere the open Volga makes an 
 effective military barrier, since the river is nearly 
 a mile wide. 
 
 Military conveniences. — As headquarters of 
 the Twenty-fourth Army Corps, Samara has in 
 ordinary times many military conveniences, such 
 as barracks, " sklads " (storehouses), hospitals, 
 and drill grounds. As no repairs have been made 
 on the barracks since the war began, they are 
 now so dilapidated that they can not be used. 
 The theaters and factories, however, are avail- 
 able. The Zemstvo Hospital, in the northern 
 quarter of the town, contains 250 beds. There
 
 SAMARA. 57 
 
 is als(. a railway lidspital and a baetenological 
 station. Several " kuniy.ss "' estahlishments par- 
 talve of the nature of ho.spitals. There are 
 sanitaria, where the sour milk of the Asiatic 
 Steppes is u-sed as a restoi-ative, to.2,eth(>r with 
 i)atlis and other devices. A hirj-e one. Post- 
 nikov's. lies in a park on the high bank of the 
 Volga, two-thirds of a uiile from tlie river. It 
 consists of isolated cottages. 
 
 The city contains a large factory, where car- 
 tridges were made during the wai-. 
 
 The railway yards and sliding.*, about a mile 
 east of the city, ai-e extensive enough to speedily 
 enlraiii a large body of troops. In April, 1918, 
 there were in these yards, but not on cars, seven 
 8-inch howitzers, eiglit 60-pound fieldpieces, nine 
 liussian field pieces, and two caterpillar ti-actors. 
 Many of the guns were new, and the mountings, 
 especially of the howitzers, were of the best. 
 They bore the name of the Midvale Steel Co., of 
 Pennsylvania. 
 
 Climate. — Although the average yearly tem- 
 lierature at Samara (Lat. 53° 11' N.) is only 
 39.2° F., the July average rises to 70.4° and the 
 January average falls to 9.3°. Moreover, the 
 maximum .sunmier temperatures while the.\- are 
 at their worst are depressingly hot. The winter 
 brings severe frosts with many snowstorms. 
 The accumulation of snow, however, is not 
 heavy. The Volga north of Samara freezes in 
 mid-November, but through communication with 
 I'etrograd by i-iver and canal usually closes late 
 in October and does not open until ^Vlay. Tlie 
 Volga near Samara is free from ice, as a rule, 
 from April IG to December 13. 
 
 Transi)ortatio)i. — Besides the three railways 
 already mentioned, Samara is served l)y roa<ls
 
 58 CHELYABINSK TO SYZRAN. 
 
 both to the north {iiul south. Within the city 
 jjoods and piisscnsers are transported by liorses, 
 electi'ic cars, and automobiles. From the Volga 
 side the streets rise steeply to the center of the 
 city. The streets are well paved with granite 
 blocks. The grain supply is brouglit into the 
 city from the outlying districts on sledges or 
 low carts, according to the season. Often camels 
 as well as horses are used for transportation. 
 The country roads are so impassable in the 
 spring that the city people are often without 
 bread for weeks at a time. 
 
 The mouth of the Samara River forms a deep 
 and broad bay, which with the port on the Volga 
 can accommodate 50 vessels. Samara has the 
 most convenient wharves of the Volga towns. 
 Passengers and light cargoes are taken from the 
 Volga side of the town, while grain and other 
 heavy cargoes are loaded on the Samara River 
 side. A municipal grain elevator, capacity about 
 5,400 tons, facilitates the loading. 
 
 Manufactures and trade. — Samara is sur- 
 rounded by an important grain-raising and graz- 
 ing region. Hence the city's chief trade is in 
 cereals, flour, and hides, and the leading indus- 
 tries are flour milling and tanning. The flour 
 mills in the town and its vicinity have a total 
 capacity of about 180,000 tons annually. The 
 surplus grain of the region, especially to the 
 east, is collected at Samara and sent to Petro- 
 grad, mainly by river and canal. Other indus- 
 tries are iron foundries, soap and candle fac- 
 tories, and wagon works. Three great fairs are 
 held every year. 
 
 From the Samara Station the railroad curves 
 to the south, descends to the floor of the Samara 
 River Valley, and crosses the river by a steel
 
 BEZENCHUK. 6» 
 
 bridge, 840 feet long. (Photo No. 13.) It then 
 curves to the west. 
 
 629 948 Kryazh. An industrial suburb of Samara. A large 
 flour mill, owned by Mr. Shikhobalov, has 
 a capacity of 18,000 tons annually. Near by are 
 stockyards and shTUghterhouses, which ordinarily 
 handle 200,000 head of cattle, sheep, and hogs 
 per year. These are chiefly brought on the rail- 
 road from Turkestan. Much grain and other 
 farm products are exported from Kryazh. The 
 route runs west roughly parallel with the Volga. 
 
 Go5 9.j7 Lipyagi. Small .station in a fertile farming region. 
 Near by is the village of Voskresenskoye, with a 
 population of 2,000. The route strikes to the 
 southwest. 
 
 048 978 Tomylovo. (Population, 2,000.) Good agricultural 
 district in the Volga Valley. The route crosses 
 the IVIochu River on a 280-foot bridge and curves 
 to the west. 
 
 004 1,002 Bezenchuk. The annual exports of farm products 
 from this station amount to 5,000 tons. The 
 large Bashkii'ova flour mill, with a capacity of 
 54 tons per day, lies near the station. The Gov- 
 ernment maintains an agricultural experiment 
 station and farm, which is equipped with hirge 
 buildings, repair shops, and loading platforms 
 for heavy tractors, etc. The loading platform is 
 the only one where cranes are found between 
 Samara and the Volga River. Beyond Bezen- 
 chuk the railroad crosses a small river and con- 
 tinues westward. 
 
 080 1,02-"') Mylnaya. Fertile farming country in the Volga 
 Valley. The line bends to the northwest as it 
 passes over flat country. One of the largest 
 shell-loading and chemical works in Russia was 
 established here by the Government in 1915. The 
 works covered hundreds of acres on both sides
 
 60 CHELYABINSK TO SYZRAN. 
 
 of the railroad. In 1917 they were so far com- 
 pleted that they were provided with waterworks, 
 paved streets, and many substantial bricli build- 
 ings, as well as with large reservoirs for oil and 
 chemicals. 
 
 090 1,041 Obsharovka. Not far fi'om the station is the town 
 of Novy-Kostychi, with a population of 5,000. 
 Many flour mills have a combined annual ca- 
 pacity of 18,000 tons. The route continues across 
 the flood plain of the Volga and soon reaches the 
 imposing Alexander Bridge over the Volga. 
 (Photo No. 14.) This steel bridge is 4,710 feet 
 long and consists of 13 spans. The supporting 
 pillars are high enough to allow the passage ol 
 large steamers on the Volga. The bridge was 
 injured by the Bolsheviki in the fall of 1918, but 
 appears to have been soon repaired. 
 
 TUl 1,057 Batraki. (Altitude. 130 feet; population, 2,500.) 
 On the right bank of the Volga. Batraki is a 
 river port of some importance. Nearly 200.000 
 tons of gasoline and kerosene are handled yearly. 
 These ai'e stored in large reservoirs near the 
 station. Several flour mills have a combined ca- 
 pacity of 50 tons daily. Batraki is important 
 because it immediately controls the great Alex- 
 ander Bridge. East of the river the bridge is 
 approached across a low, level plain about 75 
 feet above the main level of the river. The 
 river banks are steep, but are cut here and 
 there by ravines, which break the continuity ol 
 the plain. Batraki lies on a narrow terrace west 
 of the river. This terrace is about the same 
 height as the plain on the east side ; it varies 
 in width from a few hundred feet to one-half 
 mile. At Batraki it is about one-fourth of a 
 mile. Back of the terrace there is a grassy 
 bluff about 50 feet high, and at the top of this
 
 SYZRAN. 61 
 
 lies the great plain of the Volga Valley. In the 
 town of Batraki the railroad swings through an 
 angle of 45° or more and runs along the west 
 bank of the Volga. 
 
 Like all the towns along the Volga, Batraki 
 has no real wharves, but has several large land- 
 ings. Passengers are usually landed on small 
 floating docks. Freight, however, is simply car- 
 ried by hand from the deck of the steamer to 
 the land across long gangplanks. Neither here 
 nor elsewhere along the river is freight handled 
 by docks or cranes. 
 1.070 Syzran. (Population 46,000.) (Photos Nos. 15 and 
 10.) The chief town in a district of the Prov- 
 ince of Simbirsk. The center of the town lies 
 one-half mile south of the station. 
 
 Syzran lies on two small rivers, the Syzran- 
 Voloshka and the Kryumza. The ravine of the 
 latter divides the town into two parts. 
 
 Manufacturing. — No fewer than 5,000 oper- 
 atives are employed in cotton mills. Tanneries 
 and leather factories are also important. There 
 are several flour mills within the city. The 
 large villages of the surrounding region engage 
 in a variety of petty domestic manufactures, 
 the aggregate of which is important. 
 
 Transportation. — From Syzran two railroads 
 continue west and northwest to Moscow, one by 
 way of Pensa, the other farther north. Syzran 
 also enjoys transportation on the Volga. Tht. 
 landing place for steamers is usually at the 
 island of Rakov, 3i miles from the town. The 
 town may be regarded as one of the strategic 
 points on the Volga, since it would need to be 
 held if Batraki and the Alexander Bridge are 
 to be protected.
 
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 64 
 
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 66 
 
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 68 
 
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 Route N. 
 
 RAILROAD— OMSK TO VYATKA. 
 
 GENERAL DESCRIPTION. 
 
 MILITARY IMPORTANCE. 
 
 The railroad from Omsk to Vyatka is important for four 
 chief reasons of a military character : First, by this route 
 forces from Vladivostok would naturally effect a junction with 
 the allied forces from Aichangel and Murmansk. Second, the 
 route is the easiest outlet for the platinum-producing regions 
 of the Central Urals. One railway runs from Yekaterinburg 
 into the mining region and another from Perm. The control of 
 the platinum output of the Central Urals is a valuable military 
 prize, since over 90 per cent of the world's supply comes from 
 here and since platinum is essential in war manufactures. Third, 
 the mining regions tapped by this route also turn out a great 
 supply of iron. It is reported that during the war the Ural iron 
 mines were so speeded up that about 4.5 per cent of Russia's 
 supply was from that region. Fourth, the route is part of the 
 only railway that leads directly from Siberia to Petrograd, the 
 most important center in Russia. 
 
 STRATEGIC CENTERS. 
 
 Omsk.— (Population, 136,000.) (See Route M.) 
 
 Yekaterinburg. — (Population. 70,000.) The junction of four 
 railways — the Perm line on the west, the Omsk line on the east, 
 the Chelyabinsk line on the south, and the mining railway to 
 the Central Urals on the north. The city is also strategically 
 located at the entrance to an easy pass over the Ural Mountains. 
 
 Perm.— (Population. 105,000.) On the Trans-Siberian Rail- 
 way to Petrogi'ad at its junction with the western railway out- 
 let of the Central Ural mining district. The center of river 
 navigation in four directions. 
 
 Vyatka.— (Population, 60,000.) On the Trans-Siberian Kail- 
 way at a point where that route is joined by a river-railway 
 route from Archangel. Since Vyatka is also on the navigable 
 
 69
 
 70 OMSK TO VYATKA. 
 
 Vyatka River which flows soutliward, it has easy communica- 
 (ion in four directions. 
 
 E;ich of the following secondary .stratej,'ic centers, Ishim, 
 Yalutorovsk, and Tyumen, lies on the railway where it is 
 crossed by a northward-flowing navigable river. 
 
 RELIEF. 
 
 The lir.st third of the route — from Omsk to Tyumen — traverses 
 a flat region varied only by slight swellings above the general 
 level and by shallow valleys cut by the rivers below the general 
 level. The second third, from Tyumen to Perm, is rough. From 
 the low eastern foothills of the Ural Mountains it rises into the 
 mountains proper and then descends to an upland which is 
 thoroughly cut up by river valleys. The last third, from Perm 
 to Vyatka, traverses a typical portion of the great Russian 
 plain. 
 
 FORESTS. 
 
 Throughout the route trees are to be seen, but they vary 
 greatly in size and numbers. In the first third the trees are 
 small and generally scattered in grovelike clumps. Timber is 
 plentiful here for fuel and light construction. In the second 
 third the forest as a rule is dense, especially in the Ural Moun- 
 tains, and can supply heavy timber for extensive engineering 
 work. The last third of the route resembles the first in having 
 birches and small pines chiefly, but here they occupy nearly all 
 of the country except where it has been cleared for cultivation. 
 
 SOIL AND AGRICULTURE. 
 
 All along the route the fertile soil permits excellent crops to 
 be raised wherever the forest is cleared. East of the mountains 
 the soil is black and well drained for the most part. In the 
 second third of the route a thick sheet of rich humus covers 
 the valleys, the uplands, and even the lower slope of the moun- 
 tains. In the last third much of the soil is light and made up 
 of a sandy, red clay, but even in this crops do well. Trench dig- 
 ging is easy througliout tlie route, except on the steeper slopes 
 in the Urals where granite is found.
 
 MANUFACTURING. 71 
 
 Farming villages are scattered fairly regularly all along the 
 route and within sight for several miles on both sides, but as 
 a rule the cultivated sections are merely interruptions in the 
 continuity of the forests. The ordinary village is made up of a 
 group of one-story, dark-looking houses with thatched roofs. A 
 green-domed church is generally the most conspicuous object, as 
 it reaches high above all else. 
 
 Agricultural education is higher in this section of Russia than 
 in almost any other. This perhaps accounts for the large sur- 
 jjlus of agricultural products that is shipped, both by water and 
 by rail, chiefly to Petrograd. Rye, wheat, oats, barley, potatoes, 
 buckwheat, and hemp are raised. Cattle breeding is well de- 
 veloped all along the route, but especially east of the Urals. 
 Butter and cheese are the chief export products. It is obvious, 
 therefore, that this region should be able indefinitely to pro- 
 vision many thousand troops, providing the peasants continue 
 their normal work on the farms. ♦ 
 
 MINES. 
 
 This route is the southern and western railway exit of the 
 Central Urals, which contain mines of platinum, iron, copper, 
 gold, coal, and salt, besides many precious or semiprecious 
 stones. Iron is the most important for local consumption, but 
 platinum is chief from the world's viewpoint. 
 
 MANUFACTURING. 
 
 The mines, farms, and forests determine the character of the 
 manufacturing industries. Along the first and last thirds of 
 the route flour mills and creameries are common. In the small 
 towns and villages windmills generally furnish the power, but 
 in the large centers steam plants are used. The close adjunct 
 of the flour mill is the grain elevator. The large towns have 
 grain elevators, but the small ones have storage sheds. In the 
 larger cities warehouses contain in ordinary times a supply of 
 farming machinery turned out by American firms, such as the 
 International Harvester Co. 
 
 Along the second third of the route iron furnaces, copper 
 foundries, sawmills, and machine shops are frequent.
 
 72 OMSK TO VYATKA. 
 
 Hence, at least the larger cities are equipped to make iDill- 
 lary.i-epairg of various sorts. However, since local standards 
 are not high, the more serious repairs should have the immedi- 
 ate supervision of American mechanics. An important gun fac- 
 tory on the outskirts of Perm is a possible source of new sup- 
 plies as well as a repair depot. 
 
 STATISTICS. 
 See note on this subject under Route M, page 36. 
 
 DETAILED DESCRIPTION. 
 
 M. V. 
 
 Omsk. (See Station 15-5, Route K.) For the first 
 5 versts the route runs west along the Trans- 
 Siberian Railway, crossing the Irtysh on the long 
 bridge described fully in notes on Route M. 
 
 3 5 Kulomzino. At this station the route leaves tlu- 
 Moscow branch of the Trans-Siberian Railway and 
 strikes to the northwest. It follows the valley of 
 the Irtysh for 80 miles to Lyubinskaya. The land 
 is extensively cultivated and the fields are well 
 grazed by herds of cattle. An immense amount of 
 hay is taken fuom the meadows. Unusually fine 
 crops of oats are raised along this part of the 
 route. 
 33 50 Lyubinskaya. At Lyubinskaya the railroad comes 
 out of the valley of the Irtysh and rises to the level 
 of the general plain. Here a north and south high- 
 way is crossed. This highway connects at the 
 north with the main road from Omsk to Tyumen. 
 The railroad connects the two centers by a shorter 
 line. The route then strikes across the plain for 
 a distance of 233 versts before descending into the 
 next important valley. 
 
 Verst 67. — Birch trees are of good size. Some 
 of the trunks might be used for engineering work. 
 The land is high and well drained, with more ex- 
 tensive cultivation, especially wheat, barley, and
 
 MANGUT. 73 
 
 oats. Soil is darlc brown aud about 10 inches 
 deep. 
 
 In the vicinity of verst 82 the land is more open 
 and freer from bushes. Barley, oats, and wheat 
 are commonly raised along here, and herds of 
 cattle are to be seen in the fields. 
 62 93 Dragunskaya. Three lakes are passed at the north 
 just before this town is reached. Large patches of 
 prairie all along the route, with a dense growth of 
 grass. Wherever the land is cultivated, good crops 
 are raised, especially of rye. Bushy stretches are 
 common. 
 93 140 Nazyvayevskaya. Railroad restaurant. Cattle rais- 
 ing and butter district. At this point engines 
 and crews are ordinarily changed. Two lakes lie 
 near the town. A typical portion of the monoto- 
 nous plain is crossed, diversified only by clumps of 
 bushes. The route bends more to tlie northwest. 
 121 182 Mangut. Situated on the shores of a lake of the 
 same name. A long undiversified stretch is trav- 
 ersed. Much of this region is open prairie, wnth 
 occasional large patches of white birch. 
 
 In the vicinity of verst 193 the country is very 
 flat and quite free from trees. There is no culti- 
 vation, but the land supports a heavy growth of 
 grass. Soil is only 6 to 8 inches deep, with a gray 
 clay subsoil. In some places the soil looks very 
 dry and alkaline. 
 147 222 Maslyanskaya. A town on the edge of the valley of 
 the Ishim, a branch of the Irtysh. The railway 
 now runs due west roughly parallel to the Ishim 
 Valley. Cattle breeding is an important occupation 
 througliout the valley. There is practically no cul- 
 tivation. 
 
 At about 250 versts the route dips into the valley, 
 crosses the river, and on the opposite bank reaches 
 the town of Ishim. The bridge across the Ishim is 
 900 feet long and ha.s four spans.
 
 74 OMSK TO VYATKA. 
 
 17() 26(5 Ishim. Railroad restaurant. (Population, 1U,0(K), 
 one-iiftli Tarliirs.) A t,v))'cal Siberian city in a 
 cattle-grazin^i' country. Important as a meat-pro- 
 ducing center. The river lies on three sides of the 
 city. The river valley is 10 to 12 miles wide, with 
 hay meadows vyccupying the river flats. 
 
 Health. — Good water from the River Ishim. No 
 sewage system. Health conditions very good. 
 
 Fuel. — Cordwood. Coal from Omsk. 
 
 Food. — Since Ishim is in the midst of a dairy 
 country and not far from grain-producing regions, 
 food is normally abundant. 
 
 Military facilities — Quartering troops. — In addi- 
 tion to the usual barracks, a number of booths used 
 at the annua' fair are available as quarters. A 
 camp site mignt be found close to the bridge across 
 the River Ishim. 
 
 Repair. — There are no adequate railway shops or 
 other conveniences for repairs. 
 
 Transport. — Horses and oxen may be had for 
 transport, but there are no motor vehicles or gaso- 
 line. 
 
 Industry and commerce. — ^There are tanneries, 
 soap and candle factories, and flour mills. The 
 last use the power of windmills. In November and 
 December fairs are held at which peasants ex- 
 change cattle, horses, and farm products for other 
 necessities of life. About 4,000,000 rubles' worth 
 of property changes hands in this way annually. 
 
 The Ishim River is navigable for small steamers 
 as far as Ishim during the high water of May and 
 June. At other times the shallows make it difh- 
 cult to reach the city. 
 
 From Ishim a highway runs southward about 153 
 versts up the valley of the Ishim to Petropavlovsk, 
 on the Moscow branch of the Trans-Siberian Rail- 
 way. Another highway, in only fair condition.
 
 ISHIM. 76 
 
 goes southwest about 310 versts to Kurgan and 
 other towns on the same railway. A large lake 
 lies to the southwest of Ishim. From Ishim to the 
 Ural INIountains the railroad roughly follows the 
 Government highway. 
 
 In the vicinity of verst 273 is a large level prairie, 
 with no trees in sight and little cultivation. 
 Houses in the village are low and weather beaten, 
 with heavily thatched hay roofs. 
 
 At verst 300 the soil is brown and good for grain. 
 Much of the land is cultivated. The land continues 
 flat with slight swellings. Because these swellings 
 are better drained, they are more cultivated than 
 the lower stretches. 
 
 202 oO-") Karasulskaya. Soon after passing Karasulskaya a 
 broad marshy stretch is ci'ossed. Brush and small 
 white birch are abundant. Hay meadows prevail. 
 
 225 339 Golyshmanovo. Here higher, drier land with normal 
 cultivation is reached. The town lies on the right 
 bank of the Vagal River, which the route crosses 
 directly. The railroad continues northwest in the 
 midst of a broad agricultural region. This region 
 is flanked on both the north and south by partially 
 wooded swamps that cover great areas. Hay is the 
 chief crop. 
 
 Such districts are common throughout the west- 
 ern part of the Siberian plain. They lie in the 
 interstream spaces. The banks of the rivers and 
 l)road belts on either side are the higher, better- 
 drained areas. These are therefore taken over for 
 farming, and are the inhabited sections. Tbey look 
 like the Dakota prairies, about 2.5 per cent culti- 
 vated. The soil consists of 1 foot of dark loam 
 .with grayish clay subsoil. 
 
 253 381 Onmtinskaya. With a Cossack guardhouse. Along 
 this stretch the route follows up a small western 
 branch of the Vagal. The railroad towns are usu-
 
 76 OMSK TO VYATKA. 
 
 ally on tlic highway and also on a river. The town.s 
 from which the stations take their names are often 
 out of sight of the railway line. Brush and poplar 
 cover wide areas. 
 
 •2()1 4U2 Vagal. Ilaih-oad restaurant. Vagal is aisD located on 
 the Vagai River. The route then passes to the 
 headwaters of another small stream. The land is 
 Hat as far as the eye can reach, with about one- 
 fourth under cultivation. The other three-fourths 
 are in pasture and hay. The only tiinher is fair- 
 sized white birch. 
 
 l!i)S 44li Zavodo-Ukovskaya. The Tobol River is crossetl by a 
 bridge more than 1,000 feet long. 
 
 310 4G8 Yalutorovsk. (Population, 5,000, 5 per cent Tar- 
 tars.) Railroad restaurant. Yalutorovsk is located 
 at the junction of the Tobol and Iset Rivers on the 
 north bank. The station ordinarily has a Cossa<-k 
 guard. River boats ply the Tobol from Kurgan 
 on the south past Yalutorovsk to Tobolsk on the 
 north, but are apt to be hindered by sand bars ex- 
 cept in the late spring. Fairs are held in January, 
 March, September, and December. A fair highway 
 runs due west from Yalutorovsk and follows up the 
 Iset River for over 200 miles to Ostrovskaya, 
 ^^•hence a branch railway runs north about 28 miles 
 to Rogdanovich, on the main railroad. Route N. 
 
 Our route proceeds northwest from Yalutorovsk 
 on a line roughly separating the swampy land at 
 tlie northeast from the highly cultivated land at 
 the southwest. A gootl highway runs in the same 
 dii'ection as the railroad and not far from it. The 
 soil is occasionally sandy and in low ridges. The 
 trees are small white birch and poplar. 
 
 ^33 r>02 Bogandinskaya. On the small river Pyshna. About 
 10 versts beyond the station a large lake is iiassed 
 on the right. The country is very flat and bushy 
 without much cultivation.
 
 TYUMEN. 77 
 
 537 Tyumen. (Altitude 280 feet, population 50,000.) 
 Railroad restaurant. Tyumen is situated wliere 
 the chief highway from Russia across the Urals 
 touches the tirst navigable river of Siberia, the 
 Tura. The town is well built and stands on both 
 banks of the Tura, here spanned by a bridge. Tyu- 
 men is a district town of the government of To- 
 bolsk. (Photo. No. 17. Photo. No. 18.) 
 
 Military facilities. — Barracks. — As this city was 
 once the point of embarkation for all exiles and 
 prisoners going east, all buildings used as prisons 
 would be available for barracks. These would be 
 in addition to the regular barracks. 
 
 Camp sites. — The best camp site would l)e on 
 the left l)ank of the Tura River near which is an 
 island, where Messrs. Ignatyev have ;i shipyard and 
 shop. The race course on the outskirts of the 
 town would be available for aeroplane landing. 
 
 Transport. — No automobiles and not many horses 
 are available. Chief dependence is on the river. 
 
 Repair facilities. — Fairly modern equipment in 
 the railroad shops. 
 
 Hospital facilities fair. 
 
 Labor. — Mostly Russians and friendly. 
 
 TJie city. — The streets are broad and straight. 
 As in all Siberian cities, only the main streets are 
 paved. 
 
 Health.— Yi'wQV water is supplied, but as it is 
 muddy it must be filtered. There is no sewage 
 system. The sewage is carried out of the city and 
 dumped into pits. Notwithstanding these condi- 
 tions, the general health is fairly good. 
 
 Food. — Since this is a dairy region, food supplies 
 are fairly abundant. 
 
 Fuel. — Cordwood. This is cut above the city on 
 the river and floated down on rafts. Poor coal may 
 also be had from the Ural Mountains.
 
 78 OMSK TO VYATKA. 
 
 Manufacturing. — The people of Tyumen are well- 
 known for their industrial skill. Local industries 
 include four lumber mills, five shipbuilding yards 
 handlinc; annually about $250,000 worth of river 
 craft and barges, two flour mills (output 7,500 tons 
 per year), bell factory, brewery, sheep-leather fac- 
 tory, cloth factory for soldiers' uniforms, fur fac- 
 tory, three machine shops handling chiefly agricul- 
 tural machinery, potteries, soap factories, and 
 match and veneer factories. A large shipyard, sit- 
 uated on the left bank of the river Tura and be- 
 longing to Trape/nikova. has stationary and marine 
 boilers, a machine shop, foundry, blacksmith shop, 
 and woodworking shop. A large flour mill 1 mile 
 from the city has its own repair machine shop. 
 
 Transportation. — The banks of the river Tura 
 have been strengthened so that railroad cars may 
 be brought direct to the steamers to facilitate load- 
 ing and unloading. Landing places belong to the 
 Ship & Trading Co., Kurbatov & Ignatyev, and sev- 
 eral others. Steamers go down the Tura for 273 
 miles (412 versts) to Tobolsk (population 21,400) 
 and 755 miles (1,140 versts) up another branch of 
 the Obi River to Omsk, and from Tobolsk. 1,197 
 miles (1.807 versts). up the Obi proper to Tomsk 
 (pp. 91 and 92, Part III). A good highway follows 
 down the Tura to Tobolsk. Another road follows 
 up the Tura River. 
 
 From Tyumen the I'oute strikes due west across 
 the fertile plain amid wheat fields, pasture lands, 
 and wooded tracts. It runs to the north of the 
 Pishma River and roughly parallel to it. 
 
 869 557 Podyom. 
 
 382 576 Karmak. On u small stream. The route now passes 
 through great wheat fields, which stretch away 4 or 
 5 miles on both sides of the track.
 
 KAMYSHLOV. 79 
 
 394 594 Tugulym. The level Siberian plain now liejiius to 
 give way to hilly land, for here begins the Pietlniont 
 region of the Central I'rul Mountains. The valleys 
 become deeper and deeper and the flat upland 
 tracts between the valleys become more and more 
 narrow as the Urals are approached. 
 
 At about verst G08, there is a phint for treating 
 railway ties. Light timber abounds. 
 
 404 610 Yushala. Near the boundary line that separates 
 the province of Tobolsk and Perm.' Beyond the 
 station a sweeping view is obtained of the Pishma 
 Valley at the south. This view continues for about 
 65 miles to Kamyshlov. Many good-sized villages 
 are seen in the valley, which is about 4 miles 
 wide. Valley at the south from 3 to 4 miles wide. 
 Poklevskaya. (Altitude, 225 feet.) Railroad res- 
 taurant. Country well cultivated for long distances 
 on both sides. 
 Oshchepkovo. 
 Aksarikha. 
 
 469 708 Kamyshlov. (Altitude, 325 feet. Population. 9,9tKJ.) 
 Railroad resturant. Kamyshlov is a district town. 
 Irbit (population. 8.600). lies about 74 miles to the 
 north of Kiimyshlov and is connected with it by 
 dili.gence. ( See Route X. Branch 2. ) 
 
 Along this part of the route much of the land is 
 under cultivation, especially at the north. Fine 
 crops are the rule. Wheat and oats are the chief 
 crops. St)il is very dark. At the south there are 
 forests in patches. 
 
 483 72!t Pyshminskaya. Soil very dark and rich. Country 
 is well settled. Pat<-hes of white birch and poplars 
 scattered among the fields. 
 
 About verst 741, it is reported, railway branches 
 run both to the north and south to newly developed 
 coal mines. Railways and mine owned by a private 
 company. 
 875G9— 18— PT 4- 6 
 
 ^55 
 
 641 
 
 444 
 
 070 
 
 458 
 
 690
 
 80 OMSK TO VYATKA. 
 
 496 748 Bogdanovich. (Altitude, 550 feet.) Railroad res- 
 taurant. The station exports 80,000 tons annually 
 of various products. A branch railroad (Route N, 
 Branch 1) runs south and southeast to Shadrinsk 
 on the Iset River. Broad views are obtained of 
 the country, which is nearly all under cultivation 
 as far as the eye can reach. Oats are a favorite 
 crop bore. 
 509 767 Gryaznovskaya. The town lies on the highway well 
 
 to the north of the station. 
 533 789 Bazhenovo. (Altitude, 785 feet.) The town is lo- 
 cated on the Bolshoi Reft. Twenty-three miles to 
 the nortli are emerald min.es. Forests are scat- 
 tered and trees small. 
 536 809 Kosulino. The route winds considerably to find the 
 best grades. Soil is a brownish clay, with just a 
 tinge of red. 
 548 827 Istok. In the bottom of a valley. Pine woods pre- 
 vail here, with some trees as large as 10 inches in 
 diameter. 
 555 837 Yekaterinburg Station, in the eastern end of the city. 
 558 841 Yekaterinburg. (Altitude, 870 feet; population, 
 75,000.) Raili'oad restaurant. The chief station 
 is at the northern end of the city. (Photo. No. 20.) 
 Location. — Yekaterinburg, a district town in the 
 Government of Perm, lies on both sides of the Iset 
 River, a branch of the Obi at the eastern base of 
 the Ural Mountains. (Photo No. 21 and Photo 
 No. 22.) 
 
 Details of city. — The main streets, broad and 
 straight, are cobbled and generally have sidewalks, 
 but the clay side streets and country roads are 
 very muddy after rain. There are no street cars, 
 and passenger traffic depends on several hundred 
 4-wheeled cabs. 
 
 The houses in the center of town are brick or 
 stone ; those on the outskirts, log. Roofs arc V-
 
 YEKATERINBURG. 81 
 
 shaped and covered with roofing iron or boards. 
 Lighting is usually by electricity, but kerosene i.s 
 used in the poorer houses. Wood is mainly used 
 for fuel in heating the houses and coolving. Coal is 
 abundant. 
 
 Large barracks are on the west side of the town. 
 
 Importance. — Yekaterinburg is the most impor- 
 tant place in the LTral Mountains. This is due pri- 
 marily to its location at the eastern entrance of a 
 convenient pass over the Ural Mountains. Because 
 of this location the main railroad from Petrograd 
 to Vladivostok passes through this city. The im- 
 portance of the city is further enhanced by tlie rich 
 mineral deposits of the Central L'^rals. It is a trad- 
 ing center for many mining towns. 
 
 Military facilities — Barracks. — The number of 
 men that can be quartered in barracks is not as 
 great as at Chelyabinsk, although there are a large 
 number of buildings in course of construction and 
 some have been finished. Mention may be made of 
 the Gostiny Dvor, a large concrete building holding 
 1,000 to 1,200 soldiers. 
 
 Billets. — A large number of private houses are 
 available. 
 
 Camp sites. — Many good camp sites can be 
 formed in the neighborhood of the town. Schert- 
 tash in particular, a summer resort 3 miles away, 
 on a lake with good drinking water, would furnish 
 by far the best camp site. 
 
 Repair. — Since Yekaterinburg is a manufactur- 
 ing city, good facilities exist for repairs. The 
 Za^•od and A'erkhiii-lsetski works are hut two of 
 many iron works with modern equipment. In ad- 
 dition, a large shop is operated by the railroad. 
 
 Transport.— Mechfinicnl means of transport are 
 very limited and transport animals are not avail- 
 able, as they have been used of late for food.
 
 82 OMSK TO VYATKA. 
 
 Labor. — Plenty of labor is available, chiefly peas- 
 ants, who are for the most part Great Russians. 
 
 Acrojflanc lamlinf/ places. — The large hiiiiio- 
 (Ironie, used for hoi-se racing and other sports, 
 would furnish a good site for aeroplane landings. 
 This lies between the Verkhni-Isetski Iron Works 
 and the town. 
 
 Hospitals. — Facilities very good. Three private 
 hospitals, belonging to local physicians, may be 
 noted. The eye hospital is of unusual excellence 
 for Russia. 
 
 Inhabitants. — The intelligent classes would be 
 friendly, but since this is a factory town it has 
 been the center of Bolshevik activity. 
 
 Health. — The w^ater supply is obtained from 
 springs and wells on the outskirts of the town. 
 There are neither wells nor cisterns attached to 
 individual houses. The water is hard, but good. 
 Since the pumping is insufficient, much water has 
 to be carted into the city. There is no sewerage 
 system. The health conditions are unusually good. 
 
 Communications. — A telephone system covers the 
 town and outlying districts, with about 800 sub- 
 scribers. Wooden poles are used to support the 
 wires. Service fair. Regular Government tele- 
 graph service. 
 
 Tran-fportation. — Besides the main east and 
 west railroad, the city has two others. From 
 Yekaterinburg a branch railroad runs north (see 
 Route P) to many mining centers. These are. in 
 turn, connected by rail with Perm via Bissersk. 
 Another railroad runs south and skirts the eastern 
 l)ase of the I'ral IVIountains from Yekaterinburg to 
 Chelyabinsk. (For details see Route M.) Here it 
 connects with the main line from Omsk to Mos- 
 cow. Some trains between Petrogi-ad and Vladi- 
 vostok use this Yekaterinburg-Chelyabinsk con-
 
 YEKATERINBURG. 83 
 
 nection. A Government highway also runs along 
 the railroad. Another highway runs north from 
 Yekaterinl)urg. The country roads are very good 
 and motor transport could be used. 
 
 Industries. — There are three large Hour niills, a 
 foundry and machine .shop, wire-rope works, match 
 factory (output 60.000 boxes), a six-story steam 
 mill almost in center of town near a i^ond, h 
 cloth factory, and several oil manufactories. In 
 Verkhni-Iset, less than a mile away, are works 
 consisting of blast, refining, and puddling fur- 
 naces, rolling mills, and machine shoi)s. These are 
 on a lake 7 miles long by 2 miles wide. Output 
 of works is about 6,300 tons of steel and 4,.500 tons 
 of commercial shaped steel. Roof iron is also sup- 
 plied. One thousand five hundred men are em- 
 ployed. The Yates foundry and shops are near the 
 railroad station. 
 
 Strategic center. — From a military point of view 
 Yekaterinburg is a strategic point of the first rank. 
 It guards a main railway route over the Urals antl 
 taps mineral regions which produce war necessi- 
 ties, especially platinum. The forces that hold the 
 city and the surrounding heights are likely to domi- 
 nate the four railroads and two highways that 
 converge upon it. Mort'over, the plains, both at the 
 east and west of the Central Urals, are likely tc. 
 be dominated for considerable distances by the pos- 
 sessors of this city. There is no center of greater 
 strategic value between Omsk and Perm. 
 
 Fortijicaiion. — Although the city is unfortified 
 in the ordinary sense, yet the large iron works 
 with their great piles of ore, scrap iron, and pig 
 Iron were used as fortresses in the revolution, 
 trenches having been dug at many places. Forces 
 controlling these could dominate the town, and 
 with the great sluices at the iron works could inun- 
 date it. 
 
 I
 
 Route N, Branch 1. 
 
 RAILROAD— BOGDANOVICH TO SHADRINSK. 
 
 GENERAL DESCRIPTION. 
 
 Tliis brancli railway runs to the af^rieultural and mining re- 
 gion south and southeast of Uogdauovicli, passing througli hilly 
 country whicli slopes to the plains at the east. 
 
 Tlie line runs southwest 38 versts (25 miles) to Sinarskaya. 
 ciiiefly over upland, then turns sharply to the southeast and 
 follows down the Iset Valley, a tributary of the Tura. It 
 crosses the Iset or its tributaries at intervals, but never is far 
 from the river. 
 
 A telegraph line and post road run parallel to the railroad. 
 Occasionally they lie on the opposite side of the river from the 
 railroad. The telegraph continues down the valley to Kres- 
 inovskoye, about 20 versts beyond the terminal of the railway, 
 and the post road follows the Iset to Yalutorovsk. Other post 
 roads connect this line with stations on the Siberian railways. 
 
 DETAILED DESCRIPTION. 
 
 Distance 
 
 from 
 
 Bogdanovich. 
 
 V. M. 
 
 Bogdanovich. From Bogdanovich the railway goes 
 
 southwest, crosses a small valley, and runs along 
 an upland surface called Barsuchya Steppe. It 
 descends into the Iset Valley at the junction of 
 the Kamenaya and Iset Rivers. The country is 
 chiefly agricultural. About 20 per cent is for- 
 ested, with birch a"nd pine predominating. 
 2.1 3S Sinarskaya. On the north side of the River Iset. 
 
 This station exports 80.000 tons of iron, steel, 
 and agricultural products annually. The town 
 has a population of 10.000. It has four churches, 
 84
 
 SINARSKAYA. 85 
 
 several schools, a small hospital with 15 beds, 
 and about 160 little domestic shops, whose out- 
 put amounts to $675,000 annually. Several flour 
 mills are not far distant. District fairs are held 
 here four times a year. 
 
 A few miles up the river are located the rov- 
 ernment iron and steel works of Kamennaya. 
 Here, too, are machine and blacksmitli shops, 
 where some gtin parts and shells are made. 
 Near by are asbestos, gold, and tungsten mines 
 and small deposits of hard coal. During the 
 war some tungsten steel was made, but to what 
 extent is not known. 
 
 Post roads run from Sinarskaya to Yekaterin- 
 burg and Bogdanovich. A third goes to the 
 southeast, parallel with the railway. A railroad 
 is under construction to the important mines of 
 Sinarski, at the south. 
 
 The railway crosses the Iset River and con- 
 tinues southeast. 
 
 38 58 Kolchedan. The line continues southeast, close to 
 
 the river. 
 
 49 74 Chuga. On the river at the junction with a small 
 
 branch. The line turns to the east, keeping close 
 to the river. 
 
 56 85 Kataisk. A post road runs south to Chelyabinsk. 
 
 The line bends to the southeast, then east. 
 
 69 105 Dalmatov. (Population, 4,000.) On the lliver Iset 
 at the junction of a small branch. The town lies 
 on the opposite side of the river from the sta- 
 tion. It has several churches, public schools, and 
 a large monastery. Home industries havfe an 
 annual output of $50,000. District fairs are held 
 twice a year. The town is the center of an agri- 
 cultural region. 
 
 The railway continues down the valley, crosses 
 the river, and follows the left valley slope.
 
 86 
 
 YEKATERINBURG TO IRBIT. 
 
 84 127 Leshevo-Zamarayevo. "JMic viliii^'t^ lies sfujtli of the 
 station. 
 
 J)!) 140 Shadrinsk. Jtailroiid rostiuirant. (l'oi)ulati<tn. 
 12.000.) 'I'li« town lies on the north bank of the 
 Iliver Iset. It has a large monastery and sev- 
 eral churches and schools, including a high 
 school for boys and girls. There are about 308 
 manufacturing establishments, including .several 
 tlour mills, with' an annual output valued at 
 $2,000,00<J. Most of the industries are of the 
 domestic type, employing only the members of 
 the fanuly. Three times a year fail's are held. 
 At such times local agricultural products, such 
 as grains, butter, hemp, horses, and cattle, are 
 exchanged for simple manufactured goods from 
 western Europe. Salt is found near by. About 
 20 per cent of tbe surrounding region is forested. 
 Post roads run northwest to Kamyslilov, south- 
 east to Yurgamysh, and northeast down the Iset 
 to Yalutorovsk. The railroad is projected to 
 Kurgan on Route L. 
 
 EouTE N, Branch 2. 
 
 YEKATERINBURG TO IRBIT. 
 
 Distance from 
 
 Ycka- 
 
 teHnhurfj 
 
 (roughly 
 
 estimated. ) 
 
 Miles. Vorsts. 
 
 Yfekaterinburg. This line curves around the south 
 
 end of a ridge and runs northeast. It crosses a 
 small valle.v, rises to the upland, and crosses it. 
 10 28 Monetnaya. A station on the upland. The roatl 
 
 continues northeast along the upland and de- 
 scends into a small valley. 
 MO 4." Riidyanskaya. A station in a small valley. The 
 
 road follows the valley a short distance, then
 
 IRBIT. 87 
 
 rises out of the valley, crosses a divide, and de- 
 scends into another small valley. 
 C,r, Ryozh. A station in a small valley. The roa<l 
 rises out of the valley, continues northeast over 
 some hills, and descends into the Irbit Basin. 
 !>.". Yegorshino. (^n a small tributary of the Irbit 
 River. Near i»y aie inm mines. A uorth-and- 
 .south railway nitets this line at Yegorshino (see 
 Route P-1). The line turns almost to the east, 
 leaves the valley, crosses some hills, and entei's 
 the Irbit Valley, but soon leaves it again. 
 
 117 Boyarskaya. On the upland. Nearby, to the south, 
 are the Irbitski iron works. The line continues 
 northeast along the upland. 
 
 142 Khudyakovo. The line drops down into the Irbit 
 Valley, which it follows for a short distance, then 
 continues northeast and avoids the great curve 
 made by the river before it enters the Neiva. 
 
 170 Irbit. (Population, 21,000.) In the Perm Govern- 
 ment, at the junction of the Irbit and Neiva 
 Rivers. Irbit is famous for its annual fair, 
 which is held from February 1 to March 1. This 
 is a general market for goods from European 
 Russia, the Caucasus, a part of Siberia, and the 
 Steppe district. Buyers assemble from all over 
 Russia, western Europe, China, and even the 
 United States. Generally 57 per cent of the busi- 
 ness is with Eui-opean Russia and the Caucasus, 
 40 per cent with Siberia, and 3 per cent with the 
 foreign countries. The annual trade has 
 amounted to $28,000,000 at its maximum, but the 
 average is .S16.000,000. 
 
 Furs, which eventually enter the markers of 
 London and Leipzig, are the most important 
 articles of trade. Wool, cotton, flax, heniii, tea, 
 leather, and hides enter into tlie trade, and manu- 
 factured goods in wool, metals, silk, homemade
 
 88 OMSK TO VYATKA. 
 
 (ku.starni) leather goods, and felt are bought 
 and sold. 
 
 A post road runs south from Irbit to Kaniysh- 
 lov on the Siberian Railway, and another north- 
 west to Verhoturye (Route U-2). 
 
 It is reported that the continuation of Routt- 
 N, Branch 2, northeast to Turinsk, on the Tura 
 River, has recently been completed. 
 
 CONTINUANCE OF ROUTE N, 
 
 From the northei*n station of Yekaterinburg 
 the route first runs northwest about 10 versts 
 (7 miles) along the eastern borders of a large 
 lake. Along this stretch the track is used in 
 common with the railroad north to the Central 
 Urals. The grades are so heavy that two en- 
 gines are required to pull the train. It often 
 happens, however, that the casual traveler cro.sses 
 the Urals in this section without realizing it. 
 The " mountains " as seen from the train are 
 less imposing than the Berkshire Hills of west- 
 ern Massachusetts. The approach from the east 
 is much steeper than the descent toward the 
 west. The forests of the Central Urals are 
 chiefly evergi-eens, with a scattering of birches 
 ^f fair size. The evergreens yield logs up to 15 
 and 20 inches in diameter. The larger lumber, 
 however, has already been taken from the for- 
 ests near the railway. 
 
 17 26 Khrustalnaya. In the vicinity of the watershed 
 
 between the headwaters of the Ob flowing into 
 the Arctic Ocean and those of the Volga flowing 
 into the Caspian Sea. 
 
 27 40 Revda. The railroad winds into the Chusovaya 
 
 Valley and finds this town on its slopes. The 
 valley and its small swift river are crossed to the 
 left bank. The line follows down the Chusovaya
 
 BILIMBAI. 89 
 
 Valley for 25 versts (17 miles). The land is very 
 fertile and well cultivated. 
 
 29 44 Railroad Siding No. 70. A branch railroad runs 
 
 south for G versts up a mountain valley to Bar- 
 anovskaya. 
 
 30 .14 Bilimbai. In the Chusovaya Valley. Tlie town of 
 
 Bilimbai, of considerable size (Population 7,(X)0). 
 lies on the opposite side of the river. Near the 
 station on the small River Bilimbaya are large 
 steel and iron works. About 3 miles from the 
 works, on the River Chusovaya is a wharf be- 
 longing to the works, from which more than 
 15,000 tons of steel are exported into the interior 
 of Russia. In the vicinity of the station are 
 large deposits of gold and iron ore. Near by is 
 a hospital. Farther on, a highway from Bilim- 
 bai crosses the river and the railroad. 
 
 47 71 Koiirovka. Railroad restaurant (population 4,500 K 
 
 On the high left slope of the Chusovaya Valley, 
 close to the River Utk. The Utk Iron & Steel 
 Works, near station on the Chusovaya River, 
 export 15,000 tons of steel annually. Farther 
 down on the Chusovaya River the Utk-Denidova 
 Steel & Iron Works are situated in a village of 
 7,000 persons. Nearby is a wharf, also a small 
 shipyard for building barges and tugs. Soon the 
 railroad leaves the Chusovaya Valley, turns to 
 the west and rises with heavy grades toward the 
 Kirgishan Pass. On the other side of the pass a 
 broad view of the country reveals a high plain 
 into which an intricate river system has cut an 
 equally intricate system of valleys, varying in 
 depth according to the volume of water. 
 
 66 99 Sabik. The route descends gradually. An occa- 
 
 sional broad view westward is obtaiiaed. The 
 railroad keeps to the surface of the upland plain, 
 and bends to the northwest to avoid valleys.
 
 90 OMSK TO VYATKA. 
 
 70 110 Sarga. Deep valleys extend from the town both 
 to Ihe northeast and south. Four miles south 
 of the station is a town of 15,000 people, which 
 is supported by important iron works. Large 
 iron deposits with ore running from 45 to 55 per 
 cent of iron lie near by. 
 00 1'?(i Shalya. Jtailroad restaurant. Slill anolluM- iiji- 
 land town. The valley of the Sylva lies to th-^ 
 north. The Sylva Kiver rises in a lake at the 
 northeast. About 3 miles from the station, on 
 tiie bank of the Sylva River, are steel and iron 
 works, wliieh manufacture open-liearth steel and 
 sheet steel. Soon after leaving Shalya the rail- 
 way crosses a valley. 
 
 101 152 Vogulka. In the center of a large upland tra<t. 
 I'roiu the margins of this tract the laud slopes 
 ;ibruptly into valleys. 
 
 Ho 171 Shamary. This town is located at the junction 
 of the valleys of the Sylva and the Volgulka. 
 The railroad rises out of the valley by a curve 
 and crosses another upland surface in about 20 
 versts. It then crosses a shallow valley to Kor- 
 don. on the opposite slope. 
 
 130 190 Kordon. llailroad restaurant. Still another up- 
 land surface is traversed and another shallow 
 valley crossed. 
 
 142 214 Tiilumbasy. In the center of a small upland tract. 
 The line goes to the edge of the miniature 
 plateau and gradually descends into the valley 
 of the Sylva. 
 
 152 220 Shumkovo. The Sylva River is crossed and Kishen 
 is reached down the valley. 
 
 100 242 Kishert. A valley town. Leaving Kisherr the 
 railroad crosses the Sylva on a 70-foot steel 
 bridge and continues down the Sylva to Kungiir. 
 
 172 261 Kungur. (Population 18,000.) Kungur lies in a 
 fertile valley at the junction of the Iren with
 
 KUNGUR. 91 
 
 the Sylva. It is the most important town he- 
 tween Yekaterinburg and Perm. Highways run 
 fi^m Kungur to the south, east, and west. Still 
 another runs northwest to Perm parallel to the 
 railroad. Unlike most important railroads in 
 Russia the section from Yekaterinburg to Kun- 
 gur is not followed by a highway. 
 
 In the spring and early summer Kungur has 
 transportation by side-wheel steamers down the 
 Sylva to Perm. The river curves so much that 
 the distance by water is about twice as great 
 as by rail. Exports by this waterway amount to 
 12,000 long tons annually. 
 
 In ordinary times Kungur manufactures 
 leather, boots, gloves, overcoats, iron castings, 
 and machinery. There are 33 tanneries, 3 soap 
 factories, several flour mills, and 3 brickyards. 
 Nearly 1,000 families are engagefl in making 
 shoes and gloves. There are itsually stored in 
 the city quantities of cereals, tallow, linseed, and 
 tea. 
 
 From Kungur the railway strikes to the west, 
 leaves the valley of the Sylva and follows up 
 the valley of a small branch stream. As it pro- 
 ceeds it gradually bend.s to the northwest. 
 
 187 283 Yergach. A small town located between the rail- 
 road and the stream. Seven miles Avest are the 
 hills called Ostraya, Belaya, and Savle with cop- 
 per deposits. At their foot is a copper smelting 
 village of 4.000 people. The route gradually rises. 
 
 203 306 Kukushtan. This town is on the stream where 
 it is crossed by the railroad. In the neighbor- 
 hood is a large copper smelter. About 10 versts 
 beyond the railroad reaches the level of the up- 
 land. About one-third of the region is forested. 
 
 216 326 Miiiyanka. (I'opulation 10.000.) A road runs to 
 the southwest to a town 7 miles away, containing
 
 92 OMSK TO VYATKA. 
 
 important copper smelters. A shallow valley is 
 crossed, a stretch of the upland is traversed, and 
 Term is reached. , 
 
 235 355 Perm. (Altitude, 300 feet ; population, 105,410.) 
 
 Location and characicr. — ^Perm, the capital of 
 the Pi*ovince of Perm, stands on the left hank of 
 the navigable Kama. The town is mostly built 
 of Mood with broad streets and wide squares but 
 has a somewhat dilapidated aspect. f Photo 
 No. 23.) 
 
 Chief buildings. — The most important buildings 
 in Perm are barracks, capable of holding 20.000 
 soldiers; an artillery school; the district anrl 
 Perm government buildings ; large fair build- 
 ings; several boys' and girls' high schools; the 
 Perm district drug store and warehouse ; and 
 the warehouse at the wharf on the River Kama. 
 (Photo No. 24.) 
 
 Transportation. — Besides being on the chief 
 railroad from Petrograd to Siberia, Perm is the 
 western terminus of a railway network of the 
 mining towns of the central Urals (see route 
 P). of which Yekaterinburg is the southern ter- 
 minus. ^Moreover, Perm is the focus of four navi- 
 gable waterways, southwestward down the Kama, 
 northward up the Kama, eastward up the Chu- 
 sovaya, and southeastward up the Sylva. Dur- 
 ing the ice-free seasons, especially in the spring 
 when the rivers are deepest, these waterways are 
 busy roiites. They are used chiefly to convey 
 heavy iron goods into Russia. During the sum- 
 mer regular steamboat communication is- main- 
 tained with Kazan, 605 miles to the .southwest. 
 
 Perm is also served by three Government high- 
 ways. One runs north roughly parallel with the 
 Kama. Another runs southwest to the important 
 town of Okhansk, thence westward. Both of
 
 FEHM. 98 
 
 these are followed by telephone lines. The thirrS 
 runs south with the railroad we have followed. 
 
 The city annually exports by rail 73,000 tons 
 of goods and imports 54,000 tons. By the Kama 
 River it imports 126,000 tons and exports 144.000 
 tons. 
 
 Industries. — Perm has such close touch with 
 the iron, copper, and coal mines and forests of 
 the central Urals that it has naturally become a 
 manufacturing center for iron, copper, and 
 wooden goods. The city has important sawmills, 
 shipbuilding yards, machinery works, copper 
 foundries, and chemical factories. Tanneries 
 also are important, as well as soap and candle 
 factories. A phosphorous plant, situated just 
 outside the city on the bank of the River Dan- 
 ilikhy, is one of the largest in Russia. Before the 
 war it sent goods even to Germany, Sweden, and 
 England. 
 
 About 3 miles northeast from the city is situ- 
 ated Motovilikha, a large Government arsenal, 
 employing about 15.000 men in 1916. Population 
 of the town is over 30,000. Enlargement of the 
 plant during the war, with the addition of equip- 
 ment from the United States and England, has 
 made it one of Russia's modern arsenals. Its 
 buildings include a shell and shrapnel plant and 
 a main machine shop equipped with large steam 
 hammers with a capacity of 50 long tons. The 
 output consisted of 3-inch field guns (about 32 
 or 34 batteries, 1917, per month), rifles (about 
 10,000 a month), machine gims (about 100 per 
 month), 16-inch rifle cannon, shells from 3 to 6 
 inches, shrapnel, detonators (about 25,000 per 
 month), hand grenades, and time fuses. The 
 plant was also building ships, tugs, marine and 
 stationary boilers, and steam engines. It was
 
 94 OMSK TO VYATKA. 
 
 being run by the Bolsheviki in the summer of 
 1918. About one-half mile from the arsenal on 
 the River Kama are two islands. Just opposite, 
 on the left bank of the River Kama, are the Nobel 
 Oil Co.'s kerosene and gasoline reservoirs. 
 
 Near Perm is a copper smelting plant belonging 
 to the Government and under the same manage- 
 ment as the gun plant. Copper ore is brought 
 to the smelter from five different copper mines, 
 situated from 4 to 21 miles distant. Annual pro- 
 duction of this plant is 90 tons. The copper 
 smelted is the best from the Ural ilountains. 
 It is used by Government mints. 
 
 Strutcffic value. — Perm possesses high strate- 
 gic value. This results chiefly from the fact 
 that the city is such a center of transportation. 
 The forces holding it would be able to cut the 
 chief railway from Petrograd and northern Rus- 
 sia to Siberia. Moreover, such forces would com- 
 mand the easiest exits of the mineral resources 
 of the central Urals. Perm would make an excel- 
 lent base for troops operating at the west. The 
 richness of the regions to which it has easy ac- 
 cess makes the city economically valuable. 
 
 CONTINUANCE OF THE ROUTE. 
 
 The route leaves the station in the western 
 part of Perm and soon crosses the Kama on a 
 bridge 970 yards long. The bridge affords a com- 
 manding view of town. From the height near the 
 western bridgehead light artillery might readily 
 sweep the whole city. 
 
 The railroad soon turns down the valley of the 
 Kama and gradually rises to higher levels on the 
 right slope. At about verst R70 the route bend's 
 to the northwest, leaves the Kama Valley, and
 
 SHABUNICHI. 96 
 
 climbs to the upland surf:ice. Several siiiall 
 branch valleys are crossed. 
 
 251) 31H Shabunichi. A town on the upland surface with a 
 wide outlook over the surrounding country. 
 From this station 4,000 tons of steel products are 
 shipped annually. In general, the land is fairly 
 well cultivated with some patches of forest. The 
 route crosses a number of -branch valleys of the 
 Kama. 
 
 276 416 Grigoryovskaya. A town near the edge of a broad 
 upland tract. An iron plant near by exports 180 
 tons of goods annually. The route now maRes a 
 broad sweep to the north around the head of a 
 branch valley. At about verst 429 a road is 
 crossetl. 
 
 For 84 versts (56 miles) to Kuznia the rail- 
 road runs parallel with and 8 versts south of the 
 Orba Valley. 
 
 294 443 Mendeleyevo. Between the head of two minor val- 
 leys. The village of Karagaiskoye lies 7 miles 
 north of the station ; population, 1,000. The 
 route now strikes to the southwest. 
 
 310 468 Vereschagino. Railroad restaurant. Village of 
 same name lies 1 mile north of station. In this 
 region are fine forests of pine and birch. The 
 station exports 4.000 tons of farm and forest 
 products. A road runs to the north and to the 
 south. The one to the south connects via 
 Okhansk with Perm, a distance of about 110 
 miles. The town is at the center of a large 
 upland tract. The route continues to the south- 
 west. 
 
 324 489 Borodulino. Near the northern maj'gin of a broad 
 upland stretch. Nine thousand tons of farm 
 products leave the station annually. Small biirli 
 and pine are abundant in clumps. The region is 
 still fairly well cultivated. 
 87569 — 18 — PT 4 7
 
 96 OMSK TO VYATKA. 
 
 340 513 Kuzma. On the boundary line between the Perm 
 and Vyatka districts. The route follows along 
 the edge of a minor valley, crosses an upland 
 stretch, and descends into a minor valley to Kez. 
 
 353 533 Kez. Near the station is the village of Yuski. Pop- 
 ulation, 1,000. The railroad climbs out of the 
 valley to the upland, across which it strikes due 
 west for 13 versts. Thin forests of birch and pine 
 prevail. 
 
 At about verst 551 a road runs south. The route 
 then descends into the Cheptsa Valley, the largest 
 encountered since leaving the Kama. The river 
 is crossed by a 105-foot steel bridge and the town 
 of Cheptsa is reached on the opposite slope. 
 
 367 553 Cheptsa. The station exports 2,000 tons of farm 
 and forest products. A glass factory is located 
 nearby. Fine forests abound. The railroad now 
 follows down the valley of the Cheptsa on the 
 left slope. Broad views are obtained on the right. 
 
 387 583 Balezino. The station is on the left bank of the 
 river. The town itself is 6 miles down the river 
 on the right bank. Population, 1,200. The farm 
 and forest products exported amount to 900 tons 
 annually. At about verst 590 is the Kesmym, 
 from which a road runs east to Balezino. The 
 route now rises out of the valley, crosses several 
 branch valleys, and returns to the main Cheptsa 
 Valley at Glazov. 
 
 404 610 Glazov. (Population, 4,500.) Railroad restaurant. 
 Located midway from Perm and Vyatka and the 
 most Important town between them. The town 
 has a boys' and gii'ls' high school. Glazov is at 
 the head of navigation of the Cheptsa River. 
 During the summer small boats ply between here 
 and Vyatka. From Glazov a road runs north 42 
 miles, then westerly for 110 miles to Vyatka, 
 connecting many towns en route.
 
 ZALONZNINSK IRON WORKS. 97 
 
 District fairs are held from tlie 1st to the 6th of 
 December. The station exports 13,000 tons of a 
 varietj' of products by rail and 3,000 by the River 
 Cheptsa. 
 
 About 40 miles north of the city are the 
 Verkhne & Nizhne Zalozninski Iron & Steel 
 Works, located near iron deposits. 
 
 From Glazov the railroad runs to the north- 
 west and follows the Cheptsa Valley practically 
 all the way to A'yatka. It is usually located well 
 up on the left slope and often crosses stretches 
 of the upland. The valley is from 3 to 4 miles 
 broad and from 7.5 to 100 feet below the upland 
 surface. Throughout this route from Glazov to 
 Vyatka wooded land alternates with well-culti- 
 vated stretches in which villages are numerous. 
 Women ordinarily do much of the farm work 
 with primitive implements. Grain is generally 
 harvested with a sickle, then gathered and bound 
 by hand. 
 
 Many cattle are grazed in the wet meadows of 
 the valley floors, and crops are commonly raised 
 on the valley slopes. Grnin, however, does best 
 on the upland surface. 
 
 428 645 Yar. On a spur of the upland between the main 
 valley and a branch. Nine hundx'ed tons of farm 
 products are exported. There are iron works not 
 far away. The branch valley and several others 
 are soon crossed. 
 
 449 677 Falenki. On the left valley slope. The routt; 
 now bends to the west and traverses pine woods. 
 
 468 706 Zuyevka. Railroad restaurant. In a branch val- 
 ley near Its .iunction with the main valley. 
 Seven miles from the station on the right bank 
 of the River Kosy is the town of Kosa, where 
 district fairs are held in I\Iarch. The route now
 
 98 OMSK TO VYATKA. 
 
 passes through a well-settled and well-cultivated 
 section. The soil is a lifiht, sandy, red clay, 
 
 4X8 730 Ardashi. On an upland stretch. Four hun(U-e<l 
 tons of farm products are sent away yearly. The 
 route gradually diverges from the Cheptsa Valley. 
 
 505 700 Prosnitsa. Near the head of a small branch val- 
 ley. Five hundred tons of farm products are 
 exported. 
 
 520 785 Poloi. In the midst of a well-settled farming coun- 
 try. Three hundred tons of products are ex- 
 ported- At about verst 791 a road comes in from 
 the south and joins the highway, which continu- 
 ally follows our raihvay route. This road comes 
 from Kazan, about 3G0 versts away. It would 
 become of great importance if a battle line were 
 established from Murmansk to Soroka and thence 
 to Vyatka, Kazan, and the Volga. 
 
 From Poloi the route gradually curves to the 
 i-iglit and swings through the Cheptsa Valley to 
 the southern part of Vyatka. Throughout this 
 last section of the route the town of Vyatka is 
 visible from the train. 
 
 534 805 Vyatka. (Altitude, 440 feet; population. (iO.CXK). i 
 (Capital of Vyatka Province. Situated on the 
 left bank of the navigable Cheptsa. 
 
 Details of city. — The. city is built upon the val- 
 ley slope and reaches from the river bank to the 
 edge of the upland surface. IMost of the streets 
 therefore are steep and badly gullied except 
 where carefully paved. It is reported that 500 
 of the houses are of stone. The rest are of wood. 
 The upland surface adjacent to the town is not 
 l)uilt up except for the Government buildings. 
 The upland is partially wooded. Much of the 
 rest is in gardens and parks. The height to the 
 north of the town would be :\ suitable location 
 for light artillery to conmiand the highways that
 
 VYATKA. 99 
 
 converge upon Vyatka as well as the city itself. 
 It might serve as a camp site. 
 
 From Vyatka a railroad goes to the west to 
 Vologda and Petrograd. Another runs northwest 
 238 miles (359 versts) to Kotlas on the Dvina 
 River. Thence steamers ply northwest to Arch- 
 angel and southwest to Vologda. In ordinary 
 times a steamer leaves Vyatka twice daily dur- 
 ing the open season for Kazan. Length of trip, 
 2i days. Roads run parallel to each of the 
 three railroads that serve Vyatka. Another runs 
 to the northenst about 22 miles to Slobodskoye. 
 thence east and south to Glazov. 
 
 There are tanneries, shoe factories, furniture 
 factories, lumber yards, brickyards, and several 
 small machine shops.
 
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 YEKATERINBURG TO PERM. 
 
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 YEKATERINBURG TO PERM. 
 
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 104 YEKATERINBURG TO PERM. 
 
 GENERAL DESCRIPTION. 
 
 MILITARY VALUE. 
 
 In ordinary times this route is used principally as a mining 
 railroad. The main line makes a great northward sweep from 
 Yekaterinburg to Perm, while branches diverge to a large 
 number of mines. The main line is of such quality that in spite 
 of the grades and curves it could be used as a substitute for 
 the Trans-Siberian line in case the latter were cut or congested 
 between Yekaterinburg and Perm. In times of war, as in 
 l)oace, however, the chief function of the route is to get out ores. 
 
 TERRAIN. 
 
 For the first quarter of the distance the railroad follows the 
 valleys of the Neiva and Tagil, which are approached by a low 
 ridge. The Neiva Valley is a rolling country, through which 
 the river makes many turns among lakes and swamps. About 
 half of the region is wooded, but cultivated areas are common. 
 Both the Neiva and the Tagil Valleys are important mining 
 regions. 
 
 After crossing the Tagil Valley the railroad climbs the east- 
 ern slope of the Urals. It makes many turns, with increasing 
 grades, to the pass, which has an altitude of 1,545 feet at its 
 highest point near Khrebet Uralski. This point is about half- 
 way between Yekaterinburg and Perm. The mountains are 
 not high, being merely good-sized hills. 
 
 Down the western slope, which forms the tbird quarter, the 
 grades are steep and the country mountainous as far as the 
 Chusovaya River. The last quarter almost parallels the Chuso- 
 vaya to its junction with the Kama, about 10 miles from Perm. 
 The country is gently rolling and partly timbered. The rail- 
 road cuts have abrupt, rocky slopes. 
 
 RESOURCES AND INDUSTRIES. 
 
 riatiiiiim. — Ninety-five per cent of the world's supply of 
 platinum comes from Russia. Although small quantities of this 
 precious metal have been found in a number of places, the 
 commercially important fields are limited to small areas on
 
 EESOTTECES. 106 
 
 both sides of tlie Ural Mountains in the region tapped by this 
 railroad. Most of the platinum is found in the alluvial deposits 
 of the river beds. The most important are the deposits along 
 the Is River, on the west slope of the northern Urals, and 
 along the Tura, on the east slope. These regions supply about 
 80 per cent of the total Ural output. Other deposits are found 
 in connection with the gold mines in the Neviansky, Verkhni- 
 Isetski, Belim])ayevski, Alapayevski, Syssert Kyshtym. and Miass 
 properties. 
 
 In 1912 the production of platinum was 300,000 ounces. Since 
 then it has decreased so that in 1917 it probably did not amount 
 to 50,000 ounces, in spite of the world's increasing demand. 
 The reasons for the decrease in production are, first, the with- 
 drawal of labor for military mobilization, and, second, labor 
 demoralization since the overthrow of the Imperial Govern- 
 ment of Russia. A little placer washing by hand has been 
 carried on by the local inhabitants. In the summer of 1918 it 
 was reported that the dredges were not working. 
 
 l7-on. — Manganese, magnetite, and pyrite ores are mined at 
 several points in this region. Hence smelters, steel mills, and 
 machine shops are distributed along the railroad. Aside from 
 Yekaterinburg, the most important centers for iron and steel 
 products are Nevyansli, Nizhni-Tagil, Baranchinskaya, Pashiya, 
 and Chusovskaya. Hundreds of thousands of tons of iroti 
 products are ordinarily manufactured in these regions each 
 year, and these centers are well prepared to manufacture all 
 sorts of munitions of war. 
 
 Other ores. — Copper, gold, coal, and salt are also found in 
 this region. Tyoplaya Gora is the most important gold-pro- 
 ducing region. Coal of comparatively poor quality is found on 
 the west slope of the Urals and is reached by a branch rail- 
 road running north from Chusovskaya. 
 
 Forests. — The country along the railway was originally cov- 
 ered with scrubby trees, chiefly birch and pine. These have 
 been the chief source of building material, fuel, and charcoal 
 for the iron works. Thus the forests have been cut off and now 
 coal is being introduced by rail to replace the wood and char- 
 coal in heating and smelting.
 
 106 YEKATERINBURG TO PERM. 
 
 .'^0/7 nnd mendoics. — Many fields are cultivated, and natural 
 niendows make cattle j-ais^injr profitable. Alost of the people, 
 however, are ensaj^ed in mining and in related industrie.s. 
 
 DETAILED DESCRIPTION. 
 
 Distance from 
 y (katerinhuru . 
 Miles. Vcrsts. 
 
 Yekaterinburg. See station 31 of Route X. Route 
 
 P starts from the north station of Yekaterinburij. 
 In common with Route N, it uses the stretch of 
 track which skirts the eastern shores of Lake 
 ' Iset. Just beyond the lake the two routes sep- 
 arate. Route P continues to the northwest. 
 
 14 21 Iset. Small station near Lake I.set. Railroatl 
 
 crosses small river by a steel bridge about 3S 
 feet long soon after leaving the station. Xeai- 
 by is Byeloryechansk. a pyrite mine on Verkhni- 
 Isetsk estate. 
 
 2G 39 Tavatui. Small station near south end of Lake 
 
 Tavatui, which stretches about 12 miles (IS 
 versts) to the north. The railroad now bends 
 to the north on the west side of Lake Tavatui. 
 which can be seen occasionally. Not far away 
 are reddish hills from which iron ore has been 
 taken. 
 
 40 no Verkhne-Neivinsk. (Altitude. 875 feet; popula- 
 
 tion, 10,000.) Railroad restaurant. The station 
 is near the north end of Lake Tavatui. The town 
 is about a mile enst on the river Neiva. A hill 
 east of the town affords a very good camp site. 
 A branch post road runs west to Shurala and 
 thence to the village of Verkhni-Tagil, on the 
 Tagil River. The post road is generally in fair 
 condition. A gravel surface has made it better 
 than the aA-erage. This road continues westward 
 to Route N and is suitable for motor transport. 
 Yerkhne-Xeivinsk has steel and iron works
 
 NEVYANSK. 107 
 
 and a machine shop for making detonators for 
 hirge shells. Tlie fall of water created by a dam 
 across the River Neiva is used to generate elec- 
 tric power for the iron woi-k>!. Gold mines near 
 the station. 
 
 The railroad bends to th»- northeast, crosses 
 the river, turns to the north, and skirts the east- 
 ern shorej^ of n large lake. 
 OS Neivo-Rudyanskaya. Near the northern end of 
 the lake. The railroad runs north down the 
 Neiva Valley. A swampy region is passed on the 
 west. 
 
 The town lies west of the railroad across the 
 Neiva (population over 3,000). It has an iron 
 smelting plant, a sulphuric-acid factory, a ma- 
 chine shop, and a foundry. About 7,000 tons of 
 iron products are exported. 
 
 A narrow-gauge (30 inches) railroad runs 
 from Neivo-Rudyanskaya northward along Route 
 P to Shuralinski, the next siding. No. 117 (51 
 miles. 77 versts). It there leaves the main line 
 and runs 6 miles (9 versts) to Kalata. With the 
 narrow-gauge line the main railroad crosses the 
 Neiva and its swamps before reaching Shura- 
 linski. Beyond the main line crosses the Shurala 
 River. 
 8() Nevyansk. (Population, 25,000.) Railroiid res- 
 taurant. The town is about a mile from the 
 station. It has wide streets for fire protection, 
 a few stone houses, but mostly log houses with 
 wooden roofs. It has a hospital and a large 
 schoolhouse. A dam converts the Neiva into a 
 good-sized pond. The hill east of Nevyansk. and 
 the south slope of the table, and between 
 Nevyansk and Shurala, furnish good camp sites. 
 Water is obtainefl from shallow wells. I^ocal 
 supplies of grain, cattle, and sheep are small.
 
 108 YEKATERINBURG TO PERM. 
 
 Pasturage is plentiful and good. Wood, of 
 which there are large supplies in the vicinity, 
 furnishes the chief fuel. Coal and petroleum 
 products are lacking. Health is generally good, 
 hut in winter contagious diseases, such as scarlet 
 fever, are prevalent. 
 
 Nevyansk has an old iron smelter, well- 
 equipped machine shops for making fuses for 
 large shells, and a foundry which before the 
 war made a .specialty of cast-iron pipe. Five 
 thousand workmen are employed and over 36,000 
 tons of iron and steel products are exported 
 annually. 
 
 About 2 miles north of Nevyansk the Byng- 
 ovski Iron & Steel Works are located on the 
 Neiva. Charcoal is used in the works, although 
 during the war some Siberian coal was used. 
 The neighboring village has a population of over 
 5,000. 
 
 Nevyansk is connected by a post road with the 
 main highway or Verkhoturye- Yekaterinburg 
 " Trakt." Another post road connects Nevyansk 
 with the mining settlement at Kalata and the 
 village of Verkhni-Tagil. This road is described 
 below : 
 
 Post Road from Nevyansk to Verkhxi-Tagil. 
 
 One mile: The road passes some reddish iron 
 hills from which iron ore has been mined. It 
 crosses the railroad and passes over a table- 
 land with cultivated fields on the north and 
 scrub-covered pastures on the south, and de- 
 scends into the valley of the Shurala River. The 
 river is small and never has much water. It is 
 spanned by two wooden bridges, both in fair con- 
 dition. The old dam is broken.
 
 POST EOAD: NEVYANSK TO VERKHNI-TAGIL. 109 
 
 Three miles, Shurala : This village, on the 
 river, was formerly the site of iron smelters. It 
 has wooden houses with wooden roofs. A large 
 two-story house, occupied by the manager, has 
 the lower story of brick and the upper of logs. 
 
 The post road mentioned under Verkhne-Nei- 
 vinsk comes in at this point. Continuation of 
 main railway. ■ 
 
 Four and one-half miles : A branch road turns 
 north, swings around to Nevyansk station, and 
 back to the post road again about 1 mile south- 
 west of Nevyansk. It passes a cement plant on 
 the river north of Shurala. This road is much 
 used in winter. 
 
 Eight miles: Kalata-Kalatinslvv works. Here 
 are located a smelter and a machine shop for 
 ordinary repairs, including a foundry. At Ka- 
 lata is a pyrite mine on the Verkhni-Isetsk estate. 
 In recent years (report 1912) there have been 
 extracted about 100,000 tons of ore, containing 
 about 25 per cent copper. This has been shipped 
 and sold for its sulphur and copper contents. 
 Magnetite also occurs here. The road climbs the 
 ridge to the west, then descends sharply into the 
 Tagil River Valley to Yerkhni-Tagil. 
 
 Thirteen miles: Town of Verkhni-Tagil, with 
 iron and steel works employing over 1,000 work- 
 men. Iron ore (magnetite) is obtained from the 
 Vysokoi Hill near by. The houses are mostly of 
 logs, with wooden roofs. West of Verkhni-Tagil 
 there are many wood roads, used chiefly in win- 
 ter for hauling timber and charcoal. 
 
 From Nevyansk the railroad leaves the valley 
 of the Neiva and swings close to the Urals. The 
 east bank of the ridge is ascended and a low 
 pass is crossed.
 
 110 YEKATERINBURG TO PERM. 
 
 77 los Anatolskaya. Siiiiill .station in a ucjodwl country 
 on tlic west slope of the ridjje. Tiie valley of the 
 Ta^Xil lies at the west. The route proceeds north 
 into the Tagil Valley and follows the right slope. 
 SI 122 Shaitanka. (Population. 3,000.) There are iron 
 and steel work.s about 3 miles from the station. 
 The route continues north in the Tagil Valley. 
 88 133 Nizhni-Tagil. (Altitude, 730 feet: population. 
 35.000.) Railway restaurant. Nizhni-Tagil has 
 important Government iron and steel works, 
 with a modern plant equipped with new Ameri- 
 can machinery and tools. There are large ad- 
 ministration buildings, houses for employees, and 
 a modern hospital. More than 90,000 tons of 
 iron and steel products are exported annually. 
 
 Mount Vysokaya, at the west, has large iron- 
 oi'e deposits (65 to 70 per cent iron). The mines 
 employ 1,200 workmen. Statistics show that 
 126.000 tons were mined in 1913. Of this amount 
 90,000 tons were used by the Nizhni-Tagil smel- 
 ters. 
 
 Near Nizhni-Tagil are gold and platinum 
 mines, the most important of which are Avro- 
 rinski, Pavlo-Anatolyevski. Sosifovski. and Pav- 
 lovski. About 1,500 men are engaged in these 
 mines, using 160 horses. Up to 1913. 180 pounds 
 of platinum were mined and 54,000 pounds of 
 gold. 
 
 Nizhni-Tagil is the junction point of two 
 branch railroads. One runs east 82 miles (121 
 versts), to the Abipayevsk Iron & Steel Works, 
 and is described below as Route P-1. The other 
 branch runs southwest 35 miles (53 versts), to 
 the Visino-Utkinski mines, where iron and steel 
 works are located. 
 
 This route is not described further in this 
 handbook.
 
 GOROBLAGODATSKAYA. Ill 
 
 From Nizhni-Tagil the maiu line runs north 
 for about 7 miles, then bends northwest, and 
 crosses the River Tagil. It then climbs out of 
 the valley to the northwest. A siding intervenes. 
 
 ll] Laya. The station lies between the Teplaya Hill 
 on the east and Sinaya Hill on the west. About 
 half a mile north of the station are the Verkhne- 
 Daiski and Nizlmi-I)aiski iron and steel works. 
 They have two old blast furnaces and several 
 open-hearth furnaces. From Laya the post road, 
 which has been near the railroad, runs nortli 
 and diverges from the raili'oad. 
 
 ](>8 Baranchinskaya. (Population. S.UOO.) About 2 
 miles west of the station, at the junction of 
 Akhtaya and Baranchi Rivers, lies the Nizhni- 
 Baranchinskaya iron and steel plant. It makes 
 large shells, time fuses, and held guns for the 
 Russian Navy. The plant is equipped with mod- 
 ern American tools and machinery, Manganese 
 iron ore comes from the Blagodaty Hill, about 9 
 miles distant. 
 
 About 5 miles north are the A'erkhni-Baranov- 
 ski iron and steel works, under the same man- 
 agement as the works referred to above. Tiie 
 village at the works has a population of 3,000. 
 Tlie railroad continues north. 
 
 177 Goroblagodatskaya. (Altitude, 700 feet.) Rail- 
 way restaurant. Government iron works locatetl 
 here export over 4.5.000 tons of iron and steel 
 products annually. About 8 miles north Jiian- 
 ganese iron ore is obtained fiom Mount Blago- 
 dat. A branch railroad runs 1-5(3.0 miles (230 
 versts) fiom here to Shakhta via Nadezhdinski 
 Zavod. This railroad is descril)ed as Route V-2 
 in this handbook. The main line now curves to 
 the northwest between hills and ascends toward 
 the watersheds between Asia and Europe. 
 87569—18 — PT 4 8
 
 112 YEKATEHINBTTRG TO PERM. 
 
 127 192 Aziatskaya. Last stop on Asiatic si<lo of Urals. 
 A forested country. The pe<jple make cliarcoal 
 for steel works and carry on some farming. 
 The ascent continues. 
 
 137 200 Khrebet TJralski. " Summit of the Urals." The 
 railroad makes many turns through the hills and 
 mountains from liere westward. Before the next 
 station is reached large foundries are passed. 
 
 149 220 Evropeiskaya. Tlie mountains are low ; the timber 
 is small. The people make cliarcoaJ and work 
 in various iron plants. The line descends west- 
 ward. First stop on Eui'opean side. 
 
 152 230 list Tiskos. Small station, overlooking the Koivy 
 Valley. The people are engaged in making char- 
 coal. The railroad crosses the River Koivy, 
 descends into the Koivy Valley, crosses the river, 
 and climbs out toward the northwest. 
 
 161 243 Tyoplaya Gora. On the western edge of the Koivy 
 Valley. A marshy district extends to the west. 
 About half a mile from the station are the Tep- 
 layar Iron & Steel Works, which are supplied 
 from the Voznesenskoi iron mines near by. Ex- 
 port from station, 7,200 tons annually. Within 
 4 miles north of the station, near the junction of 
 the Polubenk and Koivy Rivers, is Krestovozd- 
 vizhenskoe village. Near this village gold and 
 platinum are found. In 1914 the output of gold 
 was 540 pounds, of platinum 36 pounds. Since 
 1880 statistics show that 2,160 pounds of platinum 
 were mined here. A large part of the platinmn 
 was found near the River Is, in which region 
 1,500 workmen were employed in 1914. 
 
 The line next climbs out of the Koivy Valley 
 and strikes westward. 
 
 170 257 Biser. (Altitude, 1.510 feet; population. 4,000.) 
 Railroad restaurant. At the southern end of a 
 ridge. On the River Biser, S miles south of the
 
 BISER. 118 
 
 station are the Biser iron and steel works. The 
 annual output is over 18,000 tons of iron and 
 steel products. Iron ore comes from eight mines 
 near by, the most important of which are the 
 Kurviusk, Voronzhesk, and Petrovsk. For the 
 next 57 miles (85 versts), or until Yermak is 
 reached, the route runs southwest over an upland 
 surf:ice between the Vizhai Valley op the north 
 and the Koivy Valley on the south. 
 
 271 Vizhai. In a forested country. Charcoal making 
 is the chief occupation. 
 
 284 Koiva. The forests and charcoal making continue. 
 
 29G Pashiya. Railroad restaurant. Forested region. 
 About 6 miles north are the Arkhangelo-Pashiski 
 Iron Works. The village near l)y has G,000 
 people. Eight miles south of the station are 
 the Kuse-Alexandrovski Iron Works, in a village 
 of 3,500 people. Pashiya exports more than 
 36,000 tons of iron and steel products annually. 
 From this station to Yermak the railroad swings 
 around the heads of several valleys, tributaries 
 of the Koivy Valley. 
 
 307 Bagul. 
 
 320 Vsesvyatskaya. Near the head of a valley. 
 
 334 Arkhipovka. The upland surface becomes rough 
 and rocky. 
 
 342 Yermak. In rocky country. The valley of the 
 Chusovaya soon opens out westward and the 
 . descent begins. 
 
 349 Chusovskaya. (Altitude, 405 feet.) Railroad res- 
 taurant. The town is located on the right bank 
 of the Chusovaya. The Chusovskaya Iron and 
 Steel Works are near the station, which exports 
 over 23G.OOO tons of iron and steel products an- 
 nually.
 
 114 YEKATERINBURG TO PERM. 
 
 A Itr.Miicli railroad wliich runs north from 
 (Jliusovskaya 130 miles (196 versts) to Sole- 
 A'arni is desiguated Route P-3 in this handboolx. 
 Iloute 1' I'lms soutli, crosses tlie Chusovaya 
 Kivor by a steel bridjre and traverses a stretch 
 of flat land. It then crosses the River Lysva, a 
 ))ranch of the ('Inisovaya. and climbs out of the 
 viilloy. 
 
 242 36r) Kalino. Railroad restaurant. Situated nearly on 
 tlie upland surface. The station exports 18,(XKJ 
 tons of iron and steel products. Branch line 
 S(»ntheast to Lesvinski Zavod (population, 3,000) 
 20 versts (13.2 miles), where there are machine 
 an<l foundry shops. 
 
 The I'oute crosses a iKirtion of th»* uphnu! 
 surface. 
 
 253 382 Selyanka. At the head of the valley openinj; west- 
 ward. Forested country. The roTite continues 
 on the upland. 
 
 265 400 Komarikhlnskaya. Small station in a valley. For- 
 ested country. The route now descends into the 
 valley and follows it to its junction with the 
 Sylva Valley, 17 miles beyond. 
 
 272 411 Valezhnaya. A town in the valley. The station 
 exports 4.500 tons of a variety of jtriiducts. The 
 railway crosses the Sylva River over a steel 
 l)ridge. 
 
 282 425 Sylva. (Altitude. 325 feet.) Railroad restaurant. 
 On the left hank of the navigable Sylva River. 
 The station exports 7,200 tons of various prod- 
 ucts. The railroad follows down the Sylva River. 
 
 288 435 Lyady. At the junction of the Sylva with the Chu- 
 sovaya. There is water transportation to the 
 east, south, and west. 
 
 300 453 Levshino. At the Junction of the Chusovaya and 
 Kama Rivers. A bronze factory is located here. 
 Larue warehouses are near the wharves on the
 
 NIZHNI-TAGIL TO ALAPAEVSK. 
 
 116 
 
 BOS 
 
 40.") 
 
 •.u^ 4m 
 
 rivers. Agricultural products are hrou^lit up the 
 river to tliis point, and carried by railroad to the 
 mining and industrial centers in the Ural Moun- 
 tains. The boats return with iron and steel 
 products for interior Russia. About 14 miles to 
 the north are large steel works which make 
 open-hearth steel plates up to one-half inch in 
 thickness, besides nails and horseshoes. The rail- 
 i-<iad proceeds down the Kama. 
 Motovilikha. A suburb of I'erm on the Kama ; 
 population. 80,000. A large Government arsenal 
 located iiere is described under Perm in notes on 
 Route N. 
 Perm. See Route N. 
 
 Route P, Branch 1. 
 
 Distance 
 
 from 
 
 Nizhni-Tagil. 
 
 M. V. 
 
 
 
 IS 
 
 29 
 
 :',!) 
 
 44 
 
 NIZHNI-TAGIL TO ALAPAEVSK. 
 
 Nizhni-Tagil. The route goes northeast as it as- 
 cends the flank of the Bogorodskiya Mountain. 
 It then goes through u low pass, descends the 
 eastei'n slope, and crosses a valley. 
 
 Salka. Small station. Rolling couniry. The route 
 continues down grade. 
 
 Verkhni-Salda. (Population, 5,000.) Near the 
 station is an iron and steel plant with a smelter, 
 machine shop, and foundry. The output is 10,000 
 tons of iron. The plant emjjloys 1,500 people. 
 
 Nizhni-Salda. (Population, 12,000.) Near the sta- 
 tion is an iron and steel plant, consisting of fur- 
 naces, a steel mill, machine shop, and a foundry. 
 Water turbines and steam engines of 1,500 horse- 
 power are used.
 
 116 GOROBLAGODATSKAYA TO SHAKHTA. 
 
 The route curves to the southeast through roll- 
 ing country. 
 
 Oft 90 Yasashnaya. A small station. A branch railroad 
 
 runs for a short distance eastward to Verkne- 
 Saldinski, which has important steel and iron 
 works. Route P-1 continues northeast. 
 
 .SO 121 Alapayvsk. (Population, 10,000.) Railroad re.s- 
 taurant. A mining and smelting town on the 
 Neiva River. There are several iron and steel 
 works within a radius of 25 miles. A newly 
 constructed extension of Route P-1 crosses the 
 Neiva River and continues southeast across up- 
 lands and valleys. 
 
 44 00 Yegovshinskoye. In the neighborhood there are iron 
 
 ore smelting plant.*^. At this point Route P-1 
 meets the newly constructed railroad from Yeka- 
 terinburg to Irbit. It is reported that the rail- 
 road of Route P-1 has been extended through 
 Yegovshinskoye to Bogdanovich. It may not be 
 fully completed. 
 
 Route P, Branch 2. 
 
 GOROBLAGODATSKAYA TO SHAKHTA VIA NADEZHDINSKI. 
 
 Distance 
 from 
 Goroilagodatskai/a. 
 M. V. 
 
 Goroblagodatskaya. From Goroblagodatskaya Route 
 
 P-2 goes to the northeast through a low pass in a 
 hilly ridge. 
 4 6 Kushva. Railroad station near several Government 
 
 iron and steel plants, among them the Kushva. 
 This plant has four blast furnaces, open-hearth 
 furnaces, a rolling mill, and a lumber mill. It 
 has a machine shop equipped with modern Ameri- 
 can machines, tools, automatic and turret lathes 
 for the manufacture of 3-inch to 6-inch shells and
 
 VYYA. 117 
 
 detonators. The iron ore comes from Mount 
 Blagodat nearby. 
 6 9 Blagodat Siding. At foot of Blagodat Hill. A 
 
 branch railway runs a short distance northwest 
 to Verkhnaya. 
 
 ] 1 16 Verkhnaya. Nearby are Government iron works, 
 
 Verkhny Turiuski, and a foundry. Some of tlie 
 Government artillery equipment was made here 
 during the war. The railway continues north- 
 east and gradually swings to the north. 
 
 29 43 Vyya. From here a branch railroad runs 12 versts 
 
 (8 miles) northwest to Nizhni Turinski Zavod, 
 an important mining and manufacturing town. 
 Another branch runs 28 miles north to Lesopis- 
 naya, an iron and copper mining center (popula- 
 tion, G.OOO). Here are located Government steel 
 and iron works, consisting of several blast fur- 
 naces, open-hearth furnaces, a steel mill, foundry, 
 and machine shop. They produce cast iron and 
 sheet steel. 
 
 From Vyya Route P-2 strikes to the northeast 
 through a low pass in a hilly ridge and runs 
 across uplands and valleys. Platina siding inter- 
 venes. 
 
 47 71 Zoreliho. Small station. The Tura Valley lies at 
 
 the north. Just before Verkhoturye is reached 
 the route descends into the Tura Valley and 
 crosses the river. 
 
 65 98 Verkhoturye. (Population, 4,000.) Railroad res- 
 
 taurant. At the head of navigation of the Tura 
 River. Capital of a district of the Perm Province. 
 Headquarters for the platinum working of the 
 surrounding region, which supplies about half 
 of the total Russian output. 
 
 Many roads converge here. They follow along 
 the uplands and tap the rivers at numerous 
 points. There is a post road from Yekaterinburg,
 
 118 GOROBLAGODATSKAYA TO SHAKHTA. 
 
 wliich was t'ormerly .1 main higliway Ix'fur*' tlit- 
 railroad was l)uilt. It is ^'enorally open for 
 wiioeicMl traflic from aljout April 1 to Noveinhei- 
 1, ami for sleighs the rest of the year. The road 
 is clayey and wouhl be nearly impassable for 
 heavy motors after heavy or prolonged rains. 
 
 The route proceeds northwestoi-ly from Vork- 
 hoturye across an upland. 
 7S 118 Lyalya. In the valley of the Lyalya where the 
 railroad crosses the I'iver. Another upland is 
 ci'ossed. 
 St) 1H4 Lobva. In the Lobva Valley where the railroad 
 bridges the river. A small valley is ascended. 
 
 102 lo.") Vagranskaya. Near the head of the valley. A 
 short branch line runs southwest to the Koptya- 
 Ivovskaya iron mines, on the Lobva River. 
 Route V-2 runs north across an upland, de- 
 scends into the Kakva Valley, crosses the river, 
 and reaches Nadezhdinski Zavod on the opposite 
 slope. 
 
 121 182 Nadezhdinski Zavod. An important iron and steel 
 center. This town supplies more rails for the 
 Siberian Railroad than any other. Passenger 
 trains do not run beyond Nadezhdinski Zavod, 
 but freight is carried on on two small branches : 
 one branch runs east 9 miles to Filkinskaya. at 
 the .iiuiction of the rivers Kakva and Sosva and 
 the center of a mining region. Near by are 
 cement works, with 6,000 tons output. The other 
 branch, which is considered as a continuation of 
 Itoute P-2, runs northwest along a valley slope. 
 
 127 192 Shakhta. Junction. Near the head of the valley. 
 A branch railroad runs 10 miles northwest to 
 Rogoslovski 74i\fH\ (population. 3.(XK)). where 
 copper and gold mining and smelting are carried 
 on. The gold mines yield 20() to 1.100 ounces pf-i 
 annum. 
 
 Route P-2 goes north acro.ss an upland.
 
 CHUSOVSKAYA TO SOLEVARNI. 119 
 
 ]3<) 196 Anerbakhovski Rudnik. On the right slope of the 
 Tui'ga A'alley. Near the station are iron and 
 steel works. Iron ore (50 to Go per cent iron) is 
 found near by. The deposits are estimated to 
 have 2.250,000 tons. Other deposits of magnetite 
 ore, about 4 miles distant, are estimated at 
 360,000 tons. The railroad crosses the valley 
 and river to the oppo.site slope, to the next town. 
 
 18:; 2<Mi Lurinski Rudnik. Nearby are coi>per deposits 
 with some seams said to be 17.5 feet in thickness. 
 A smelter is located here. The route proceeds 
 across uplands and valleys. 
 
 157 280 Shakhta. On Vagrankye River. Nearby are large 
 iron and copper mines and some smelters. One 
 of the most important is Petrovski-Zavod. 
 
 Route P. Bkaxch 3. 
 
 CHUSOVSKAYA TO SOLEVARNI. 
 
 DiKtancc 
 
 from 
 
 Chusovakaya. 
 
 M. V. 
 
 Chusovskaya. Route P-3 runs north and climbs 
 
 out of the Chusovaya Valley. For the first 106 
 versts, or until Kizel is reached, the route runs 
 across uplands and valleys at the western base 
 of a ridge of hills and mountains. 
 12 18 Utyos. Sninll station in a rugged forested country. 
 
 25 37 Baskaya. The line bends to the northwest and 
 
 passes through a 350- foot tunnel. It soon de- 
 scends into the Usva Valley and crosses the river. 
 37 55 Usva. In valley of same name. Station exports 
 
 18,000 tons of various products. A branch rail- 
 road runs to near-by coal mines, where there are 
 about 80 coking ovens. The coal and coke are 
 used at the Tagil iron works.
 
 120 CHUSOVSKAYA TO SOLEVARNI. 
 
 43 65 Nagornaya. Small upland station. The railroad 
 
 soon descends into the Kosva Valley, crosses to 
 the right slope, and ascends the valley a few 
 versts to Gubakha. 
 
 52 78 Gubakha. (Population, 1,000.) Near the station 
 
 are lignite coal mines. About 63,000 tons were 
 shipped in 1913. Part went down the Chusovaya 
 and Kama Rivers to the west, part went by rail 
 to the manufacturing centers in the Urals. The 
 route crosses an upland. 
 
 60 91 Polovinka. Small upland station. The route pro- 
 
 ceeds across a rolling upland. 
 
 70 106 Kizel. (Population, 8,000.) Station exports ISO.OOO 
 tons of iron and steel and other products. The 
 iron and steel works obtain ore (52 per cent 
 to 62 per cent iron) from near-by mines. A 
 branch railroad leads to lignite coal mines 3 
 miles distant. Annual coal output, 90,000 tons. 
 The route now diverges from the range it has 
 been following. 
 
 84 127 Zopi. (Population, 3,000.) An iron and steel plant 
 uses iron ore from near-by mines. A branch rail- 
 road runs 7 miles to Lunevka, where are lignite 
 coal mines at the base of a conspicuous hill. 
 
 The route now goes toward the southwest and 
 then curves to the northwest. 
 
 95 143 Vsevolodo-Vilva. (Population, 1,500.) There is an 
 iron and steel plant one-half mile from station, 
 which turns out 50,000 tons of products annually. 
 105 158 Yaiva. In the Yaiva Valley. Station exports 
 9,000 tons of mineral products. The railroad 
 crosses immediately the small river Yaiva by a 
 steel bridge. It then climbs out of the valley 
 and runs due west across an upland. 
 115 174 Shishi. Small upland station. The route now 
 descends into the Kama Valley.
 
 SOLEVARNI. 121 
 
 128 193 TTsolskaya. Important iron and steel center on the 
 navigable Kama River. There are large iron 
 and steel plants in the neighborhood. 
 
 130 19G Solevami. With Usolskaya this town forms in 
 reality a part of Dedynkhin, an imiwrtant iron 
 and steel center. With Solikamsk and Cherdyu, 
 large river ports up the Kama. Dedyukhin has 
 lively trade in products from the Ural mining 
 centers and foodstuffs for them. A post road 
 connects the three towns.
 
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 CHELYABINSK TO YEKATERINBTJRO. 
 
 123 
 
 
 
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 124 CHELYABINSK TO YEKATERINBURG. 
 
 GENERAL DESCRIPTION. 
 
 MILITARY IMPORTANCE. 
 
 This roiitt' is of hitih iniportance militarily for two reasons: 
 First, it forms an alternative route from Omsk to either Mo.scow 
 or Petrograd. If the Omsk- Yekaterinburg line were overloaded 
 or cut by the destruction of a bridge, for in^ance. Route Q 
 would relieve the difficulty by maintaining rail communication 
 with Petrograd. It would act similarly to relieve, difficultes on 
 the Omsk-Chelyabinsk line. Second, it taps a busy iron region 
 that could turn out many products indispensable to military 
 operations. Iron is mined, smelted, and manufactui-ed at many 
 places. These activities are becoming more and more dependent 
 upon coal, since the local forests which were formerly abundant 
 have been drawn upon almost to the point of exhaustion. At 
 present, October, 1918, the coal is being brought from tlie east, 
 thus helping to overload the Siberian Railway. Normally, it 
 comes from the southwest, from the great coal fields of the 
 Donetz Basin. 
 
 TERRAIN. 
 
 The first two-fifths of the route runs across an upland cut by 
 many river valleys. The remainder is among the Ural Jloun- 
 tains. But because the route follows in the main the direction 
 of the mountain ridges there are no difficult engineering struc- 
 tures like tunnels or long bridges. The Ural Mountains seen 
 from the route would be called mere hills by the casual traveler. 
 
 DETAILED DESCRIPTION. 
 
 Miles from Distance from 
 
 Vladivostok. Chelyabinsk. 
 
 4,042 M V Chelyabinsk. From Chelyabinsk 
 
 this route runs northwe.st and 
 north for 153.1 miles to Yekater- 
 inburg. At about verst .5 the
 
 KYSETYM. 126 
 
 line crosses the river Miass by a 
 2S0-foot steel bridge, then as- 
 cends toward the watershed of 
 the River Ufa and Miass. Leav- 
 ing the latter, it crosses the 
 River Zyuzelga and reaches the 
 first station. A post highway 
 connects Chelyabinsk with Yeka- 
 terinburg. 
 4, 058 16 M 24 V Essaulskaya. From here the line 
 
 runs through the steppe adjoin- 
 ing the Ural. This steppe is 
 dotted by lakes of various sizes. 
 4. 076 35 M 52 V Argayash. Small station. Is situ- 
 
 ated the Petrovski machine 
 name. Beyond it the railroad 
 leaves the Orenburg Government 
 and enters into the confines of 
 the Perm government (Yekater- 
 inburg district), where it passes 
 through forest regions before 
 reaching the Ural Mountains. 
 4,098 56 M 84 Y Zyshtym. Railroad restaurant. 
 
 (Altitude, 1,400 feet.) A mile 
 and one-half from the station is 
 situated the industrial center of 
 Verkhni-Kyshtym. Population 
 about 18,000. The Kyshtym iron 
 works, making water pipes, tele- 
 graph and lamp posts, some ma- 
 chinei'y, stoves, and railway sup- 
 plies, are situated here. The 
 works employ about 2.000 people, 
 men and women. There is also 
 a cast-iron foundry. Both con- 
 cerns produce pig iron, steel, dif- 
 ferent kinds of machinery and
 
 126 CHELYABINSK TO YEKATERINBURG. 
 
 uiiiuiunitioii. al)out 9.000 to 
 10,000 tons of pig iron annually, 
 and about 18,000 tons of steel. 
 All the Kyshtyni district con- 
 tiguous to the works where the 
 Ilnien ^lountains stri-tch north 
 ward is richly provided with 
 mineral deposits and contains de- 
 posits of copper, iron, nickel, and 
 many other minerals. From hen; 
 the railroad on its climb to Mauk 
 station, crosses numerous valleys 
 and streams, and ascends along 
 a steep and broken slope toward 
 the watershed of the Rivers 
 Mauk and Ufaleika at a height 
 of 1.680 feet above sea level. 
 
 4.112 TOM 100 V Mauk. (Altitude. 1.G80 feet.i 
 
 About 12 miles east of the sta- 
 tion and between Lake Bolshoi- 
 Kasli to the north and Lake 
 Irisyat to the south, connected 
 by the small Kiver Vyazovskoi. 
 are the Kasliuski steel and iron 
 works. These works employ 
 1,500 persons and produce about 
 7,200 tons of pig iron annually. 
 From here the railroad crosses 
 the great swamps called " Cou- 
 stantine dale." then enters a 
 rough, broken country. 
 
 4,130 88 M 133 y Ufalei. (Altitude. 1.750 feet.) This 
 
 station annually exports about 
 20.000 tons of steel products. 
 Among the hills, about one- 
 fourth mile from the station, 
 near the smal IRivers Ufaleika
 
 TJFALEI. 127 
 
 and Kainenka, the Verkhni- 
 Ufaleiski steel and iron works 
 are situated. Tliey employ about 
 6,000 workmen. This concern 
 produces annually about 8,000 
 tons of steel and 5,000 tons of 
 pig iron. Several small com- 
 panies in the neighborhood of 
 these works engage in gold min- 
 ing. About 10 miles from the 
 works, just where the Ufaleika 
 enters the Ufa, are the Nizhni- 
 Ufalei iron and steel works, be- 
 longing to the same company. 
 They employ about 4,500 work- 
 men, and their annual output is 
 about 7,200 tons of steel. About 
 35 miles west of the station, on 
 the River Ufa, the Nyaze-Petrov- 
 ski iron and metal works are 
 situated. Their chief production 
 is sheet steel. This product is 
 shipped into interior Russia by 
 the Rivers Ufa, Volga, Byelaya, 
 and others. The iron ore used 
 is taken from the neighboring 
 mines. About 12,000 men and 
 women are employed in the 
 works. Belonging to the same 
 company, about 15 miles north- 
 west on the River Ufa, are situ- 
 ated the Petrovski machine 
 works. They manufacture en- 
 gines and river boats, and dur 
 ing the war they were engaged 
 "in making ammunition, employ- 
 ing about 2,000 men and women. 
 87569— 18— PT 4 »
 
 128 CHELYABINSK TO YEKATERINBURG. 
 
 From here the railroad runs 
 north and twice crosses the Uiver 
 Kordadin ; then it ascends to the 
 watershed of the Rivers Ufa and 
 Chusovaya. Leaving the latter, 
 it proceeds along the Poldnevaya 
 River. 
 
 4,150 108 M 1G2 V Poldnevaya. (Altitude. 1,70S feet; 
 
 population, 300.) Stands in a 
 deserted and wooded country. 
 The famous chrysolite mines, 
 unique in the Tran.s-Ural, are 
 situated on the right bank of the 
 Chusovaya River, on land be- 
 longing to the Polevsk works. 
 Proceeding farther through a 
 level country, the railroad twice 
 crosses the upper reaches of the 
 Chusovaya on bridges, 70 and 10.5 
 feet each, and enters the district 
 containing the Sysert mining 
 works. 
 
 4,169 127 M 191V Mramorskaya.' (Altitude. 1,734 
 
 feet.) Close by is the ilramor 
 marble works, employing 1,000 
 workers. The marble quarries 
 are situated about 3 miles from 
 the village. Although living in a 
 healthful climate, a large per- 
 centage of the population is af- 
 fected by tuberculosis, owing to 
 the bad air in the workshops. 
 The Sysert works are situated 
 about 14 miles to the southeast, 
 and farther on the Verkhni- 
 Sysert and Ilyinsk works, which, 
 together with the Sysert and
 
 MRAMORSKAYA. 129 
 
 Polevsk works, employ 10,000. 
 The neighborhood contains about 
 50 different iron and copper fac- 
 tories. During the war they 
 were equipped to make artillery 
 supplies and munitions. There 
 are blast furnaces, puddling, and 
 welding works. Over 12.000 tons 
 of pig iron and 2,800 tons of 
 iron products are produced. 
 The works are provided with a 
 central electrical station. The 
 A'erklmi-Sysert works, containing 
 puddling and welding furnaces, 
 stand 6 miles southwest of those 
 of Sysert. They employ about 
 2.000 men. The annual output 
 of iron is about 7,200 tons. The 
 Ilyinsk works, manufacturing 
 only sheet iron, are situated on 
 the River Sysert, about 4 miles 
 from the Sysert works. The' 
 Seversk works (population, 4,000. 
 v.ith .500 workmen and over 1,000 
 supplementary hands) lie south- 
 west of the railway within 
 about 8 miles of the Mramor 
 works. They contain three blast . 
 furnaces, one ])uddling furnace, 
 two Martens furnaces, and a ma- 
 chine shop. The annual produc- 
 tion of pig iron exceeds 10,200 
 tons. Tlie Polevsk works lie 
 about 4 miles from the :Mram6r 
 works, and are surrounded by a 
 population of 7.000. Puddled,
 
 180 CHELYABINSK TO YEKATERINBURG. 
 
 fagoted, and rolled iron are 
 manufactured at the works. 
 The Seversk works supply the 
 pig iron required. 
 
 After leaving the Mramor sta- 
 tion, the railroad runs along the 
 watershed of the Chusovaya and 
 Iset Rivers through a level coun- 
 try, which farther north becomes 
 more mountainous. 
 
 4.189 147 M 221 Y Uktus. (Altitude, 1,274 feet.) In 
 
 a treeless plain. The village of 
 Uktus is 1 mile away. Its in- 
 habitants are engaged in farm- 
 ing and domestic industries, 
 mainly pottery making, which is 
 carried on in about 30 shops. 
 The wares are of good quality 
 and find a ready sale. The 
 Nizhni-Iset Government works 
 (popula-tion. 3,500) are situated 
 within about 3 miles of the sta- 
 tion. The annual production 
 amounts to 3,600 tons of pig iron. 
 216 tons cast-iron, and about 270 
 tons of sheet iron. 
 
 From here the railroad runs 
 across a plain co^■ered with 
 dwarf bushes, and after having 
 crossed the River Iset by a 
 bridge 105 feet long, joins the 
 main line to Petrograd (Route 
 N) at Yekaterinburg. 
 
 4.195 153 .M 213 Y Yekaterinburg. See station 31. 
 
 Route N.
 
 WAGON ROAD— OMSK TO PERM. 
 
 GENERAL DESCRIPTION. 
 
 From Omsk tlie post road leaves the steppe region and rist;;s 
 t'l the summit of the Ural Mountains, from which it descends 
 on the European side to Perm. The road closely follows the 
 railway, which is never more than 35 miles distant (see 
 Route N). 
 
 The Ural section of the road is the most difficult, not only in 
 winter, but also in summer. Owing to the relatively large pre- 
 cipitation in this region the roads are apt to be muddy in summer 
 and the snow fairly deep in winter (3 to 4 feet). 
 
 Even though the Ural ^Mountains are not rugged, steep grades 
 are common. The habit of the engineers has been to build roads 
 in a bee line without respect to topography. The steep grades 
 are easily avoided, however, by leaving the road and traveling 
 across the grassj' downs. 
 
 DETAILED DESCRIPTION. 
 
 M. V. 
 
 Omsk. Crossing the River Om on a bridge, the 
 
 road runs northwest. 
 28 43 Krasnoyarskaya. A small town on the Irty.sh 
 
 River, which may be crossed by a ferry. The 
 road still continues northwest. 
 85 128 Tukalinsk. 
 1.58 240 Abatskoye. A small village. The River Ishim 
 is crossed. Birch and farther on pine trees are 
 in evidence. An important highway runs north 
 from here to Tobolsk, 130 versts. 
 205 .310 Ishlm (see Route N). An important post road 
 runs south to Petropavlovsk, 140 versts. Be- 
 yond Ishim the railroad lies close to the high- 
 way. 
 348 525 Yalutorovsk (see Route N). Ten versts west 
 of this city an important highway runs south- 
 west with branches to Kui'gan. Shadrinsk, and 
 Chelyabinsk. 
 
 131
 
 132 WAGON ROAD— OMSK TO PERM. 
 
 897 GOO Tyumen (see Route N). The steppe comes to an 
 end at Tyumen. Alter leaving the town the 
 road iipproaches the forest. At 50 versts from 
 Tyumen the trees meet over the road and form 
 a cool. sliJidy way. Thirty versts fartlier we.st 
 the road comes out of tlie woods into clearings 
 and fields. Many undulations, depressions, and 
 the crossing of unsteady little wonden Ijridges 
 make the road very poor. 
 
 516 780 Kamyschlov. The way is very straight beyond 
 tills town. After passing over some low liills 
 on a fairly good road, a thick pine forest, typi- 
 cal of the Ural Mountains, is entered. Througji- 
 • out are a few clearings. 
 
 fi03 Opt Yekaterinburg (see Route N). From here a 
 post road runs north into the Ural Mountains 
 and another south to Chelyabinsk. Leaving 
 Yekaterinburg the route crosses the Ural 
 Mountains into Europe. The road is very 
 broad, good, and quite straight. It runs for a 
 few miles through the forest and then out upon 
 the open grassy plain. 
 
 649 980 The road here passes south of the railroad, which 
 is not rejoined until Kungur is reached. At its 
 most distant point it is 32 miles to the north. 
 The road often becomes muddy and difficult. 
 A few steep hills may be avoided by going over 
 the grass on the downs. 
 
 649 980 The road here passes into European Russia, the 
 frontier line being marked by a white stone at 
 the summit on which is inscribed " Asia " on 
 one side and " Europe " on the other. 
 
 703 1.065 Achit. A branch road runs south. 4 miles to 
 Krasno-Ufimsk. 
 
 754 1, 145 Kungur. See Route N. 
 
 803 1, 215 Perm. See Route N.
 
 Route W. 
 
 ROUTES IN THE KIRGHIZ STEPPE. 
 
 GENERAL DESCRIPTION. 
 
 The routes described below lie in the region bounded on the 
 north by the Siberian Railway, on the east by the Irtysh River, 
 and on the south by Lake Balkash. They are important from 
 three points of view : 
 
 First. In proportion to the population the number of horses 
 is larger here than anywhere else in Siberia. The annual sum- 
 mer gatherings of horse traders at At Bazar and especially at 
 Bay an Aul are probably the most important gatherings of the 
 kind in Russia or even in the world. If horses are to be pur- 
 chased, agents should be sent to these places. 
 
 Second. This region contains a number of coal mines. Coal 
 ixom the Yoskreseuski mines can be sent by rail to Pavlodar 
 on the Irtysh River. The Karagandy mine is too far from rail- 
 road transportation to be important. 
 
 Tliird. Some of the largest copper mines of Siberia are located 
 in this region, and their development might be an important help 
 in the rehabilitation of Siberia. 
 
 Route W. 1., Petkopavlovsk to Uspenski Mine. 
 
 Terrain. — Near the Siberian Railway the land is flat and fairly 
 fertile. For about 200 miles toward the south it is a well- 
 watered prairie, with little forest but much wheat. The most 
 important forest area is that surrounding At Bazar, about 260 
 miles south. The next 100 or 200 miles is steppe country, 
 rolling and fairly well watered. Much of it is devoted to 
 horses and cattle, although good crops of wheat are raised in 
 favorable years. Still farther south, to the west and northwest 
 of Lake Balkash, is a desert area with practically no water 
 and few settled inhabitants. Only the running water is good, 
 iill the still water being brackish. In the villages practically 
 every house has its own well, the settlements being built along 
 small water courses or subterranean flows or basins. The coun- 
 
 133
 
 134 KIRGHIZ STEPPE. 
 
 fry is composed of seflinientary rocks, broken with islands of 
 granite, some of which are large. The sedimentary rocks are 
 chiefly sandstones and conglomerates, with some beds of slate 
 and limestone. The general elevation is higher than in the 
 north, and the surface is broken by rocky hills. 
 
 Climate. — The summer climate is dry and ftfirly hot. the win- 
 ter very cold and severe, the mercury sometimes going as low as 
 00° below zero. Typical Siberian blizzards of great intensity 
 are encountered and must be reckoned upon. At such times the 
 wind attains a velocity of from 80 to 100 miles an hour, and the 
 liglit snow is sometimes whirled 100 feet in the air and drifted 
 badly. The barometer is said to invariably give warning, and 
 from continuous records one observer states that the intervals 
 between blows are from 10 days to 2 weeks. Any cuts on 
 north and south railroads would be unworkable. The first frosts 
 ai'e in September, with gradually increasing cold to November. 
 From then until spring there is continued intense cold, a day 
 warm enough to thaw" being almost unknown. At 48° north 
 the spring thaw^ is usually in March, and the change, which 
 generally follows an extremely eold spell, is precipitate. From 
 48° to 52° north it occurs about two weeks later. The change 
 from extreme cold to full spring weather without any frost 
 occurs in a week's time. The snow melts quickly, and for weeks 
 and sometimes a month traveling is impossible. The postal 
 service has been held up for six weeks. The watercourses are 
 flooded, and small streams become great rivers. As boats are 
 nowhere available, large bodies of men could easily be cut off 
 and marooned. 
 
 Health. — The chief disease is typhoid, due largely to the 
 w'ater. Smallpox also occurs, but apparently has not recently 
 been epidemic. In 1916-17 yellow jaundice was very prevalent, 
 due to food conditions. A trouble like scurvy also takes hold 
 of everyone, perhaps because of the unfavorable winter condi- 
 tions, including frozen meats, lack of fresh vegetables, and 
 unventilated. overheated houses. The symptoms are abnormal, 
 swelling of the limbs and fleshy parts of the body. The disease 
 is not fatal. The eating of fish from shallow lakes is said to
 
 KIRGHIZ STEPPE. 186 
 
 bring on " walking typhoid," epidemics of which in some cases 
 liave developed seriously. 
 
 roiriihition. — Four distinct types of people inhabit the I'eglon — 
 Russians, Tartars, Kirghiz, and German colonists. Tartars and 
 Kirghiz form the bulk of the population, but the Russians are 
 the leading element. The latter are hardier, more alert and 
 dependable than the Russian in European Russia. Tlie Tartars 
 are usually located near the railroad. They are Mohammedans 
 and a clean, progressive, patriotic people, usually connected with 
 the larger local farming and commercial enterprises. The 
 Kirghiz are Mohammedan nomads, engaged for the most part 
 in raising horses, sheep, cattle, and camels. They are the guides, 
 coachmen, and freight handlers of the district, but are untrust- 
 worthy, unpatriotic, and dishonest. The German colonists are 
 scattered over a wide area. They were brought from Germany 
 and given lands. Although natui'alized Russians, they should 
 be watched, especially on account of their influence over the 
 Kirghiz. Their farms, products, and cattle are the best in the 
 section. 
 
 Post stations.— A Government post road and telegraph line 
 extends along the route. Post stations north of Akmolinsk are 
 located at intervals of approximately 20 versts (13 miles), about 
 half of them being located in villages of from 200 to 1,000 
 people. South of that point the country is more sparsely settled, 
 but stations ai*e still found from 13 to 17 miles apart. 
 
 Supplies — Crops. — Wheat and oats are grown nearly the whole 
 way from the railroad to Uspenski, and ordinarily are shipped 
 to the railroad by teams after harvest. Immense quantities 
 were stored at Petropavlovsk and Omsk, usually in the open, 
 covered with tarpaulins. The people all live in towns for pro- 
 tection and go out to their fields in the surrounding area. The 
 stocks of hay and straw are invariably kept close to the houses 
 in the villages to prevent theft by the Kirghiz. 
 
 Domestic animals. — The comparatively few sheep, cows, and 
 oxen belonging to the villages are driven to pasture each day 
 in charge of a community herdsman. The large herds are all 
 owned by the Kirghiz, who keep them in tlie south during the
 
 136 KIRGHIZ STEPPE. 
 
 winter, driving them nortli in tlie spring after the thaw and 
 returninj;; soutli with tliein in the fall. Tlie beef and mutton are 
 eatable but tough and stringy and seem to lack nutiiment. 
 Hogs are scarce, being liept, if at all, only by tlie Germans and 
 Russians, as the Mfihannnedan will not have them about. 
 
 Timher. — For the most part, the country is bare of timber. A 
 little birch is found near the railway, and one area of pine be- 
 tween Bayan Aul and Karkarali and another about 150 miles 
 north of Akmolinsk. When possible, wood is the only fuel used. 
 When not available, ox droppings are utilized. 
 
 Horses and camels. — These are plentiful. Like the domestic 
 animals, they are owned in herds by the Kirghiz and are driven 
 north and south, according to season. All these herds are. for 
 the most part, located south of Akmolinsk. The number of 
 horses is said to have greatly decreased since the war. but camels 
 are as numerous as ever. 
 
 Mines. — The country contains important deposits of coal and 
 copper. The most prominent mines are those of the Spasski Cop- 
 per Mine (Ltd.) (coal and copper) and those of the Voskre.senski 
 Co. at Ekibastus, near Pavlodar. The latter belong to an English 
 company and ai'e connected with the Irtysh River by a railroad. 
 They are near enough to the river to be a practical source of coal 
 supply, but the works were taken over by the Bolsheviki March 
 3. 1918, and operation stopped. The mines of the Spasski Co. 
 were actively oi>erated up to May, 1017. but their present condi- 
 tion is unknown. The coal and copper deposits offer great pros- 
 pects of development. Clay, limestone, quartz (for fire brick), 
 and .salt are also plentiful. 
 
 Transportation. — (See also general introduction.) Although 
 the roads are only trails, they are usually good, owing to the 
 presence of silicious rocks. In fact, one can generally travel 
 from place to place even where there are no roads. Travel is 
 usually in small carts or sleighs drawn by one horse, one camel, 
 or a pair of oxen. The latter are used in the northern area as 
 far as At Bazar, while camels are more commonly employed 
 farther south. IMotor cars can be employed locally from May to
 
 KIRGHIZ STEPPE. 187 
 
 September, but uot in winter, and even in summer tlie sandy 
 river crossings offer serious difficulties. The Spasski Co. tried 
 steam traction engines for hauling coal, but abandoned them. 
 Tlie company owns 250 good German-made wagons, 2-inch tread 
 iron tiros, with poles complete. The local type of freight wagon 
 is the high two-wheeled cart for camels and the four-wheeled 
 M'agon for camels or oxen. Camp sites t(»r large bodies of men 
 are available along the routes. 
 
 The distance between Petropavlovsk and Spasski is 477 miles. 
 In 1913 the ordinary time of transit for the mining company's 
 freight was 30 to 33 days. The average time consumed by the 
 company's officers in making the trip was 60 hours, the quickest 
 trip on record being 42 hours, of which 3G were actually con- 
 sumed in traveling. (See spction on Roads, under Akmolinsk, 
 p. 142.) 
 
 The River Irtysh is an important highway. Large steamers 
 run from Semipalatinsk to Tobolsk during the open months and 
 smaller steamers ascend further into the Altai region. 
 
 Flacc names. — These are very confusing, as there are fre- 
 quently four in use for any one place, viz, the postal designation, 
 rhe Russian peasant name, the Kirghiz name, and in some cases 
 a German name. 
 
 DETAILED DESCRIPTION. 
 
 Petropavlovsk. Population, about 43.000. (See Route M, p. 15.) 
 Leaving the town from its southern section, the road bears 
 south, crossing the railroad in about one-fourth of a mile. 
 ' There is a slight down-grade to a wooden pile bridge about one- 
 half mile from Petropavlovsk. The bridge is about 100 feet 
 long and is said to be in poor repaii*. Loads of 3 tons can ordi- 
 narily pass. The stream is shallow, except during the spring 
 thaw. The banks are about 10 feet high. A pumping plant is 
 located by the stream bed about one- fourth of a mile west of the 
 road. From the bridge, the .road passes for about 3 miles over 
 flat country, which is an old river bottom. No work is ever
 
 138 KIRGHIZ STEPPE. 
 
 «l(»np on the road, and an ordinary rain causes deep mud. Ai 
 about 3 miles from Petropavlovsk, a slight upgrade briugs one 
 lo a small Kirgliiz camp, on the west side of the road. Along 
 the lirst 34 nules there are a few ranch houses hi»re and thei'e off 
 the road, and sr)mo si-atterod small timber. 
 Miles. 
 14 A (Jovernnient post station and small Kirghiz settlement 
 of a dozen houses situated in a slight hollow. Water 
 is derived from wells and small .springs, and there are 
 many large trees. A good, covered corral stands on 
 the east side of the road. 
 28 Karatamar. A Government post station. 
 47 Kamyshlovka. Government post station, with corral 30<t 
 yards south on the road. Also large covered corral on 
 west side. The country is level and flat, and the road 
 is firm and can be traveled at all seasons. The water 
 from wells in inclosures is good, and there is good grass. 
 This stretch lias no trees or farms. 
 C).*! Emantus. Government post station. A few dwellings on 
 the west side of the road and ruined turf houses on 
 each side of the post house. Behind it is a well with 
 a long weighted sweep. There is a new low growth of 
 trees. Numerous Kirghiz farms and corrals along the 
 route, short distances from the road. A mile south is a 
 village of about 20 log houses with thatched roofs and 
 corrals. There are cattle and horses. Water is from 
 wells. The road is firm, with pasture on each side. 
 70 Mizgily. Government post station. Near this station 
 the telegraph line from Petropavlovsk, which follows 
 the road thus far, turns off. The station is in a small 
 forest of low. new growth, and consists of two houses 
 and a corral. Close by are some fenced fields. Water 
 is plentiful from shallow wells. The road in the im- 
 mediate vicinity is soft and boggy. From this .station 
 for nearly 20 miles it passes through a Government 
 forest reservation of good timber. The forest is laid
 
 SHUSHI. 189 
 
 out in sections about a mile wide. These are separated 
 by cleared strips about 50 feet wide and running east 
 and west where seen along the post road. 
 
 84 A Government sawmill is located here, with covered in- 
 closed lumber sheds and new wooden dwellings with 
 iron roofs. About 2 miles farther is a large log house 
 on the west side o£ the road. Roads through the forest 
 reserve have been drained to some extent, but are soft 
 with deep mud in wei weather and are slow in drying. 
 
 94 A Russi;in village. This is at the southern edge of the 
 reserve. It has one long street about 100 yards wide, 
 wltli houses on each side about 200 feet apart ; about 30 
 in all. They are of logs and adobe bricks, with thatched 
 roofs. Each has water from its own well, and there 
 are numerous covered corrals. Some cattle and many 
 geese are kept. The surrounding country is fertile and 
 cultivated. 
 
 About 5 miles beyond the village tlie road passes 
 through a stretch of lowland some 10 miles long, which 
 is under water in the spring thaw and sometimes im- 
 passable for six weeks. The road is good in summer or 
 fall. For a stretch of. some 50 miles the road is wide 
 and good, bordered by farming communities at dis- 
 tances of 5 or 10 miles. Each village has numerous 
 houses, all using wells, and most having covered corrals. 
 Hay is plentiful. 
 151 Shushi. This is a large and prosperous Russian village, 
 situated on the shore of a lake. The lake is about 1 
 by 2 miles in size, with a wooded, rocky hill rising from 
 the opposite side. The granite hills of the surrounding 
 region contain primitive health resorts. The water of 
 the lake is good and fish are plentiful. The village is 
 laid out in parallel streets, with abcnit 80 or 40 houses. 
 The ground is good farming land and much hay is 
 I'aised. To the westward is a large extent of forest, 
 where all the lumber for the southern district of
 
 140 KIRGHIZ STEPPE. 
 
 Akmolinsk is cut. The Spasski ('o. have confessions 
 tlien; and own a sawmill. Some trold mininj,' is carried 
 on in tlie hills. 
 
 The road from here swings around the we.stei"u end of 
 the lake and follows the banks of its outlet over a fine 
 stretch of country for about 5 miles. No timber. 
 loG A Russian settlement and the halfway station to Akmo- 
 linsk, locatiMl at the foot ot a low, treeless liill. It is 
 well laid out. has about GO houses, and can accommo- 
 date many men. Water is obtained froui wells and 
 from underground drainage from the lake described 
 above. 
 
 About 3 miles beyond the road crosses a small stream 
 on a wooden bridge about 50 feet long. The bridge is 
 set on piles and is in bad shape. In summer the stream 
 has only a foot of water and there is a ford beside the 
 bridge. About 2 miles beyond the bridge and a little 
 off the road is a Government hospital building not in 
 use. The road is good here and on somewhat higher 
 level ground. It passes through numerous villages scat- 
 tered at distances from 10 to 15 miles. All are pi-os- 
 perous farming communities, usually with plenty of 
 hay. Water is obtained from wells. The country be- 
 comes somewhat more rolling, with some small timber. 
 The extremely wide road is well marked and can not 
 be missed. It would easily be distinguishable from 
 aeroplanes. 
 196 Matinski. A Russian village. The road continues through 
 a timbered district and is muddy and rough in bad 
 weather ,al though always passable. 
 228 A Russian village of about 20 houses, with good covered 
 corrals. Water from wells. Good feed and a good 
 road through slightly wooded, rough country. The 
 Omsk Road joins the road from Petropavlosk near here.
 
 AKMOLINSK. 141 
 
 248 Alekseyevski. About 10 houses, located on high ground. 
 Good haystacks and pasture. The road from here is 
 along humpy ground, with few trees. Occa.sional houses 
 are passed. 
 
 257 Village on the edge of a small lake about a mile long and 
 a half mile wide. Open level country without trees. 
 The main telegraph line passes through here and there 
 is a station. The village contains a good-sized church. 
 The road, which continues good, passes over rolling 
 ground. 
 
 267 Kushaki. The village has one long street and is on the 
 edge of a forest of small trees, which begins just be- 
 hind the houses on higher ground. This is the limit in 
 this direction for trees of any kind, except such as 
 have been planted around houses and cared for. The 
 street is about a mile long, with houses at intervals on 
 both sides. A Russian church is located about half- 
 way up. To the north of the village, about 2 miles 
 away, in a small clump of trees on a knoll, is a wooden 
 tower, which has been there many years, and seems to 
 have been a well-drilling frame. 
 
 The road from here is practically level and runs over 
 a broad steppe, dotted occasionally with houses or small 
 settlements. The grass is good, but water is scarce. 
 
 314 Akmolinsk. Population probably 12,000 to 13,000; Cos- 
 sacks and Kirghiz. The town is located in a slight 
 depression of the rolling ground of the steppe. The 
 country is grass grown and there is good feeding for 
 ox: transport, but it is barren of trees. Aeroplanes 
 could land anywhere. The town is prosperous, and is 
 tlie seat of government for the Akmolinsk Province. It 
 contains a telegraph station, post office, branch of the 
 Imperial Bank, police headquarters, large stores, a tal- 
 low factory, a soap factory, a power flour mill, and 
 about 100 small wind gristmills. These are of the 
 Dutch type and are the most striking feature of the 
 village, being grouped on high ground at the eastern
 
 142 KIRGHIZ STEPPE. 
 
 end. There is a small machine shop with small swing 
 lathe, shaper, drill presses, and blacksmith outfit. The 
 power is a gasoline engine. A fair with a turnover of 
 1,500,000 rubles is held each year. The chief trade is 
 in cattle. The dwellinf,'s are about 200 feet apart on 
 laid-out street, with inclosed yards. The roofs are gen- 
 erally of iron with a 30 per cent pitch. The village also 
 has a number of churches, the domes of which are 
 visible for a long distance. Camp sites are available 
 anywhere outside the city, but water is not very abun- 
 dant. There are a number of town wells with power and 
 hand pumps, and the water is delivered in wagons. 
 Fuel is not readily available, the nearest timber being 
 about 46 miles north. Cattle are numerous in all the 
 surrounding country, and in all directions are farms 
 and ranches worked by Russians and Kirghiz. Good 
 stocks of food supplies are kept here. There is direct 
 telegraph connection north to Petropavlosk and Omsk 
 and south to Karagandy. 
 
 In 1915 and 1916 the town was a mobilization center 
 for the district drafts sent north. In August, 1916, 
 there were 2,000 troops in the immediate vicinity, to 
 prevent Kirghiz uprising in protest to the mobilization 
 of the Kirghiz who were exempt by treaty. About 100 
 German officer prisoners were confined here. 
 
 Roads radiate from here in all directions ; eastward 
 covering the Irtysh River section ; southward to the 
 rich farming country, the copper and coal mines, and 
 farther to the wool and hide section; westward to- 
 ward At Bazar. They are merely the natural surface 
 of the steppe, no work ever having been done on them. 
 They are fair in dry weather, but generally muddy and 
 boggy in wet, and after the spring thaw. Hundreds o1' 
 wagons pass over the main roads in a day, but owing to 
 the fact that they do not track and because of the 
 wobbly wooden wheels there are no ruts. The road
 
 NURINSK. 143 
 
 limit is the horizou. Heavy touring automobiles aver- 
 age about 20 miles an hour. 
 
 Leaving Akmolinsl^ the road leads to the south up a 
 10 per cent grade for a short distance, then over hills 
 for a few miles. A few miles from the city it crosses 
 the River Ishira at a ford, which would be trouble- 
 some for a motor car. The first village is about 10 
 miles out. About 15 miles south it traverses a piece 
 of low, flat country, which is inundated in the spring 
 sometimes for weeks. From the first village all the 
 way to the Nura River there is farm after farm, mainly 
 held by German colonists, who have the best breeding 
 stock in the country. Large quantities of natural hay 
 are cut and much wheat and oats are raised. The road 
 continues over the open country of the broad, rolling 
 steppe. 
 
 5 Kubelisk. Post station. A village with one long sti'eet. 
 Tlie posthouse is on the west side of the road. At the 
 north end of the village is a 20-foot wooden bridge 
 over a deep gully. The road passes through many vil- 
 lages. 
 
 ;) Nvirinsk. Population about 500. A compact village of 
 prosperous German colonists, with well-built houses, 
 mostly thatched. There is plenty of hay and 300 or 
 400 head of cows. The water is from wells. 
 
 The road continues level and good through a well- 
 grassed country to the Nura River. Just before reach- 
 ing the river a low range of hills is encountered, which 
 parallels the stream. The grades are about 12 per 
 cent. The river crossing, a ford, is dominated by the 
 heights. In addition to the ford there is a short wooden 
 bridge over a washed-out dam at an old flour mill. At 
 this point the crossing is from 50 to 100 feet wide. 
 (There is another crossing and ford 10 miles farther 
 up.) On the opposite bank is a low, flat hill. 
 
 ) A German village. This is on the south bank of the 
 above river. It consists of about 20 houses, well built. 
 
 87569 — 18 — PT 4 10
 
 144 KIRGHIZ STEPPE. 
 
 The road from here goes up a slight gradual grade 
 through a good grass country to Karagandy. About 
 halfway is a partly demolished house and stable. 
 440 Karagandy. Population about 300 normally, mijstly 
 Kirghiz miners, Russians, and an Engli.sh-speaking 
 staff. The buildings include dwellings for staff, work- 
 men's barracks, store warehou.ses, and stables. The 
 latter have accommodations for 30 animals in winter. 
 About 500 men could be housed. This is the coal- 
 mining camp of the Spasski Co., furnishing all coal 
 used for power, heating, smelting, etc., at Spasski. 
 Sara Su, and Uspenski. The equipment includes two 
 hoisting engines, good for 500 feet ; 4 Babcock & Wil- 
 cox tubular boilers, of approximately 100 horsepower 
 each ; a compressor of about 1,000 feet of free air per 
 minute ; complete blacksmith shop, with 1 small lathe, 
 20-inch swing drill press, grinders, etc. The mine is 
 operated by two shafts, 300 feet deep, both fully 
 equipped, but only one in use. It is capable of furnish- 
 ing a minimum of 100,000 tons a year by continuous 
 work. The coal is a gaseous lignite, 25 to 30 per cent 
 ash, and practically fi'ee from sulphur. 
 
 TJie water supply is good and sufficient for 2,000 
 men. It is capable of quick development. 
 
 A narrow-gauge railway, 275 miles long, runs to 
 Spasski. It has 3 locomotives, about 4 flat cars (about 
 10-ton capacity), and 20 bottom dump. They are all in 
 fair condition only. The track is good, rails about 75 
 pounds. Karagandy is the terminus of the post road 
 from Petropavlovsk and of the telegi-aph line from 
 Akmolinsk and the north. A telephone line runs south 
 to Spasski. Sara Su, and Uspenski. Roads follow 
 the ground formation westward to numerous settle- 
 ments of Russians. Germans, and Kirghiz, and south to 
 Spasski and beyond. 
 
 The Spasski road proceeds over the nearly level 
 steppe, following the railroad closely and passing many
 
 SPASSKI. 146 
 
 farms. There are two water stations on the railroad, 
 about 8 miles apart. The water is pumped by connect- 
 ing the steam of the locomotives to small pumps. About 
 13 miles south the road and railroad cross the River 
 Sokar, the former bj- a ford and the latter on a trestle. 
 The ford is good, but the river has caused the railroad 
 much trouble in flood time. At about 20 miles the 
 Spasski Co.'s farm is located to the west of the road. 
 This is fully etiuipped. Just before reaching Spasski 
 there is a long hill with about a 10 per cent grade to 
 the top. 
 4G5 Spasski. Population about 1,500. This is the headquar- 
 ters of the Spasski Copper Mines Co. (Ltd.). The vil- 
 lage is located at the foot of a considerable hill (200 to 
 300 feet high), which commands the entire settlement. 
 The main road traverses the hill and enters the town 
 on a 12 per cent grade from its top. The railroad enters 
 by a curve on the level ground from the northwest. The 
 ground is rocky and there are no trees, but to the south 
 and south\yest it is level and well grassed. Aircraft 
 could land anywhere in those directions. To the north 
 and northwest are large fields of natural hay and numer- 
 ous farms on which fodder corn, wheat, and oats are 
 raised. 
 
 The village contains the various mining buildings, a 
 Russian bath, company's store, laboratory, and electric 
 light power station, flour mill, brick plant, church, work- 
 men's barracks, staff houses, doctor's house, powder 
 magazine (on the hill), a hospital, and other buildings. 
 The roofs are of ii-on with a 30 per cent pitch. The 
 hospital is well equipped for 100 patients. It is a large 
 brick building with sun porches on the south and west, 
 and has a complete kitchen. In INIarch, 1917, the stock 
 of medicines was very complete except for iodine and 
 aspirin. The company's plant includes a complete 
 blacksmith and machine shop, small (300-pound) iron
 
 146 KIRGHIZ STEPPE. 
 
 cupola, cari)eiiter shop with electric-driven saws, planes, 
 and edger, counnon red, silica, and fire brick plants and 
 kilns, with ueconipanying crushing and grinding plant, 
 electric light and power, complete copper smelting, con- 
 verting and refining plant, a concrete stack 75 feet high 
 and 4 iron stacks 50 feet high, a small flour mill, lime 
 kilns, hay harvesting and baling machines, wagons, 
 sleds, traveling carriages, sleighs, all necessary har- 
 ness, about 150 head of camels, 200 oxen, and 100 horses. 
 Nearby are excellent deposits of fire clay, red-brick 
 clay, silica, and lime. 
 
 Water is obtained from wells and carted, but there is 
 lack of surface drainage, and the shallow wells are 
 easily polluted. Typhoid is very prevalent at times, 
 and all water should be boiled. Otherwise general 
 health conditions are good. The road proceeds through 
 a grass country, About 11 miles out is a well-built 
 covered camel corral with a well and good water. At 
 about 20 miles the route passes over some hills (grades 
 8 per cent) and down into the vallej' of the Nura River. 
 
 487 Nura crossing. The stream is crossed on a low-piled 
 bridge about 40 feet long. It is al.so fordable except in 
 freshets. There is a good covered camel shed here. 
 From the crossing to Barrier the road Is good and 
 parallels a fairly high range of mountains. The grass 
 continues good. 
 
 500 Darrier. This is a camel-shed station, with water at 
 shallow depth. There are wells and splendid grass. 
 The road passes over a slight rise to the next village. 
 
 512 Russian village. This straggles from the road back for 
 a mile or so over an underground water channel. It 
 has a good covered camel shed. The road continues 
 up a slight grade and then over a mile or so of soft 
 ground to a point where it divides, a branch going to 
 Sara Su, and the main road proceeding to Uspeuski. 
 
 520 Sara Su. (Population about 100.) About one-third Rus- 
 sians and two-thirds Kirghiz, all employed at the com-
 
 SARA STJ. 147 
 
 pany's works. The liouses and works are stone build- 
 ings witli iron roofs. The barrack.s consist of 3 to 
 12 room houses, rooms 10 by 12 feet, with storm en- 
 trances. The Russian staff quarters consist of six 
 2-room apartments, each with storm entrance. The 
 director's fiouse has 6 rooms and a bath. There is 
 also a well-equipped Russian bathhouse. The winter 
 camel shed is 100 by 100 feet, covered with thatch, 
 and with harness and teamsters' rooms. The stable 
 accommodates 12 horses. 
 
 The company's works are built on the western slope 
 of an isolated granite bntte which rises about 80 feet 
 above the surrounding country. The extent of the 
 higher ground is about 4.000 feet north and south, and 
 about 300 feet wide. A Go-foot, 54-inch round iron 
 smoke stack rises from the apex of the hill and is con- 
 nected by a stone flue to the power plant of the works 
 below to the west. This stack can be seen at distances 
 of from 16 to 25 miles and is an exceptional landmark. 
 There is a complete blacksmith shop with 26-inch lathe, 
 drill press, grinder, pipe, and bolt threading tools up 
 to 2 inches; two 150-horsepower Wolff compound con- 
 densing locomobile engines, developing a total of 200 
 horsepower, a 530-volt 60 A. M. P. generator, belt-driven 
 transformer 530 to 110 volts, a 25-horsepower motor 
 for pumping plant, and a 20-horsepower motor for in- 
 cline hoist. The crushing machinery consists of one 
 12 by 20 and two 6 by 20 Blake type crushers, two 12 
 by 30 crushing rolls, two Harding pebble mills, and 
 flotation concentrating' plant with drier. There is 
 also a small double-drum hoist, electrically driven, 
 capable of raising 3,600 pounds on a 25 per cent grade. 
 There are two wagon scales. 
 
 Water for the works is from a 25-foot well located a 
 quarter of a mile from the river. It furnishes 250 gal- 
 lons per minute of splendid water which is filtered into 
 the well through a natural gravel bed capped by nu-
 
 148 KIRGHIZ STEPPE. 
 
 merous layers of compact clay. It is pumped and de- 
 livered to a height of 125 feet to the works through 
 3,200 feet of 6-inch iron pipe by a 12 by 14 geared triplex 
 electric pump. The pipe is buried 4 feet and freezes. 
 
 No fuel is available except ox droppings and coal from 
 Karagandy. 
 
 Herds of cattle, horses, sheep, and camels are pastured 
 in all directions except in winter when they are driven 
 south. The pasture is good in spring and summer and 
 well into the fall. 
 
 The telephone line from Spasski passes thrf»ugh here 
 and, by switchboard, to Uspenski. 
 
 The country is open rolling steppe, without trees, and 
 aeroplanes could land anywhere. 
 
 The Sara Su River flows east to \\est al)0ut 300 feet 
 south of the works and is ordinarily a small stream 
 only a few feet in width, but during the spring freshets 
 is from 50 feet to a half mile wide varying with the 
 rapidity of the thaw and the amount of snow. 
 
 About 40 miles to the east on the river is a large Ger- 
 man colonist settlement and another about 36 miles to 
 the northwest. In 1916 a motor car traveled west to 
 Jez Kaagan, following the river for the first 70 miles 
 through a series of Russo-German villages. After leav- 
 ing the river there were no villages or farming, and the 
 route crossed the open steppe, broken only by a few 
 camel caravan routes, 
 520 Uspenski. Population about 700 (about 600 Kirghiz, 
 with Russian and English staff). This village is the 
 farthest outpost of modern civilization. Roads lead to 
 the south and west, but only Kirghiz camps are found. 
 The most important copper mine of the Uspenski Co. 
 is located here. The mine and village are situated on 
 a long, low hill slope with lower ground to the north 
 and east and higher to the west. The highest point is 
 about 200 yards from the main road. There are no 
 trees, but natural hay grows everywhere outside the 
 town. Aircraft could land anywhere.
 
 TJSPENSKI. 149 
 
 The barracks are well built of brick and stone, witli 
 iron roofs. The company has a store and a well- 
 equipped hospital. A dynamite magazine is located 
 about one-fourth of a mile northeast and is protected 
 with 20-foot poles carrying lightning rods. The build- 
 ing is short-circuited to the ground by an envelope of 
 f-inch iron rods, bound together at 4-inch intervals. 
 
 The water supply is very limited and poor. Fuel is 
 hauled from Karagandy. Forage for animals is not to 
 be counted on, but pasture is good and unlimited from 
 April to September. 
 
 The mine produces only low 6 per cent copper, the 
 high-grade ore being exhausted. The life of the mine 
 is now said to be limited unless new deposits are dis- 
 covered. There are two hoisting steam engines, good 
 for 700 feet with 2-ton lift; four Babcock & Wilcox 
 tubular boilers, 100 horsepower each ; a 2,400-cubic feet 
 free-air Ingersoll Rapd compound steam and air com- 
 pressor ; and two 1,000-cubic feet free-air Ingersoll Rand 
 single-steam and compound air compressor in fair 
 shape; air-drill sharpeners (new); about twenty 2| 
 air drills and six small jack hammer drills; and com- 
 plete blacksmith shop for all work. 
 
 About a half mile south of the town is a quarry of 
 good sandstone for building. There are also lime de- 
 posits within a couple of miles and clay for bricks as 
 well as kilns for burning both. 
 
 To the south runs a road which eventually strikes the 
 Kara Su River, which leads to the Turkestan Rail- 
 road from Samara to Tashkent. This road is seldom 
 used and is not suitable for the movement of troops. 
 To the southeast the country toward Lake Balkash is 
 sandy and extremely alkaline. Water is very scarce, 
 and partly for this reason and partly owing to the 
 scarcity of pasture and the unreliability of guides, the 
 country is dangerous for traveling. There is some 
 travel in it in the springtime between Tashkent and
 
 150 KIRGHIZ STEPPE. 
 
 the large horse fair held at Kuyandi. In Lake Balkash 
 the water is said to be sweet on the north side and some- 
 what brackish on the south. 
 
 Route W-2 — Pavlodae to Karkabalinsk. 
 
 Pavlodar. (See Pt. Ill, p. 119.) Leaving the town the 
 road crosses the River Irtysh by means of a ferry. The 
 road passes over dry, barren country interspersed with 
 many salt lakes. At 14 miles it crosses the railroad 
 which connects the coal mines of the Voskresenski 
 Co. with the River Irtysh at Voskresenski Landing, 
 24 miles by river above Pavlodar. Road good. 
 
 26 Kalkoman. A Government post station. Road continues 
 through a dry, barren land. 
 
 52 Jermantus. A Government post station on the sliore of 
 an intensely salt lake, the beach of which is incrusted 
 with heavy deposits of salt. These are removed annu- 
 ally, but grow again by natural processes. 
 
 72 Kaida-ul. A Government post station. Road continues 
 through same type of country. 
 
 99 Chak Chan. A Government post station in barren, roll- 
 ing steppe. At this point a road branches off to the 
 west to the mines at Bayandi Kuduk and thence to 
 Akmolinsk. (See Route W. 3.) The mountains around 
 Bayan Aul are faintly visible from here. 
 120 Kandi Kara Su. A Government post station near the 
 foot of the Granite range of mountains which domi- 
 nates Bayan Aul. Road passes around mountains, and 
 in bad weather is heavy and rough. 
 140 Bayan Aul. A Cossack town in a valley in the Granite 
 Mountains which are thickly wooded. Very beautiful 
 country with numerous fresh-water lakes. 
 250 Karkaralinsk. A Cossack town. The headquarters of a 
 large forestry industry under Government control. The 
 road passes through the site of the Kuyandi fair, the 
 largest fair for the sale of live stock in Siberia, prob- 
 ably in the world.
 
 CHAK CHAN TO AKMOLINSK. 161 
 
 Route W-3 — Chak Chan to Akmolinsk via Bayandi Kuduk. 
 
 Chak Chan. A Government post station on the Pavlodar- 
 Karkaralinsk post road, 99 miles from Pavlodar. (See 
 Route W-2.) There is no Government post road sj'S- 
 tem on the Chak Chan-Akmonlinsk Road. The road 
 turns abruptly west from Chak Chan and proceeds 
 through a barren rolling country without any obstruc- 
 tions. 
 33 Bayandi Kuduk. This is situated in a barren rolling 
 country interspersed with numerous shallow lakes.. A 
 good seam of coal is found here, but the mine is poorly 
 developed. Numerous copper prospects witliin a radius 
 of 40 miles, none of which are developed. A roughly 
 equipped copper smelter with houses and rough plant. 
 From Bayandi Kuduk a branch road branches off to 
 the southeast to Bayan Aul ; distance, 42 miles. This 
 road joins the Pavlodar-Karkaralinsk road at Kandi 
 Kara Su. (See Route W-2.) Here there is an old 
 abandoned mine of the Popoffs. Like other steppe roads, 
 this runs thi-ough an open, unobstructed country until 
 it approaches the mountains at Kandi Kara Su. 
 
 From Bayandi Kuduk the main road proceeds west- 
 ward through an unsettled, rolling country, with nu- 
 merous traces of copper ore. At 64 miles it crosses the 
 road from Bayan Aul to Petropavlovsk. At 72 miles 
 passes IMount Tas Cheku. At 96 miles passes a large 
 lake, Saumal Kul. At 100 miles passes Mount Aman 
 Tau. Shortly after, crosses the Chiderty River. 
 112 Tasty Adir copper mine. This is an important mine 
 which has been worked since prehistoric times. The 
 road continues through open country. 
 200 Akmolinsk. (See Route W-1.) 
 
 Route 'W-4, Bayan Aul to Karagandy Coax Mine. 
 
 Bayan Aul. This is a point on the Government post 
 road beteewn Pavlodar and Karkaralinsk. (See Route
 
 152 KIRGHIZ STEPPE. 
 
 W-2.) Di.stance.s are only estimated. After leaving 
 the timber area the road proceeds west over an open 
 country without any settlement except the huts of a 
 few Kirghiz. 
 170 Karagandy coal mine. A point on the Petropavlovsk- 
 Uspeuski road. (See Route W-1.) The reporter made 
 the journey in severe winter weather in March, 1913 ; 
 
 the storms were bad. 
 
 Hours. 
 
 Total lapsed time on trip 120 
 
 Total actual travel time 50 
 
 Made the same trip on 21st May (after spring thaw) 
 in 70 hours lapsed time without effort. 
 
 There are no obstructions on this route, except that 
 the River Nura (North Fork) must be crossed at 
 Sannikoff, near Karagandy. Crossing impossible in 
 flood times ; not bad at other times. 
 
 Routes W-5 and W-6, Kaekaeai,insk to Karagaxdy and 
 Karkaeaxinsk to Uspenski. 
 
 Karkaralinsk is the terminal station of the post road from 
 Pavlodar to Karkaralinsk. (See Route W-2.) 
 
 Karagandy is a station on the Akmolinsk-Uspenski road. 
 (See Route W-1.) 
 
 Uspenski is the terminal station on the post road from Akmo- 
 linsk to Uspenski. (See Route W-1.) 
 
 These routes need no special description. They run through 
 the usual open country of the Steppes and are constantly used 
 by the timber carriers, who bring timber from the forested area 
 around Karkaralinsk to the mines of the Spasski Co. They 
 are also used by the general public for transport of produce 
 between Semipalatinsk, Akmolinsk, etc. Distance, about 150 
 miles.
 
 AT BAZAR. 163 
 
 Route W-7, Petropa\'lo\ sk to Jusali. 
 
 Petropavlovsk. On the Siberiau Railway (Route M). 
 
 Azatski (via Route W-1). At tliis point tlie main Gov- 
 ernment post road swerves to the west toward At 
 Bazar, whence it runs toward Akmolinsk. 
 
 Kokchetovsk. 
 
 At Bazar. Population, about 5,000, except during a week 
 in May. when there is a large fair. The Kirghiz 
 from the south then exchange wool, cattle, horses, 
 wheat, etc., for imported wares of all kinds. There 
 is a bank, stores, etc. During the fairs tlie dealings 
 total several million rubles. From At Bazar the post 
 road swings east to Akmolinsk. It passes through a 
 series of villages 20 to 25 versts apart. These villages 
 raise wheat, cattle, and horses. From At Bazar to 
 Jes Kasgan the country is inhabited only by nomadic 
 Kirghiz, who travel with their horses, camels, sheep, 
 and goats. There is a fair amount of grass until 
 within about 100 versts (66 miles) of Jes Kasgan, 
 where the sagebrush country begins. 
 
 Jes Kasgan. At Jes Kasgan are situated the mines of 
 the At Bazar Co., owned by the Spasski Copper Fields 
 (Ltd.). They are well developed, but not producing, 
 as the enterprise is new. There are quarters for about 
 500 men, with gas power house, a small machine 
 shop, etc. 
 
 Kassark Pai. About 40 miles south of Jes Kasgan. This 
 is tlie site of the uncompleted works for the reduc- 
 tion of the copper ore from the Jes Kasgan mines. 
 It is local headquarters of the Spasski Co. and con- 
 tains offices, houses for about 20 families belonging to 
 the staff, and workmen's quarters for about 500 to 
 1,000 men. The works consist of an up-to-date machine 
 shop, carpenter shop run by electricity, and partially 
 completed concentration, gas, power, and smelting 
 plants. There is a reservoir reported capable of hold-
 
 154 KIRGHIZ STEPPE. 
 
 inj? 20,000,0(X) sallons of water collected during tli« 
 spring freshets of the Kuniala River watershed. At 
 Bai Kanur, 25 miles southwest of Kassark Pai, is the 
 site of the coal mines of this enterprise. The deposit 
 is lignitic, of about 8,000 British thermal units. The 
 mines are well developed. A 3-foot railway connecting 
 Jes Kasgan, Kassark I'ai, and B;ii Kanur is under 
 construction. 
 760 Jusali. A station at Fort No. 2 on the Orenburg-Tash- 
 kent Railway. This railroad was built primarily for 
 military purposes. Tustli has extensive side tracks, 
 large station, buildings, etc. It is situated on the 
 Sara Su River, which empties into the Sea of Aral. 
 Between Kassark Pai and Jusali the country is sandy 
 and is covered with sagebrush. There is little water, 
 and most of it is brackish. The transport is entirely 
 by camel, or, in summer, by motor cars.
 
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 UFA TO SIMBIRSK. 
 
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 UFA TO SIMBIRSK. 157 
 
 GENERAL DESCRIPTION. 
 
 MILITARY IMPORTANCE.— (1) This route would furuish au 
 important supply line if a battle front were maintained along the 
 Volga or farther west. (2) It runs through a region that ordi- 
 narily has a surplus of food products, especially cereals, honey, 
 and animals. (3) It furnishes an alternative route between 
 Moscow and Ufa. (4) It offers another crossing of the A'olga 
 by bridge in addition to the bridge at Syzran. 
 
 TERRAIN. — The first third of the route runs through a low 
 plateau, broken by broad river valleys several hundred feet deep. 
 Tliere are no great elevations, but sometimes the sides of the 
 valleys are quite steep where they have been undercut by the 
 water. 
 
 In the second third the valleys broaden, the slopes become 
 gentler, and the country assumes the aspect of a rolling plain 
 sloping to the west. In the last part> of the route the rolling 
 plain merges into the flat lowland of the Volga valley with 
 gentle, isolated hills between the rivers. Much of the country 
 is forested, but still larger areas are in fields. 
 
 COMMUNICATIONS.— From Ufa to Chishmy this route is iden- 
 tical with the main railway from Zlatoust to Samara (Route M). 
 At Chishmy it diverges to the west and runs through Bugulma 
 to Simbirsk on the Volga. Throughout its whole length the rail- 
 way is roughly paralleled by a telegraph line and post road, 
 while other post roads meet it from the north and south. Both 
 Ufa and Simbirsk are river ports, Ufa being the head of navi- 
 gation on the Byelaya River and Simbirsk being one of the im- 
 portant Volga ports. 
 
 INDUSTRIES.— The region traversed by this route is chiefly 
 agricultural. Grains, hemp, flax, and fruits are the chief crops. 
 Bees are kept by many of the farmers. Grazing interests are 
 important, and sheep, horses, and cattle are numerous.
 
 158 UFA TO SIMBIRSK. 
 
 DETAILED DESCRIPTION. 
 
 Miles 
 
 Distaj 
 
 from 
 
 froi\ 
 
 Vladivostok 
 
 . CMsh 
 
 4,340 M 
 
 
 4, 369 M 
 
 y 
 
 
 M 
 
 4,371 M 
 
 4 V 
 
 
 3 M 
 
 4, 390 M 
 
 32 Y 
 
 
 21 M 
 
 4,410 M 
 
 62 V 
 
 
 41 M 
 
 4, 430 M 
 
 92 Y 
 
 
 61 M 
 
 4, 449 M 
 
 121 V 
 
 
 80 M 
 
 4. 470 M 
 
 153 Y 
 
 
 101 IM 
 
 4,491 M 
 
 184 Y 
 
 
 122 M 
 
 4,503 :\[ 
 
 202 Y 
 
 
 134 jM 
 
 Ufa (lloute M). From Via t<j (Jliisliniy the 
 line is identical with the Zlatoust-Samara 
 line. 
 
 Chishmy I (lloute M). Main station on 
 the Zlatoust-Samara line. 
 
 Chishmy II. A station on the Simbirsk 
 Railway. The Simbirsk line follows a 
 small valley to the northwest, while the 
 main line runs southwest. 
 
 Blagovar. The line crosses a low divitle 
 and descends into a small valley. 
 
 Buzd-yak. The line follows the small val- 
 ley to the southwest and west, then con- 
 tinues to the northwest and crosses a low 
 divide. 
 
 Kandry. The line runs to the west and fol- 
 lows a small valley into the Ik Yalley. 
 
 Tuimaza. In the Ik Yalley. The line as- 
 cends the west slope of the valley, follow- 
 ing a small tributary to the northwest. 
 
 Yutaza. The line runs to the northwest, 
 then turns to the southwest, leaving the 
 small valley. It ci-osses a low divide and 
 descends into the Zai Yalley. 
 
 Zai. On the Zai River near its headwaters. 
 The line runs to the southwest and avoids 
 a liig turn of the river. 
 
 Bugiilma. (I'opulation, nearly 10,000.) 
 
 . Railway restaurant. This town on the 
 Zai River has 6 schools, including an 
 industrial school, a Government agricul- 
 tural station, a hospital, and distilleries. 
 Fairs are held here twice a year. The
 
 CKELNA. 
 
 1^ 
 
 4, 614 M 
 
 Distance 
 ■from 
 
 Chishmy. 
 236 V 
 156 M 
 
 269 
 
 V 
 
 178 
 
 M 
 
 287 
 
 V 
 
 190 
 
 M 
 
 321 
 
 V 
 
 213 
 
 M 
 
 348 
 
 V 
 
 231 
 
 M 
 
 369 
 
 V 
 
 245 
 
 M 
 
 400 V 
 
 265 
 
 M 
 
 87569— 18— PT 4 
 
 principal trade is in linen, hides, wool, 
 horses, and cattle. The surrounding re- 
 gion is agricultural. Post roads lead 
 northwest to Chistopol and south to. 
 Buguruslan, 
 
 The railway leaves the Zai Valley and 
 runs southwest and south across a low 
 divide to the Sheshma Valley. 
 Dymka. On the Sheshma River. The line 
 leaves the valley and runs to the south- 
 west, making turns to the west and south, 
 following in general an upland. 
 
 A post road crosses the line almost at 
 right angles befoi'e reaching the next 
 station. 
 Klyavlino. The route turns to the north- 
 west, following the upland. 
 Shelashnikovo. The line continues to the 
 northwest along the upland and makes a 
 sharp turn to the southwest before reach- 
 ing the next station. 
 Shentala. Soon after leaving this station 
 the line runs west and descends into the 
 Kondurcha Valley. 
 Chelna. On the Kondurcha River. The 
 post road crosses the line and branches to 
 the southeast. The railway follows the 
 valley to the west, keeping close to the 
 river. 
 Nurlat. Railway restaurant. A post road 
 runs to the northwest. The line leaves 
 the valley, turns to southwest, and follows 
 the upland parallel to the river. 
 Pogruznaya. On the upland. A post road 
 runs northwest and southeast through the 
 village. The railway turns to the west 
 and descends gently into the valley of the 
 Cheremshan, a tributary of the Volga. 
 11
 
 160 UFA TO SIMBIRSK. 
 
 Miles Distance 
 
 from from 
 
 Vladivostok. GMshrny. 
 
 4,651 M 425 Y Yakiishka. The line runs along the flat 
 282 M valley of the Chererashan to the southwest 
 and west. 
 4,671 M 456 V Melekess. (Population, 8,500.) Kailway 
 302 M restaurant. A town in the district of 
 Stavropolsk in the Government of Sa- 
 mara, located at the junction of the Mele- 
 kess and Cheremshan Rivers. The town 
 has a bank. Government hospital, a store 
 for farm machinery, a drug store, 8 flour 
 mills, a distillery, and 50 small establish- 
 ments. 
 
 About 10 miles southwest of the town is 
 the village of Myllovka, with a population 
 of about 2,000. Nearby is a linen mill em- 
 ploying 800 men and a distillery employ- 
 ing 60 men. This is a grain and fruit 
 raising country. 
 
 The railway ascends the bluffs on the 
 west side of the river and runs northwest 
 along the highland. 
 Bryandino. The line turns to the west, con- 
 tinuing on the divide, and then descends 
 to the flat of the valley. 
 Volkovo. Platform stop. 
 Cherdakly. On the valley flat. The line 
 
 continues west to the river. 
 Chasovnya-Verkhnaya. Railway restau- 
 rant. On the east bank of the Volga. The 
 line crosses the river by a long steel 
 bridge, a modern structure. This bridge 
 was injured by the Bolsheviki in October, 
 1918, but was reported to have been speed- 
 ily repaired. 
 
 4, 686 M 
 
 478 V 
 
 
 317 M 
 
 4, 708 M 
 
 .512 V 
 
 
 339 M 
 
 A 721 U 
 
 531 V 
 
 
 352 M
 
 SIMBIRSK. 161 
 
 Miles Distance 
 
 from from 
 
 Vladivostok. Cliishmy. 
 
 4, 728M 541V Simbirsk. (Population 75,000.) Capital of 
 359 M the Government of iSimbirsk. 
 
 Strategic importance. — (1) From its 
 height the city commands the surrounding 
 region. (2) It guards the bridge across 
 the Volga, a very important structure. (3) 
 Simbirsk is the main station on the Ufa- 
 Chishmy-Simbirsk line, which runs west to 
 connect with the main line of the Trans- 
 Siberian route at Inza. The city is also the 
 terminal of post roads from different direc- 
 tions. It is important in the river trade of 
 the Volga. (4) Simbirsk is surrounded by 
 a food-producing region, from which sup- 
 plies could be obtained in large quantities. 
 
 Location. — The city is on a hill, 560 feet 
 above sea level, between the west bank of 
 the Volga and the Sviyaga Rivers. It is 
 about midway between Samara and Kazan. 
 
 Details of the city. — The best part of the 
 city is on the hill. The commercial quar- 
 ters, including the warehouses and the poor- 
 est suburbs are on the slopes between the 
 hill and the rivers. 
 
 In 1901 the city had 30 Government build- 
 ings, 1,480 stone houses, 1 Lutheran, 1 
 Catholic, and 29 Greek Orthodox Churches, 
 a Jewish Synagogue, and a Tartar Moham- 
 medan Mosque. The city has 39 schools, 
 including a high school for boys and girls 
 and a military school. Almost 9 miles from 
 the city is the Karamzin Hospital with 120 
 beds.
 
 162 UFA TO SIMILRISK. 
 
 Industries. — The region around Simbirsk 
 is agricultural. Not far from the city is 
 an 800-acre orchard. During the fair held 
 here, which has an annual turnover of 
 $2,000,000, the trade in grain is the most 
 important. Otlier articles of exchange are 
 potash, wood and wooden wares, wool, 
 hides, fruits, cattle, horses, and small manu- 
 factured products. Only 37 industrial es- 
 tablishments were registered in 1900, which 
 together employed 500 men. 
 
 Transportation. — Simbir.sk has railway 
 communication with Russia by a line to the 
 west tlirongh Inza, with Siberia by the line 
 to the east through Ufa. 
 
 Post roads extend to Syzran and Samara 
 on the south, to Karsun on the west, to 
 Kazan on the north, and to Ufa on the east. 
 
 The chief trade is carried on by water on 
 
 the Volga. One large wharf receives 40,000 
 
 MVp.s Distance tons of lumber, salt, and crude oil annually, 
 
 from from and distributes up the river 96,000 tons of 
 
 Vladivostok. Chishmy.^j.^..^^^-^ j^j^^^ other agricultural products. 
 
 4, 730 M 545 V Kindyakovka. Railway restaurant. The main 
 
 361 M station of the railway in Simbirsk. It is 
 
 in the south part of the city.
 
 INDEX. 
 
 Abakan: 111, 40. 
 
 Abatskoye: IV, 131. 
 
 Abdulino: IV, 52. 
 
 Achairskaya: III, 118. 
 
 Achinsk: III, 17, 39, 92, 94. 
 
 Achinsk-Mintisovaya: HI, 40. * 
 
 Achit: IV, 132. 
 
 Adadym: III, 40. 
 
 Adnanovka: II. 142. 
 
 Aga: II, 142. 
 
 Agriculture: IV, 36. 
 
 Ai-pu-tzu: II, 128. 
 
 Aisal Lake: II, 107f. 
 
 Akmolinsk: IV, 141ff, 151. 
 
 Aksakovo: IV, 52. 
 
 Aksarikha: IV, 79. 
 
 Aksenovo: IV , 51. 
 
 A-la-k'un-de-lang: II. 12.S. 
 
 Albazin: II, 111. 
 
 Alapayevsk: IV. 116. 
 
 Aleiskaya: III, 82. 
 
 Aleksandrovski: III, 18. 
 
 Aleksandrovskoye: II, lOlif. 
 
 Alekseyevsk: II, 62; IV, 141. 
 
 Alekseyevsk landing: II, 111. 
 
 Alekseyevsk Town: II, 63. 
 
 Altai Railway: III, 75, 85, 105. 
 
 Altaiskaya: III, 77. 
 
 Altaiskoye: III, 110. 
 
 Alzamai: III, 25. 
 
 Alzamaiskaya: III, 94. 
 
 Amazar: II, 65. 
 
 .\nigun River: II, 99. 
 
 AjBur Railway: I, 11, .55: II, 178. 
 
 Amur River: I, lOfl; II, 9511, 99, 100, 
 
 104fT. 160, 17611. 
 Anatolskaya: IV, no. 
 87569—18—1 
 
 Audu: n. 35. 
 
 Anerbakhovski Rudnik: 1\', H9. 
 
 .\ngara River: II, 164f; III, 18. 
 
 Anikino: II, 112. 
 
 Animals: III, 15; IV, 135. 
 
 Camels: II, 142. 
 
 Cattle: II, 124, 142. 
 
 Dogs: II, 103. 
 
 Horses: II, 124, 172. 
 
 Sheep: II, 124. 
 Anisimovo: III, 106. 
 Anninsky Vody: 11,107. 
 Antimg: II. S9f. 
 
 Anzher Paver coal mines: III, 44. 
 Anzherski coal mines: III, 44. 
 Ardashi; IV, 95. 
 Argayash: IV, 125. 
 Argun River: II, 97, 112. 
 Arkhara: 11,58. 
 Arkhipovka: IV, 113. 
 Arlynsk: II, 51. 
 Arsenal Motovilikhu: IV, 93. 
 .\rteyuskha: II, 65. 
 Asekeyevo: IV, 53. 
 Asha-Balashevskaya: IV, 48. 
 .\siiikhe (Ashe-ho, or Alt-Shinka): II. 
 
 34. 
 A-t'a-kan-na: II, 128. 
 At Bazar: IV, 153. 
 A-tao-tslor: II, 128. 
 At '\Va-fang-tien: II, 75. 
 .\u-ke-morer: II, 128. 
 Aul: 111,83. 
 Aurorinski: IV. 110. 
 Automobiles, flanged wheels for: I, 70. 
 Automobiles, use of: I 32ff, 43, 
 Autumn: I, 22.
 
 u 
 
 INDEX. 
 
 Auyo: II, 8G. 
 
 Azatsti: IV, loS. 
 
 A7,ei: 11,22. 
 
 Aziatskaya: IV, 112. 
 
 Bachatski Coal Mines: 111,50. 
 
 Bado: 11,88,151. 
 
 Baikal Neck: 1, 12f;III, 22. 
 
 Baikal Tunnels: II,f)2. 
 
 Baironovka: III, 25. 
 
 Bang-Kiang: II, 127. 
 
 Banjyo: 11,88. 
 
 Balezino: III, 96. 
 
 Baranchinskaya: IV, 111. 
 
 Barim: 11,36. 
 
 Barnaul: III, 75, 77, 80fl, 92, 105f , lOSf. 
 
 Bashmaehny: 111,119. 
 
 Baskaya: IV, 119. 
 
 Batraki: IV, 00. 
 
 Bayan: II, o9. 
 
 Bayan Aul: IV, 150, 151. 
 
 Bayandai: 111,101. 
 
 Bayandi Kuduk: IV, 151. 
 
 Bazhenovo: IV, 80. 
 
 Bagul: IV, 113. 
 
 Beiten: II, S5. 
 
 Beketova: 11,111. 
 
 Bel-agach: III, 83. 
 
 Berdyansk: IV, 44. 
 
 Bersk: III, 77. 
 
 Berdskoye: III, 105. 
 
 Berikulskaya: 111,43. 
 
 Beryozovskicoal mines: 111,50. 
 
 Bezenthuk: IV, 59. 
 
 Biang-Kiand: 11, 125. 
 
 Biisk: III, 77fr, lO.Sf, 110. 
 
 Biisk, horses at: 1,39. 
 
 Biisk Railway: III, 7.')f . 
 
 Bikiss: II, 52. 
 
 Bilimbai: IV, 89. 
 
 Bira: II, 57. 
 
 Biryusa liiver: III, 25. 
 
 Biryusa River, bridge over: Til, 25. 
 
 Biser: IV, 112. 
 
 Bishkil: IV, 40. 
 
 Blagodat Siding: IV, 117. 
 
 Blagovar: IV, 158. 
 Blagovjeshchensk: I, 15; II, 59, 95, 98, 
 
 100, llOf, 178. 
 Blagovyeshthensk Branch: II, .W. 
 Boats:"l,30-f. 
 Boats and steamers: 
 
 On Yenisei River: III, 33. 
 
 Irtysh River: III, 69. 
 
 Obi River: III, 78f. 
 
 Lena River: III, 102f, 81fl. 
 
 Amur: II, 99, 105f. 
 
 Lake Baikal: II, lOOff, 169. 
 Bocharovo: II, 52. 
 Bochkjryovo: II, 59, 62. 
 Bodaibo: III, 98; I, 51f. 
 Bogandinskaya: IV, 76. 
 Bogarodskoye: II, 107 
 Bogdanovitch: IV, 80. 
 BogodovskiZavod: IV, 118. 
 Bogotol: III,41-f. 
 Bobrovski: III, 119. 
 B'ok-tin-ke-lo: II, 127. 
 Bolshe-llikailovskoye: 11,107. 
 Bolshoi-Atmanski: III, 119. 
 Bolshaya-Urinskaya: 111,94 
 Bon-ving-nao: II, 127. 
 Bolotnaya: 111,52. 
 Borodiilino: IV, 95. 
 Boshnyakovo: 111,27. 
 Borzia: II, 128. 
 Boyarskaya: IV, 87. 
 Bridges: I, 58. 
 Bryana River: II, 152. 
 Bryandino: IV, 160. 
 Budagovo: III, 23. 
 Bugulma: IV, 158. 
 Buguruslan: IV, 53. 
 Buirka: II, 141. 
 Bukkai: II, 87. 
 Bubrovinskoye: III, 95. 
 Bukhedu: 11,37. 
 Bulaninskoye: 111,109. 
 Bulayevo: IV, 14. 
 Bungurkicoal mines: III, 50 
 Bunzaa: 11,86.
 
 nnoEX. 
 
 iii 
 
 Bureya: II, 58, 63. 
 
 Bureya River: II, 99, 110. 
 
 Bureya, mouth of: II, 110. 
 
 Buryatsk: II, 142. 
 
 Bushulei: II, tX. 
 
 Busyeva: II, 111. 
 
 Biudyak: IV, lo8. 
 
 Byankino: II, 69. 
 
 Byelaya River, bridge over: III, IS. 
 
 Byeloglazovo: III, 107. 
 
 Byelokamenski: III, 120. 
 
 Camels: I, 41; II, 142; IV, 136, 154. 
 
 Carpenters: I, 4-5, 45. 
 
 Carrying capacity, increasing of: I, 7011. 
 
 Carts: I, 43. 
 
 Cattle: II, 124, 142; I, 41; III. 21. 
 
 ChakChan: IV, 1.50, 151. 
 
 Chang-Chun: II, 78. 
 
 Chany: III, 65. 
 
 Chasovinkaya: II, 112. 
 
 Chaso^^lya Verkhnaya: IV, Jbo 
 
 Chebarkul: IV, 40. 
 
 Chegan-Burgazi Pass: III, 115. 
 
 Chelna: IV, 159. 
 
 Chelyabinsk: I, 16: IV, 23, 124. 
 
 Chelyabinsk, horses at: I. 39. 
 
 Chenhsianepun: II, 91. 
 
 Cheptsa: IV, 96. 
 
 Cherdakly: IV, 160. 
 
 Cheremoshnilci: III, 47. 
 
 Cherepanova: III, 77. 
 
 Cherga: III, 110. 
 
 Chorlakovskaya: III, 119. 
 
 Chernayeva: II, 111, 179. 
 
 Chernikovka: TV, 49. 
 
 Chernoryechonski: III, 119. 
 
 Chernoryechinskaya: III, 38. 
 
 Cliernoyarski: III, 119. 
 
 Chernyavskaya: IV, 23. 
 
 Cheryomkova: II, 171; III, 16, 107. 
 
 Cheryomkova coal mines: III, 16, 19. 
 
 Chcryomukhovski: III, 118. 
 
 Cheryoraukhovski: III, 118, 120. 
 
 Chiaoton: II, 90. 
 
 Ohibit: III, 113. 
 
 ("hichiapu: II, 90. 
 
 Chickatka: II, 6.5. 
 
 Chik: III, 62. 
 
 Chikuanshan: 11,90. 
 
 Chin-chow: II, 74. 
 
 Chinese Eastern Railway: I, .54. 
 
 Chinnanpo: II, 88. 
 
 Chinson: II, 88. 
 
 Chishmy: I, II, IV, 51, 1,58. 
 
 Chistyumka: III, 107. 
 
 Chita: II. 1:?9, 141, 144S, 179: 1, 1.5. 
 
 Chita, horses at: I, 39. 
 
 Chita, River: II, 97. 
 
 Chosen Raihoad: 11, 82, y-d (see Korean 
 
 Railroad). 
 Chotan: II, 86. 
 Chou-shui-tzu: 11,74. 
 Chrysolite mines: IV, 12s. 
 Chuiskaya Steppe: ni, 113f. 
 Chulym: III, 63. 
 Chulym River: III, 39, 41. 
 Chumlyak: IV, 23. 
 Chusovaya: IV, 114. 
 Chusovaya River: IV, 128. 
 Chusovskaya: IV, 113. 
 Chuya: IV, 85. 
 Chuvra: II, 88. 
 
 Chzhalantun (Jalanlun): II, 36. 
 Chzharomte (Jaromte): II, 37. 
 Chmate: IV, 134; III, 70; 1, 18. 
 Climate: 1, 18. 
 
 Irkutsk: II, 165. 
 
 Kalgan Vrga District: II, 123. 
 
 Trans-Baikal Plateau: II, 139, 159. 
 Clothing: I, 46f. 
 Coal: III, 16; I, 61ff. 
 Coal mines: 
 
 Anzher: III, 44. 
 
 Anzherski: III, 44. 
 
 Bachatsk-i: III, 50. 
 
 Bai Kanur: IV, 1.54. 
 
 Beryozovski: III, 50. 
 
 Bunguiki: III, 50. 
 
 Cheryomkova: III, 16, 19; II, 171. 
 
 r,olo\nnskaya: III, 20.
 
 IV 
 
 INDEX. 
 
 Coal mines — Continued. 
 
 Ilanskaya: III, 27. 
 
 Jido: II, SK. 
 
 Karagandy: IV, 133, 152. 
 
 Keremovo: HI, 51. 
 
 Kiselenski: III, .50. 
 
 Ketatpusis: III, 50. 
 
 Kolchugino: III, 51. 
 
 Kuznetsk: III. 15, 4sir. 
 
 Leljedinskoi: III, 45. 
 
 Malta: III, 18. 
 
 Mazalovski: III, 45. 
 
 Minusinsk: III, 41. 
 
 Osinovsk: III, .50. 
 
 Penhsihn: II, 90. 
 
 Petrovski-Zavod: II, 152. 
 
 Prokopyevski: 111,50. 
 
 Sakhalin Island: II, lOlff. 
 
 Sudzhenka: III, 16, 17, 44. 
 
 Tulun: III, 22. 
 
 Voskresenski: IV, 154. 
 
 Zabitui: III, 20. 
 
 Zima: III, 21. 
 Cochiin: II, 85. 
 
 Compression of bulky articles: 1. 70. 
 Copper: IV, 136, 144tT, 151, 1.53. 
 Curves: I, 55. 
 Dairen (Dabiy): 11, 73. 
 Dairy industries: III, 75. 
 Dalmatov: IV, 85. 
 Dapucha. See Tapucha. 
 Barrier: IV, 146. 
 Dauria: II, 141. 
 Davlekanovo: IV, 51. 
 De Castri Bay: II, lOS. 
 Dedyukhin: IV, 121. 
 Disease: I, 23. 
 Dogs: II, 103. 
 Dojyo: II, 87. 
 Domikan: II, 58. 
 Dormidontovka: II, .53. 
 Dragunskaj-a: IV, 73. 
 Drinking water: I, 23. 
 Duitsinshan: II, 35. 
 Duplenskaya: III, 63. 
 
 Uymka: IV, 159. 
 
 Kmantus: IV, 1.39. 
 
 Engine hou.ses: I, .58. 
 
 Er-Kung-U-Lau: II, 128. 
 
 Ertseidyantszy (Ir-chen-lian-tzej: II, 34 
 
 Essauklaya: IV, 125. 
 
 Evropeiskaya: IV, 112. 
 
 Fairs: I, 48-f. 
 
 Fenghuangeheng: II, 89. 
 
 Ferries: I, 45f; III, 17-18. 
 
 Filippovka: IV, 53. 
 
 Filkinskaya: IV, 118. 
 
 Filters: I, 47. 
 
 Flies: I, 27f. 
 
 Flour mills: II, 164. 
 
 Fogs: II, 109. 
 
 Food: I, 47f. 
 
 Forage: I, 42. 
 
 Forests: 1, 14; III, 17, 45; IV, 70, 105. 
 
 Frostbites: I, 28. 
 
 Fuan: II, 91. 
 
 Fuchln: II, 90. 
 
 Fuel: I, 38. 
 
 Fuel equivalents: I, 64. 
 
 Fuel table: I, 66fl. 
 
 Fuko: II, 85. 
 
 Furs: I, 49. 
 
 Fusan: U, 83. 
 
 Fusanehin: II, S3. 
 
 Ganyushkino Zimovyc: III, 100. 
 
 Gaolintszi (Kan-tin-tzei: II, 33. 
 
 Ghizov: R', 96. 
 
 Glukhovskaya: IV, 51. 
 
 Glukhovskoi: III, 120. 
 
 Glyaden: III, 40. 
 
 Gobi Desert: II, 119, 121. 
 
 Gold mines Ifhmen: IV, 41. 
 
 Golenki: II, 30. 
 
 Golovinskaya: HI, 20. 
 
 Golovinskaya coal mines: III, 20. 
 
 Gorbitsa: II, 112. 
 
 Gorkhon: II, 152. 
 
 Golyshamanovo: IV, 75. 
 
 Gondatti: II, 63.
 
 INDEX. 
 
 Gonzha: IT, 63. 
 
 .Goroblayo datskaya: IV, 111. 
 Grachevski: III, 120. 
 Grades: I, 55. 
 Grain: III, 15. 
 Grigoryevskaya: IV, 95. 
 Grigorevsk: III, 119. 
 Grodekovo: II, 31. 
 Gryaznovskaya: IV, 80. 
 Gubakha: IV, 120. 
 Guberovo: II, 52. 
 Gumpbjyo: II, 86. 
 Gyoha: II, 88. 
 Hai-cheng: II, 75. 
 Hai-Shui-hu: II, 120. 
 Hakuba: II, 89. 
 Hanatang: II, 90. 
 Han-no-p'a: II, 125, 126. 
 Harbin: I, 14, 39; II, 79: II, 16. 
 Harbiss: II, 34. 
 Harness: I, 40, 44. 
 Ha-ta-mo-re: II, 128. 
 Health: I, 23; IV, 134. 
 Heijyo: II, 84, 88. 
 Hiken: II, 89. 
 H'o-lo-T'o-Miao: II, 127. 
 Horses: I, 39f; III, 20; II, 124, 172: III, 
 
 99, 112, 115; IV, 133, 1.36. 
 Horse trade: IV, 16. 
 HSianstang: II, 90. 
 Hsiao-Miaotzu: II, 126. 
 Hsiung-yueh-cheng: II, 75. 
 H'ua-er-Ia-shu: II, 127. 
 Huan-hua-p'ing: II, 126. 
 H'ung-shan: II, 127. 
 Ice: I, 31. 
 Ichizan: 11, 86. 
 Iglino: IV, 49. 
 Ignashina: II, 111. 
 In: II, 85. 
 Ikura: II, 56. 
 Ilanskaya: III, 26. 
 Ilanskaya coal mines: III, 27. 
 Umen gold mines: IV, 41. 
 Ilyinsk Works: IV, 129. 
 
 Iman: II, 52. 
 
 Imyanpo (Yi-mien-po): II, 34. 
 
 In: II, 56. 
 
 Indo Station: II, 83. 
 
 Ingashskaya: III, 26. 
 
 Ingoda: II, 150. 
 
 Ingoda River: II, 97. 
 
 Inhabitants: II, 15f; IV, 36. 
 
 Innokentyevskaya: III, 17; II, 110, 178. 
 
 Insects, extermination of: I, 23ff. 
 
 Insects in houses: I, 23f. 
 
 Insects on human bodies: I, 2411. 
 
 Ippolitovka: II, 50. 
 
 Irbit: IV, 87f. 
 
 Irekte: II, 37. 
 
 Irkut River: II, 164f, 167f. 
 
 Irkinski River area: III, 41. 
 
 Irkut River, bridges over: III, 17. 
 
 Irkutsk: 1, 15, 22; III, 16, 19; II, 121, 141, 
 
 164ff, 17011; III, 16, 17, 93, 98fl. 
 Irkutsk, horses at: I, 39. 
 Iron: IV, 105. 
 Iron mines: 
 
 Kaisen: II, 88. 
 
 Makkaveyevo: II, 143. 
 
 Petrovski-Zavod: II, 118, 152. 
 
 Irkinski River area: III, 41. 
 
 Kini River area: III, 41. 
 jron and steel works at Verkhne-Tagil- 
 
 IV, 109. 
 Iron works: 
 
 Irbitski: IV, 87. 
 
 Kamennaya: IV, 85. 
 
 Minyar: IV, 48. 
 
 Sotka: IV, 44. 
 
 Sima: IV, 47. 
 
 Verkhne and Nizhni Zalozninski: 
 IV, 97. 
 
 Verkhne-Isctski: IV, 81. 
 
 Zlatoust: IV, 42. 
 
 Zood: IV, 81. 
 Irtysh Corporation (Ltd.): I, 52f. 
 Irtysh River: III, 72f; IV, 142. 
 Iset: IV, 106. 
 Ishim: HI, 86: IV, 74f, 131.
 
 vl 
 
 INDEX. 
 
 Isil-Kul: IV, 14. 
 Istok: IV, 80. 
 Itat: III, 42. 
 Izlunorskaya: III, 43. 
 Fzilbashski: III, 118. 
 Izvcstkovy: III, 120. 
 Jakuboku: II, 84. 
 .larkul: IV, 39. 
 Jcrmantus: IV, 1.50. 
 .Ii's Kiisgan: IV, 1.53. 
 Jido: II, 80. 
 Jim-an: II, 88. 
 Jusal: IV, 1.54. 
 Kabanovka: IV, 54. 
 Kabansk: II, 180. 
 Kacha: III, 37. 
 Ka-chi-ka-sao: II, 127. 
 Kachirski: III, 119. 
 Kaohug: III, lOOfif. 
 Kaida-ul: IV, 150. 
 Kaijyo: II, 87. 
 Kainsk: III, 95. 
 Kaiask-Tomski: III, 64f. 
 Kai-ping: II, 75. 
 Kaisen: II, 88. 
 Kalachinskaya: III, 66. 
 Kalgan: II, 120ff. 
 Kalgan, caravan route: 1, 10. 
 Kalgan- Urga district: II, 123. 
 Kalkoman: IV, 150. 
 Kaliuo: IV, 114. 
 Kalmanka: III, 82. 
 Kalmytskiye Mycy: III, 107. 
 Kama River: IV, 114. 
 Kamala: III, 2S. 
 Kamarehaga: III, 29. 
 Kamen Rybolov: II, 174, 175. 
 Kamyshet: III, 24. 
 Kaniyshlov: IV, 79. 
 Kamyshlov Lakes: IV, 13. 
 Kamyshlov: IV, 132. 
 Kamyshlovka: IV, 139. 
 Kamyshova; III, 95. 
 Kandi Kara Su: IV, 150. 
 Kandry: IV, 158. 
 
 Kansk: III, 91, «4. 
 
 Kansk- Yenlseiski: III, 27. 
 
 Kanpo: II, 87. 
 
 Kan River: III, 27. 
 
 Kaolinen: II, 90. 
 
 Karagandy: IV, 144, 1.52. 
 
 Karanor: II, 128. 
 
 KarasuLskaya: IV, 75. 
 
 Karatamar: IV, V.i9. 
 
 Kargat: 111,63. 
 
 Karkarulinsk: IV, 150, 152. 
 
 Karmak: IV, 78. • 
 
 Karymskaya: II, 70, 140-143. 
 
 Kassark Pai: IV, 1.53. 
 
 Kataisk: IV, 85. 
 
 Kayandi, horses at: I, 39; III, 29. 
 
 Kayasan: IV, 23. 
 
 KeigenR. R.: 11,86. 
 
 Keijj'o: II, 86; III, 51. 
 
 Kemckug: III, 38. 
 
 Keisel: II, 87. 
 
 Kerak: II, C4. 
 
 Kereinovo Coal Mines: III, 51. 
 
 Kez: IV, 96. 
 
 Khabarovsk: I, 15; II, 54, 95, 96, 98, 99, 
 
 100, 106, 175, 176, 178. 
 Khabarovsk, horses at: I, 39. 
 Khadabulak: II, 141. 
 Khailar: II, 38. 
 Khandaokhetsy (Hong-tau-ho-tze): II 
 
 33. 
 Khanka (Hanka) Lake: II, 174i. 
 Khilok: II, 151. 
 Khinhui: III, 23. 
 KMngan: II, 37. 
 Khingan Tunnel: II, 16. 
 Khomutovskaya: III, 101. 
 Khrebet Uralski: IV, 112. 
 Khrustalnaya: IV, 88. 
 Khudyakovo: IV, 87. 
 Khudoyelanskaya: III, 23. 
 Kibi: II, 84. 
 Kiho station: II, 83. 
 Kimiltei: III, 21. 
 Kimkan: II, 57.
 
 INDEX. 
 
 Vil 
 
 KandysJiovka: IV, 162. 
 
 Kinel: IV, 55. 
 
 Kini River area, iron mines: III, 41. 
 
 Kinko: II, 87. 
 
 Kinsen: II, 84. 
 
 Kinson: II, 86. 
 
 Kirin: II, 79. 
 
 Kiselenski coal mines: III, 50. 
 
 Kishert: IV, 90. 
 
 Kitaiski-Razyezd: II, 142. 
 
 Kitatpusis coal mines: III, 50. 
 
 Kito River: III, 18. 
 
 Kiya River: III, 43. 
 
 Kizel: IV, 120. 
 
 Kluch: II, 178. 
 
 Kluchevskaya: III, 91. 
 
 Kluchinskaya: III, 26. 
 
 Klyavlino: IV, 158. 
 
 Klyukvennaya: III, 28. 
 
 K'o-bal: II, 128. 
 
 Kobdo: III, 77. 
 
 Koehenovo: III, 62. 
 
 Koinovo: III, 105. 
 
 Koiva: IV, 113. 
 
 Kokan: II, 85. 
 
 Kokchelovsk: IV, 153. 
 
 Kokkyo: 11,88. 
 
 Kolchedan: IV, 85. 
 
 Kolohugino: III, 51. 
 
 Kolomzino: IV, 72. 
 
 Koloniya: 111,66. 
 
 Komarikhinskaya: IV, 114 
 
 Kopevo: III, 40. 
 
 Kopi: IV, 120. 
 
 Kordon: IV, 90. 
 
 Korean Railroad: 1, 10. 
 
 Koshu: II, 88. 
 
 Kosui: II, 87. 
 
 KoreUno: IV, 117. 
 
 Korfovskaya: II, 53. 
 
 Kornilovka: 111,66. 
 
 Kosh-Agach: III, 109, 1131. 
 
 Kosulino: IV, 80. 
 
 Kosul River: III, 42. 
 
 Kotikovo; II, 53. 
 
 Kourovka: IV, 89. 
 
 Koyerak: IV, 39. 
 
 Koyu: II, 89. 
 
 Kozhurla: 111,64. 
 
 Krasnaya: III, 94. 
 
 Krasnoyarsk: 1, 15. 
 
 Krasnoyarsk: III, 15, 17, 31, 89fl, 94. 
 
 Kjasnoyarskaya: III, 108; IV^, 131. 
 
 Kryazh: IV, 59. 
 
 Krivinsld: III, 120. 
 
 Krivoshchekovo: III, 62. 
 
 Kropachevo: IV, 47. 
 
 Krotovka: IV, 54. 
 
 Krutsyar: III, 40. 
 
 Ksa-chi-ke-t'u: II, 127. 
 
 Ksenyevskaya: II, 65. 
 
 Kubelisk: IV, 143. 
 
 Kuda Valley: II, 173. 
 
 Kuenga: II, 69,t)6. 
 
 Kuitun: III, 21. 
 
 Kakkin: II, 83. 
 
 Kukushtan: IV, 91. 
 
 Ku-le-pan-t'on-le'Kai: II, 128. 
 
 K'u-U-an-de-re: II, 128. 
 
 Kulomzino: IV, 13. 
 
 Kultuk: II, 162fi. 
 
 Kumarskaya: II, 111. 
 
 Kundur: II, 57. 
 
 Kung-chuling: II, 78. 
 
 Kungui" IV, 90f, 132. 
 
 Kurgan: III, 86; IV, 19. 
 
 Kurzan River, bridge over: III, 23. 
 
 Kushaki: IV, 141. 
 
 Kuskunskaya: III, 94. 
 
 Kushva: IV, 116. 
 
 Kutulik: III, 20. 
 
 Ku-t'u-lu: II, 127. 
 
 Kustanai: IV, 39. 
 
 Kuzma: IV, 96. 
 
 Kuznetsk: III, 511'. 
 
 Kuznetsk coal mines: Hi, i^, iMi 
 
 Kuznetsk Railway: HI, 4811. 
 
 Kwakusan: II, 89. 
 
 Kyakhla: II, 121 H, 129. 
 
 Kyakhta, horses at: I, 39.
 
 VIU 
 
 INDEX. 
 
 Kyshtym: IV, 125. 
 
 Lake Baikal: II, 157, 159-n", l(i9-173; IV, 
 
 133. 
 J>ake Baikal, city: II, 164. 
 Lake Ubinskoye: III, 64. 
 Lake Ustyantsev: III, 65. 
 Laya: IV, 111. 
 Lobyazhya: IV, 18. 
 Lebcdinskoye coal mines: III, 45. 
 Lofinskaya: II, 175. 
 Lena gold fields: III, 98. 
 Leiiskoye Gold Industrial Co.: I, ."(OIT. 
 Lcshevo-Zamarayevo: IV, 8fi. 
 Lesopisnaya: IV, 117. 
 Levshino: IV, 114. 
 Liao-yang: II, 75. 
 Lice: I, 24ff. 
 Lieushankuaii; II, 90. 
 Lipovtsy: II, 31. 
 Lipyagi: IV, .59. 
 Litvinovo: III, 48. 
 Lolonskaya: III, 120. 
 Lovlya: IV, 118. 
 Londoko: II, .57. 
 Longmayo: II, 175. 
 Lower Tambovskoyc: II, 109. 
 Lumber, along Amur River: II, 100. 
 Lunevka: IV, 120. 
 Lurinski Rudnik: IV, 119. 
 Lyady: IV, 114. 
 Lyalya: IV, 118. 
 Lybinskaya: IV, 72. 
 Lyedyauaya: II, 63. 
 Machinery: I, 49-ff. 
 Magda: II, 63. 
 Mago: II, 106. 
 Ma-hi-tu: II, 126. 
 Maimaichen: II, 130. 
 Makkaveyevo: II, 143. 
 Makushino: IV, 18. 
 Malo-Mikhailovskoye: TI, 107. 
 Malta; III, 18, 93. 
 Malta coal mines: III, IS. 
 Mamlyutka: IV, 18. 
 
 Manchuria Station: I, .39; II, :J8; III, 15 
 
 II, 141. 
 Mancluirskaya: III, 101. 
 Mangat: I\", 73. 
 Ma-ni-tu: II, 128. 
 Marianovka: IV, 13. 
 Mariinsk: II, 107; III, 43, 94. 
 MaslyaiLskaya: IV, 73. 
 Matsyaokhe: II, 32. 
 Matinski: IV', 140. 
 Matsiyevskaya: U, 141. 
 Mauk: IV, 126. 
 
 Mazalovski coal mines: III, 45. 
 Meat: IV, 20, 11. 
 Medvyezhskoye: III, 106. 
 Melekess: IV, 160. 
 Mendeleyevo: IV, 95. ■ 
 Mezheninovka: III, 46. 
 Me-ri-ka-sao: II, 127. 
 Miao-tan: II, 126. 
 Miass: IV, 401. 
 
 Mikhailo-Semyonovskaya: II, 109. 
 Mikhalevo: II, 164. 
 Mines: 1, 49fl. 
 Minino: III, 37. 
 I Minusinsk coalmines: III, 41. 
 Minusinsk: III, 41. 
 Minusinsk, horses at: I, 39. 
 Minyar: IV, 48. 
 Minyar Steel Works. 
 Misovaya: II, 15711-180. 
 Mitsuyo: II, 83. 
 Mizgily: 1, 139. 
 Mochuri: II, 89. 
 Modaoshi: II, 33. 
 Mogocha: II, 65. 
 Mogotni: II, 142. 
 Mogzon: II, 151. 
 Monetnaya: IV, 86. 
 Mon-\vu-shu: II, 128. 
 Moskalenki: IV, 14. 
 Mosquitoes: I, 26. 
 Moto\iliklia: IV, 115. 
 Mouth of thfSungacha: 11.175.
 
 INDEX. 
 
 iz 
 
 Mramorskaya: IV, 128ff. 
 Muchnaya: II, 51. 
 Mukden: II, 76. 
 Mukhanovo: IV, .54. 
 Muliss: II, 32. 
 Mulyanka: IV, 91. 
 Muravyov-Amurski: II, 52. 
 Mursolimkino: IV, 45. 
 Mutan River: II, 33. 
 Myandukhe: II, 37. 
 Mylnaya: IV, 59. 
 Nadezhdinskaya: II, 29. 
 Nadezhdinski Zavod: IV, 118. 
 Nagornaya: IV, 120. 
 Nanfeu: II, 90. 
 Nansen: II, 87. 
 Nanski: II, 89. 
 Narcha River: II, 97. 
 Nazyvayevskaya: IV, 73. 
 Nerchinsk: II, 179. 
 Nevyansk: IV, 107f. 
 Neivo-Rudyanskaya: IV, 107. 
 Nicholas Iron Works: IV, 47. 
 Nikolayevsk: I, 14; II, 96, 99, 100, 104fl. 
 Nikolayevski Zavod: I, 50. 
 Nikolsk-Ussuriiski: II, 16, 30, 174; III, 9, 
 
 10, 50. 
 Nizhne-Udinsk: III, 23, 93. 
 Nizhne-Uvelskaya: IV, 38. 
 Nizhni-Get, Government Works: IV, 
 
 130. 
 Nizhni-Salda: IV, 115. 
 Nizhni-Tagil: IV, llOf. 
 Nizhni-Tuxinski Zavod: IV, 117. 
 Novo-Nikolayevsk: 1, 16,39; III, 17, 53flf, 
 
 61f, 76, 87, 92, 105. 
 Novo-Voskresenskaya: II, 111. 
 Nura crossing: IV, 146. , 
 
 Nurlat: IV, 159. 
 Nurinsk: IV, 143. 
 Obi River, bridge over: III, .56. 
 Obluchye: II, 57. 
 Obsharovka: IV, 60. 
 Occupations: II, 15f. 
 Oka River, bridge over: III, 21. 
 
 0-ke-tu: II, 127. 
 
 Oldoi: II, 64. 
 
 Olovyannaya: II, 142. 
 
 Olzonevsk: III, 101. 
 
 Omsk: I, 16; III, 61, 62, 66ff, 95, 118, 119; 
 
 IV, 12. 
 Omsk Railway: I, 55. 
 Omutinskaya: IV, 75. 
 Ongudai: III, lllf. 
 Onokoi: II, 153. 
 Onon: II, 70. 
 Onon River: II, 97. 
 Operating conditions: I, 60. 
 Orkhon River: II, 121. 
 Orositely: III, 40. 
 Orsk gold fields: I, 49f. 
 Oshchepkovo: IV, 79. 
 Osinovsk coal mines: III, .50. 
 Ou-Ke-morer: II, 128. 
 Ozerk-i: III, 106. 
 Ozernaya: IV, 39. 
 Ozerny: III, 108. 
 P'ang-hong: II, 126. 
 Parcels post: 11,120. 
 Pashiya: IV, 113. 
 Pashkova: 11,109. 
 Pavlo-Anatolyevski: IV, 110. 
 Pavlodar: III, 119, 150. 
 Pavlovski: IV, 110. 
 
 Payment for transport and food: I,42r. 
 Peking: II, 119. 
 Penhsihu: II, 90. 
 Pereyomnaya: II, 180. 
 Perm: 1,17: IV, 92ff, 132. 
 Perm Ry.: I, 55. 
 
 Petrop^vlovsk: IV, 15, 136, 153, 12. 
 Petrovskaya: 11,109. 
 Petrovski-Zavod: II, 118, 152. 
 Pi-li-ker-a-ma: II, 128. 
 Platinum: IV, 104. 
 Plotnikovo: 111,51. 
 Podbyelskaya:IV,54. 
 Podstepny: III, 120. 
 Podyom: IV, 78. 
 Pogranichnaya: 11,31.
 
 INDEX. 
 
 Pognmnaya: IV, 159. 
 Pokhvistnevo: IV, 53. 
 Poklovskaya: IV, 79. 
 Pokrovka: 11,50. 
 Pokrovskaya:III, 118. 
 Pokiovski: II, 111. 
 Pokrovski: II, 17'J. 
 Poldnevaj-a: IV, 128. 
 Polotayevo: IV, 37. 
 Polevsk Works: IV, 129. 
 Poloi: IV, 98. 
 Po-lon-che: II, 126. 
 Polovina: III, 18. 
 Polovinka: IV, 120. 
 Polovinskoi Channel: II, 107. 
 Po-lu-ting: II, 127. 
 Pompeyevka: II, 109. 
 Population: III, 70, 76, 83, llOf, 11-Jf : IV 
 135, 113, 148. 
 
 Along Amur River, II, 100. 
 
 Chita: II, 145. 
 
 Irkutsk: II, 165. 
 
 Trans-Baikal Plateau: II, 139, 140., 
 Portable Freight Carriers: 1, 7i. 
 Port .Vrthur (Ryojun): II, 74. 
 Pospyelikha: III, 82. 
 Post road from Nevyansk to Verkhne- 
 
 Tagil: IV, lOSf . 
 Poststations: 1,32. 
 Posolskaya: II, 157. 
 Povalikha: III, 77, 106. 
 Povarotnaya: II, 112. 
 Pozdyeyevka: II, 58. 
 Priiskovaya: III, 09. 
 Priyutovo: IV, 52. 
 Prokopyenski Coal Mines: 111,50. 
 Prokhasko: II, 51. 
 Prosnitsa: IV, 98. 
 Pryesny: III, 119. 
 Pu-lan-tiers: II, 74. 
 Pumps: I, 56. 
 Purchase agents: I, 42. 
 Pyatoryzhski: III, 119. 
 Pyatoyarski: III, lOS. 
 Pyeschanovskaya: III, 119. 
 
 Pyetukhovo: III, 94. 
 
 Pyrlte mine at Kalata: IV, 109. 
 
 Raddye: II, 109. 
 
 Railroads: 
 
 Altai: III, 75. 
 
 Amur River Railroad: II, 178. 
 
 Chosen Railroad: II, 82, 86. 
 
 Keigen Railroad: II, 86. 
 
 Selenga Valley Railroad: II, 118. 
 
 South Manchuria Railroad: II, 82, 
 90. 
 
 Tomsk: III, 15, lOfl. 
 
 Trans-Baikal: II, 143, 144, 1621. 
 
 Ussuri Railroad: II, 174. 
 Rain: I, 20. 
 Raskatikha: III, 51. 
 Rayevka: IV, 51. 
 Razdolnoi: II, 174. 
 Razdolnoye: II, 29. 
 Razgon: III, 25. 
 Reidi: II, 89. 
 Reinovo: II, 179. 
 ReLnovo, Jalinda: II, 111. 
 Reisei River: II, 87. 
 Repair shops: I, 56f; III, 34, 53, 67. 
 Revda: IV, 88. 
 Rikiho: II, 88. 
 Rivers: I, 34ff, 72; III, 33. 
 Rivers, list of: 
 
 Amur: II, 95ff, 100, 10411, 176fl. 
 
 Angara: II, 164f; III, 18, S8f. 
 
 Argun: II, 97, 112. 
 
 Biryusa: III, 25. 
 
 Brigna: II, 152. 
 
 Bureya: II, 110. 
 
 Chita: II, 97. 
 
 Chulym: III, 39, 92. 
 
 Chuya: III, 114. 
 
 Ingoda: II, 97. 
 
 Irkut: II, 164f, 167ff. 
 
 Irtj-sh: III, 69f, 83fl, 118. 
 
 Kan: III, 27. 
 
 Khilok: II, 151. 
 
 Lena: III, lOlf. 
 
 N'ercha: U, 97.
 
 INDEX. 
 
 zi 
 
 Rivers, list of — Continued 
 
 Obi: III, 78f, 88fl. 
 
 Onon: II, 97. 
 
 Orkhon: II, 121. 
 
 Selenga: II, 131. 132, 153, 157. 180. 
 
 Shilka: II, 97, 112. 
 
 Sungari: II, 95, 99, 109f. 
 
 Tula: II, 121. 
 
 Uda: II, 152, 153. 
 
 Ussuri: II, 109, 175. 
 
 Volga: IV, 157, 162. 
 
 Yenisei: III, 29, 32fl, 88fi. 
 
 Zeya: II, 97, 99, 178. 
 Roadbed: I, 55. 
 Road markers: I, 32. 
 Roads in summer: I, 30. 
 Roads in winter: I, 31. 
 Rogati, Cape: II, 103. 
 Roka: II, 89. 
 Rolling stock: I, 59f. 
 Roryoshin: II, 86. 
 Rozengartovka: II, 53. 
 Rubtsovka: III, 83. 
 Rukhlovo: II, 64. 
 Rybinskoyc: III, 28. 
 Rybnaya River, bridge over: III, 28. 
 Ryozh: IV, 87. 
 Ryosaku: II, 89. 
 Ryuzan: II, 86. 
 Rudyanskaya: IV, 86. 
 Sabik: IV, 89. 
 Saiho: II, 88, 89. 
 Sakhalin Island: II, lOlfl. 
 Sa-Ia-ho-shan: II, 128. 
 Sai-shan-tan: II, 128. 
 Salka: IV, 115. 
 Samara: I, 161; IV, 35, 5511'. 
 Samara-Zlatoust Railway: I, 55. 
 San-shih-li-pu: II, 74. 
 San-ohin: II, 128. 
 San-pu-lang: II, 127. 
 Sanroshin: II, 83. 
 Sarai-Gir: IV, 53. 
 Sara Su: IV, 146fl. 
 Sarbai: IV, 54. 
 
 Sarga: IV, 90. 
 
 Satka Iron Works: IV, 44. 
 
 Saushkovo: III, 107. 
 
 Sa-wu-shu: II, 128. 
 
 Sbyega: II, 66. 
 
 Seasons: I, 21. 
 
 Seido: II, 84, 87. 
 
 Seikei: II, 88. 
 
 Seiseiri: II, 85. 
 
 Selenga: II, 157. 
 
 Selenga River: II, 131, 132, 153, 157, 180. 
 
 Selenga Valley Railroad: II, 118. 
 
 Selyanka: IV, 114. 
 
 Sekika: II, 89. 
 
 Semipalatinsk: III, 83ff, 108, 120. 
 
 Semipalatinsk, horses at: I, 39; III, 83ff, 
 
 108, 120. 
 Semiyarskaya: III, 120. 
 Sensen: II, 89. 
 Seversk Works: IV, 129. 
 Shabuniehi: IV, 95. 
 Shadrina: III, 107. 
 Shadrinsk: IV, 86. 
 ShaCranovo: IV, 51. 
 Shahochen: IV, 90. 
 Shaitanka: IV, 110. 
 Shaksha: IV, 49. 
 Shakhta: IV, 118. 
 Shalya: IV, 90. 
 Shamar-Daban Pass: II, 156. 
 Shamary: IV, 90. 
 Shang-ven-hao: II, 127. 
 Sharentovan: II, 89. 
 Shari-in: II, 88. 
 Sheashnikovo: IV, 159. 
 Sheblina: III, 110. 
 Sheep: I, 41; II, 124. 
 Shemonayevskaya: III, 107. 
 Shentala: IV, 159. 
 Sheragul: III, 22. 
 Shihchiaotzu: 11,91. 
 Shiko: II, 86. 
 Shikusan: II, 88. 
 Shi-li-h-'u-t'uk: II. 128. 
 Shilka: II, 70.
 
 xu 
 
 INDEX. 
 
 Shilka River: 11,97, 112. 
 Shilkino: II, 112. 
 Shimbaku: II, 87. 
 Shinakovka: II, .51. 
 Shin-anshu: 11,88. 
 Shindo: II, 84. 
 Shingak-Kul: IV, 51. 
 Shingi-shu: II, 89. 
 Shin-Nanshin: II, 85. 
 Shinson: II, 85. 
 Shipping centers: I, .35f. 
 Shipping system: 1,71. 
 Shipimovo: III, 82. 
 Shira: III, 40. 
 Shishi: IV, 120. 
 Shishino: III, 51. 
 Shubenka: III, 109. 
 Shufurei: II, 84. 
 Shulbinskoye: III, 108. 
 Shumikha: IV, 22. 
 Shumakovo: IV, SO. 
 Shushi: IV, 139f. 
 
 Siberia, eastern entrances to: II, 9. 
 Siberian Plain: III, 15. 
 Siberian Plain, routes across: 1, 13f. 
 Sidings: I, 55. 
 Sil-bern: II, 127. 
 Silinkhe: II, 32. 
 Slraairon works: IV, 47. 
 Simbirsk: IV, 157, IfiOff. 
 Simskaya: IV, 47, 84. 
 Sledges: I, 44. 
 Smyshlyayevka: IV, 55. 
 Snow: I, 20, 31. 
 Sobolinaya: II, 112. 
 Sochondo: II, 151. 
 Soflisk: II, 108. 
 Sokur: III, 53. 
 Solevarni: IV, 121. 
 Son: III, 40. 
 Sorokino: III, 29. 
 Sosifovski: IV, 110. 
 
 Southern Manchuria Railroad: 1,10: II, 
 82, 90. 
 
 Spasski: IV, I44fl. 
 
 Spasski iron works: IV, 1441T, 15.S. 
 
 Spring: I, 22. 
 
 Sryetensk: II, 07, 95, 112, 179. 
 
 Staro Semipalatinski: III, 120. 
 
 Stations: I, 50; III, 24. 
 
 Strategic centers: 1, 14ff: II, 10: IV, 09 
 
 Su-chia-tun: II, 70. 
 
 Sudzhenka: III, 43, 17. 
 
 Sudzhenka coal mines: III, 10, 17, 44. 
 
 Sudzhenka coal mines, railroad to: III, 
 
 44. 
 Suigen: II, 85 
 Suishoku: II, 86 
 Sukhovskaya: III, 18 
 Suleya: IV, 45. 
 Summer: I, 22. 
 
 Sungari River: II, 95, 99, 109ff. 
 Surgut: IV, 54. 
 Suslevo: III, 42. 
 Sviyagino: II, 51. 
 Sylva: IV, 114. 
 Sylva River: IV, 114. 
 Syronstan: IV, 41. 
 Sysert works: IV, 128. 
 Syzran: IV, 35, 61. 
 Ta-ba: II, 129. 
 Taiden: II, 85. 
 Taiga: III, 17, 45. 
 Taikyu: II, 84. 
 
 Tai-Ma-Kow (Daimogon) II, 32. 
 Taishet: III, 25. 
 Taishin: II, 84. 
 Taldan: II, 63. 
 Taldy-Bulak: IV, 52. 
 Talitski: III, 108. 
 Talmenskaya: III, 106. 
 Tangshancheng: II, 90. 
 Tang-kang-tzu: II, 75. 
 Tankai: II, 162. 
 Tanks: I, 56. 
 Tao-la: II, 128. 
 Tao-la-h'u-tu-ke: II, 127. 
 Tao-Iai-chao: II, 79.
 
 INDEX. 
 
 Xlll 
 
 Tapucha: III, llOf. 
 
 T'apu-hai-Ia: II, 126. 
 
 Tarbagatai: II, 151. 
 
 Tasty Adir: IV, 151. 
 
 Ta-shih-chiao: II, 75. 
 
 Ta-t'a-la: II, 128. 
 
 Tat&rskaya: III, 66. 
 
 Tatarski: III, 119. 
 
 Tataurovo; It, 156. 
 
 Tautino: III, 39. 
 
 Tavatui: IV, 106. 
 
 Tavtimarovo: IV, 49. 
 
 Teapots: I, 47. 
 
 Tebisskaya: III, 65. 
 
 Teishu: II, 89. 
 
 Telma: III, 18. 
 
 Temperature: 1, 18. 
 
 Te-tu-he zinc mine: I, 50. 
 
 Tieh-ling: II, 77. 
 
 Timashevo: IV, 54. 
 
 Tinskaya: III, 26. 
 
 Tiptugary; II, 65. 
 
 Tobolsk, map: III, 84. 
 
 Toguzak: IV, 39. 
 
 Tokushi: IV, 15. 
 
 Tolkai: IV, 54. 
 
 Tom River, bridge across: III, 48. 
 
 Tomsk: I, 15; III, 17, 46f, 94. 
 
 Tomsk Railway.: I, 55. 
 
 Tomsk Railroad: III, 15, 16ff. 
 
 Tomsk: II Station III, 46. 
 
 Tomskaya: II, 99. 
 
 Tomylovo: IV, .59. 
 
 Topchikha: III, 82. 
 
 Topki: III, .51. 
 
 Torin: II, 89. 
 
 Train capacity: I, 60. 
 
 Trans-Baikal Railroad: II, 143, 144, 1621. 
 
 Trans-Baikal Plateau: II, 118, 1.39ff, 159. 
 
 Trans-Baikal Railway: I, 55-III. 23. 
 
 Transport animals: I, 38-11. 
 
 Transportation: III, 68, 99f; IV, 136f. 
 
 Transportation by rail: I, 29. 
 
 Transportation on rivers: I, 3411. 
 
 Transj)ortation by road: I, 29f. 
 
 Trans-Siberian Railway: I, 9, .5411. 
 
 Trans-Siberian Railway, carrying capa- 
 city: I, 70£F. 
 Troitsk: IV, 38. 
 Troitskoye: II, 109. 
 Troitskosavsk: II, 131. 
 Tsa-ling-ke-lo: II, 127. 
 Tsao-hao-ke-er: II, 126. 
 Tsaohokou: II, 90. 
 Tsitsihar: II, 16, III, 14, 36. 
 T'u-Ch'ingtzu: II, 126. 
 Tuerin: II, 128. 
 Tugulym: IV, 79. 
 Tu-hu-mung: II, 127. 
 Tuimaza: IV, 158. 
 T'u-ku-eu: II, 127. 
 Tula River: II, 121. 
 Tulumbasy: IV, 90. 
 Tallin: III, 22. 
 Tulun coal mines: III, 22. 
 Tundra: I, 11. 
 Tundush: IV, 44. 
 Tungvuangpu: II, 90. 
 Tunnels: I, 58f., 111. 27. 
 Tmgenevka: IV, 55. 
 Tutalskaya: III, 48, 95. 
 . Tyazhin: III, 42. 
 Tygda: II, 63. 
 Tyoplaya gora IV, 112. 
 Tyret: III, 21. 
 
 Tyumen: III, 87; IV, 77f, 132. 
 Ubinskaya: III, 64. 
 Uclium Ozero: III, 40. 
 Uda River, bridge over: III, 23. 
 Uda River: II, 152, 153. 
 Ude: II, 123, 125, 128. 
 Udung: II, 128. 
 
 Ufa: IV, 157, 158; IV, 34; I, 16; IV, 49f. 
 Ufalei: IV, 126IT. 
 Ugolnaj'a: 11,29. 
 Uibat: III, 40. 
 Uius: III, 40. 
 Uk: III, 24. 
 Uktus:IV, 130. 
 Ukuryci: II, 66. 
 U-Lan-nao: II, 127. 
 Ulmin: II, 63. 
 Ulu-Telyak: IV, 48. 
 Ulyatka: II, 64.
 
 XIV 
 
 IJNDEX. 
 
 Unden: 11, 89. 
 
 Upper Tambovskoye: II, 109. 
 
 Ural Fan: I, 14. 
 
 Urga: 111, 17; II, 119, 120ff, 12911. 
 
 Uril: II, 58. 
 
 Urlyutyupskaya: III, 119. 
 
 Urulga: II, 70. 
 
 Urusha: II, 64. 
 
 Urzhumka: IV, 42. 
 
 U-San: II, 85. 
 
 Ushumun: II, 63. 
 
 Usofskaya: IV, 121. 
 
 Uspenski: IV, 148, 152. 
 
 Ussuri: II, 51. 
 
 Ussuri River: II, 109, 175. 
 
 Ussuri Ry.: I. 54; III, 25; III, 20: 1, 10, 
 
 II, 174. 
 Ust-Ilskaya: II, 112. 
 Ust-Inj-a: III, 112f. 
 Ust-Kamenogorsk: I, 39; III, 77. 
 Ust-Kotav: IV,47. 
 Ust-Ordinskaya: III, 101. 
 Ust-Talmenskaya: III, 77. 
 Ust-Tiskos: IV, 112. 
 Usva: IV, 119. 
 Utyos: IV, 119. 
 Utk-Iron Works: IV, 89. 
 Uzhar: III, 40. 
 Vagai: IV, 76. 
 Vagranskaya: IV, 118. 
 Vaiai: II, 28. 
 V'alezlmaya: IV, 114. 
 Varga-shi: IV, 19. 
 \'ereshchagino: IV, 95. 
 Verklmaya: IV, 117. 
 X'erkhne: 
 
 Xeivinsk: IV, 106. 
 
 Udinsk: I, 15; II, 118, 141, 15311, ISO. 
 
 Uralsk: IV, 39. 
 Verkhni: 
 
 Kyshtym: IV, 125f. 
 
 Salda: IV, 115. 
 
 Sysert Works: lY, 128. 
 \'erkhoturye: IV, 117. 
 Vitim Plateau: II, 118. 
 Vizhai: IV, 113. 
 
 Vladivostok: I, 14; II, 16ff; III, 4, 5, 6, 
 7. 8, 15, 28, 174. 
 
 Vogulka: IV, 90 
 Volkovo: IV, 160. 
 Voloehayevka: II, 56. 
 Voznesenski: 11, 109. 
 Vozzhaycvka: II, 59. 
 Vsesvyatskaya: IV, 113. 
 Vsevolodo-Vilva: IV, 120. 
 Vyatka: I, 17, 98f. 
 Vyatskoye: II, 109. 
 Vyazeniskaya: II, 53. 
 Vyazovaya: IV, 45f. 
 Vyerino: II, 53. 
 Vyya: IV, 117. 
 Wagons: I, 40, 43. 
 Wakwan: 11,84. 
 Water supply: 1,56. 
 Wei-chen: 11,128. 
 Western Siberia: IV, llf. 
 Wheeled vehicles: 1, 40. 
 Wind: I, 21. 
 Winter: I, 21f. 
 Winter quarters: 1,171. 
 Wu-chu-er: II, 128. 
 Wu-lan-hu-tuk: II, 128. 
 Wulungpet: II, 90. 
 Yablonovaya: II, 150. 
 Yakeshi: 11, 37. 
 
 Yakushka: IV, 159. 
 
 Yalutorovsk: IV, 76, 131. 
 
 Yalutorovsk: 111,86. 
 
 Yaochienhutum: II, 91. 
 
 Yao-Men: 11,79. 
 
 Yeido: 11,85. 
 
 Yaiva: IV, 120. 
 
 Yar: IV, 97. 
 
 Yasasbnaya: IV, 116. 
 
 Yegorshinskoye: IV, 116. 
 
 Yegorshino: IV, 87. 
 
 Yeitoho: II, 86. 
 
 Yekaterinburg: IV, 88fi, 130, 132. 
 
 Yekaterinbiug: 1, 17. 
 
 Yekaterino-Nikolskaya: 11, 110. 
 
 Yekaterinoslavka: II, 58. 
 
 Yekaterinskoye: III, 107. 
 
 YeUzavetinski: III, 118. 
 
 Yermale: IV, 113. 
 
 Yemanzhelinskoyo: TV, 37. 
 
 Yenisei: III, 29.
 
 INDEX. 
 
 Yenisei River: III, 29, 32fl. 
 
 Yenisei River, Bridge over: III, 29(. 
 
 Yergash: IV, 91. 
 
 Yerofei Pavlovich: II, 64. 
 
 Yevgenyevka: II, 51. 
 
 Yevsino: 111,77. 
 
 Yokusen: II, 85. 
 
 Yumatovo: IV, 50. 
 
 Yurga: III, 48, 51. 
 
 Yurga (Kolchuginsk): III, 51. 
 
 Yiirgamysli: IV, 21. 
 
 Yurty: III, 25. 
 
 Yusen: II, 84. 
 
 Yushala: IV, 79. 
 
 Yutaza: IV, 158. 
 
 Zabitui: III, 20. 
 
 Zabitui coal mines: III, 20. 
 
 Zaglyadino: IV, 53. 
 
 Zai: IV, 158. 
 
 Zaigrayevo: II, 152. 
 
 Zalari: III, 20. 
 
 Zamzor: III, 25. 
 Za-ozyornaya: III, 28. 
 Zavitaya: II, 58. 
 Zavodo-ukovskaya: IV, 76. 
 Zeya River: II, 97, 99, 178. 
 Zhelyezinsk: III, 119. 
 Zhilino: III, 109. 
 Zilovo: II, 66. 
 Zima: III, 21. 
 Zima coal mines: III, 21. 
 Ziminskaya: III, 93. 
 Zimmermanovka: II, 109. 
 Zlato-ust: IV, 34, 42fif. 
 Zmyeinogorsk: III, 107. 
 Zubarevo: II, 70. 
 Zulzacha: II, 130. 
 Zinko: II, 87. 
 Zuyevka: IV, 97. 
 Zvod Iron Works: IV, 81. 
 Zykovo: III, 29. 
 Zyryanka: IV, 21.
 
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