The Salt Lake herald. [volume] (Salt Lake City [Utah]) 1870-1909, 1896-12-20
THE SALT LAKE HERALD SUNDAY. DECEMBER 20.

sian throne (now Nicholas I'D, returned
to Russian territory at Vladivostock
after his long journey to the east,
and there read his memorable imperial
receipt of the 18th of March, 1891, pub
lished at st. Petersburg in the name
of his imperial. highness the care
wich:
Having now commanded the imme-
diate construction of a railroad through
the entire length of Siberia with the
object of connecting these richly en-
bowed provinces of Siberia with the
internal network of railways. l com
mission you TO announce such as my
will on your return to Russian terri
tory, after having visited the foreign
lands of the east At the same time
lay upon you the act of inaugurating
the construction at the expense of the
crown of the Ussuri section of the
Grand Siberian railway at Vladivos-
took.
May your suspicious participation in
this truly national work which l have
undertaken, serve as a fresh witness of
my heartfelt desire to facilitate the re-
lations between Siberia and the other
portions of the empire and in such wise
make known to this region, which is so
dear to my heart, my livelieSt care for
its pacific progress
This decided the question of the con-
struction of the trans-Siberian railway
which had occupied the attention of the
government and nation for over third
of century. His imperial highness
the czarewich. in his subsequent home
ward voyage through the whole of
Siberia from Vladivostock to the Urals
became personally acquainted with
many of the immediate needs of this
portion of the empire and from that
time the problem of the realization of
this colossal work took a practical
form.
"As for the method of construction
he continued, turning to another por-
ton of the pamphlet. Il am at loss
to know just what to give you. The
Siberian railway, passing through an
enormous eXpanSe of country under the
most widely differing typographical
conditions, can not be all included in
one general technical type; and, on the
other hand, it would be impossible for
me to venture upon anything like a To-
cal description"
1 here suggested that few random
figures, selected from the data he had
before him might not prove amiss to
those who wished to gain some general
idea of the subject.
Very we'll, then" said he, eff you
will take out your note book and pencil
we will go over the ground together
TONS
The limiting grades on the level
country sections have been fixed at
0.006 to 0.00S and the radii of the curves
at 1850 feet; in the mountainous sec
lions the gradients have been taken
from 0.015 to 0.0174 and the radii at $40
feet. The earthwork for a single track
of the ordinary width is 1915 feet wide
on the embankments and 1910 feet wide
in the cuts.
For the passage of water under the
line and for crossing rivers, cast iron
and stone pipes and wooden bridges
are laid, where the force of the ice or
the character of the soil do not present
however, permanent iron bridges with
stone piers are built. Rails of 1923
pounds weight per foot run are being
used along the line on a layer of bal
last Is of a foot thick under the bottom
of the rail. All crossings are left I'M
guarded except those in towns or thick
~ populated points.
The greatest distance allowed be-
tween the stations is 1914 miles, which
corresponds to running capacity of
three sets of trains; in order to in
crease this to seven sets of trains per
"a hours on the main line, horizontal
spaces have been planned in order to
admit of intermediate siGetracks in
case of necessity.
Separate passenger buildings, built
of brick or wood, and as small as posi-
BILE. are being erected only at those
stations where a large number of
passengers are expected, or where it is
necessary to provide refreShment
rooms; at all other points some accom-
mediation is set apart in dwelling