Ufa Rail Bridge. Ufa rail bridge carries double tracked rail lines over the River Belaya. It is located at Ufa, the Republic of Bashkortostan, Russia.

History

Design
The origins of the bridge are closely associated with that of the Trans-Siberian Railway, for which the structure was built for. Construction of the bridge occurred between 1886 and 1888, having been built at the same time as several other railway bridges on the line, including three-span bridge across the River Ufa, east of Ufa. The construction of both bridges was overseen by civil engineer Professor Nikolai Belelubsky, who followed the specifications outlined in the 1884 edition for steel railway bridges. Due to this adherence to the same design standards, these two bridges shared similar features. The completion of these bridges played a pivotal role in facilitating the further extension of the Trans-Siberian line towards the eastern direction, ultimately connecting the towns of Zlatoust (in 1890) and Chelyabinsk (in 1892).

For the design of the bridge, Professor Nikolai Belelubsky was called in. Belelubsky was instrumental in bridge design, making two vital discoveries in building materials. He demonstrated that domestically produced cement matched the quality of English cement, significantly reducing construction costs. Additionally, Belelubsky advanced the understanding of carbon steel's mechanical properties. In 1882, he became the first in Russia to advocate for using steel in railroad bridge construction, a practice not yet systematically adopted in Austria and cautiously approached in Germany due to contemporary technical limitations. After evaluating carbon steel’s physical and chemical properties, he concluded it was a more reliable material than the then-prevalent wrought iron. His innovations enabled the replacement of wrought iron with steel in bridges along the Trans-Siberian Railway and laid the groundwork for future international steel specifications.

The bridge superstructure provided originally for six 109-meter (358 ft.) bowstring arch through truss spans over the river channel, with steel box girders. The design required meticulous alignment of the top and floor elements, known as cords, as well as the inter-cord elements, which are the web elements. These elements were all manufactured using open-hearth steel and were produced at the Votkinsk ironworks, which is now known as the Votkinsk Machine Building Plant located in Udmurtia. This ironworks had been utilizing open hearth furnaces since 1871, allowing to produce railway rails for the country's railway network.

Belelubski also introduced a groundbreaking method called "free carriageway", which transformed traditional bridge engineering. This innovative technique involved the use of articulated support for the cross beams of the travel surface, integrating them into the lower trusses of the bridge spans. It not only bolstered the bridge's structural integrity but also enhanced operational efficiency by minimizing strain on the truss components. The design gained international acclaim, receiving the prestigious Gold Medal at the 1890 Edinburg Exposition, becoming recognized globally as the "Russian style of support".

The bridge's superstructure was placed on masonry piers that were reinforced by triangular buttresses, also known as cutwaters, located upstream. These buttresses served the purpose of breaking up the ice that flows downstream during the spring season. It is important to mention that the clearance above the average high water level was approximately 17 meters (or 56 feet).

The bridge was officially opened to traffic on 8 September 1888 by Admiral Konstantin Posyet, Minister of Railway Transport. Although initially accommodating pedestrians via wooden sidewalks, access was later limited.

Bridge during the Civil War
In June 1919, during the Russian Civil War, Ufa became a key conflict zone as Admiral Kolchak's weakened forces strategically retreated. To delay their pursuers, they detonated the sixth (right-bank) section of the bridge using precision artillery on explosive-laden railcars, causing its collapse into the river. Despite this destruction, the White Army's efforts were thwarted as the notable 25th Rifle Division of Chapaev liberated Ufa on June 9, 1919.

The liberation of Ufa played a crucial role in the ongoing advancement of the forward detachments of the Red Army towards Siberia. To ensure a strategic position, the rear detachments of the Red Army made the decision to establish their presence near the bridge, on the right bank of the Belaya River, adjacent to Ufa. In the meantime, the crossing was in urgent need of rehabilitation. Due to a shortage of materials, the 'rehab job' experienced a significant delay. Additionally, there was a lack of appropriate construction equipment, leaving manual labor as the only option. To address the challenge, scaffolds were employed to restore the fallen truss, reminiscent of ancient Egyptians erecting pyramids. Progress was gradual, but the workers had little regard for the methods used in the Pharaonic era.

The bridge restoration involved around 2,500 construction workers and railway engineers, as the deteriorating structure was repaired temporarily to maintain traffic flow. This short-term fix led to a complete overhaul, where the damaged truss was replaced with a new one designed by Prof. Lavr Proskouriakov, following 1907 specifications. Proskouriakov, known for his designs of significant landmark bridges in the Russian Empire, also created structures across major rivers like the Yenisey and Amur.

Thanks to meticulous planning, crews replaced a compromised bridge section in just 11 hours, minimizing traffic disruption. The operation began with a 7-hour effort to remove the old span, followed by erecting a new truss that took 3 hours and 45 minutes. This impressive efficiency garnered recognition, as Vladimir Lenin sent a congratulatory telegram on October 10, 1919, thanking the hardworking team for their dedication and remarkable performance in the rehabilitation project.

Renovation
Within the Ufa Permanent Way Department's archives, a historical document from 1928 offers important information regarding the bridge's constraints. This information note indicates that the structural integrity of the bridge is insufficient to bear the weight of heavy trains featuring double-headed 0-10-0 locomotives and American gondola cars. The warning further indicates that when just one 0-10-0 locomotive must cross the bridge, it is essential to exercise great caution, requiring a notably reduced speed of only 8 km/h (5 mph).

During the 20th century, the bridge experienced several renovations to meet increasing traffic needs. Importantly, between 1937 and 1939, considerable reinforcement actions were undertaken, such as eliminating oversized components and incorporating additional metal reinforcements comprising roughly 4% of the weight of the trusses.

In 1949-51, construction train 417 upgraded the bridge for double-track operation. Outdated cutwaters were replaced with reinforced concrete pylons, supporting a new superstructure of unified trusses (Proektstalkonstruktsia 1943 specifications) designed for Class N-7 loads.

Between 1991 and 2001, the bridge was extensively repaired due to signs of aging. Its original superstructure, inadequate for modern needs, was replaced with a new, unified-truss design supporting Class S-14 loads. Outdated infrastructure, originally designed for lighter rail and engine traffic, proved inadequate for today's heavier loads. Contractor Open Joint-Stock Company Transtroymost oversaw its renovation. Extensive repairs, replacing all deteriorated components, ensure the bridge's safety and stability.

Ufa River Rail Bridge
The double-tracked railway bridge spanning the Ufa River, near Shaksha station, is a three-span structure (109m per span). Designed by Nikolai Belelubsky, and adhering to 1884 guidelines, it closely resembles its counterpart over the Belaya River.

In the chaotic time of the Civil War in 1919, retreating Admiral Kolchak's forces destroyed the 3rd left-bank span of a bridge. However, it was swiftly rebuilt in 1920 with a new truss designed by Professor Proskouriakov, adhering to 1907 specifications.

Between 1939 and 1940, the bridge underwent strengthening. This involved adding metal reinforcement, removing oversized components, and incorporating roughly 4% additional truss weight in reinforcing metal.

In 1951-52, construction train 414 doubled the capacity of a bridge by rebuilding its piers. Obsolete cutwaters were replaced with reinforced concrete pylons, supporting a new superstructure of unified N-7 load-bearing trusses (1931 Ghiprotrans Institute design). 

From 2001-2002, contractor Open Joint-Stock Company USK MOST replaced the outdated bridge superstructure with a new one using standardized, heavy-duty (Class N-7) trusses.

Interesting facts
The bridge's completion in 1888 marked an important milestone for the Dyoma River. In preparation for the bridge, an artificial channel was excavated, beginning 100 meters (329 ft) downstream from the existing highway bridge near the café known as "Zolotaya Rybka" (Goldfish). Straightening the Dyoma River prevented the need for a new bridge, though this altered its natural course. Before the intervention, it joined the Belaya River several kilometers downstream, via a now-oxbow lake—the Belaya's original channel until an 1854 flood redirected it. This created a shallower, easily fordable channel around Nizhegorodka ("lower town"), transforming the Kozorez area from an island into part of the mainland.
 The first color pictures of the bridge were taken by Sergey Prokudin-Gorsky in 1910. The process of photography was carried out by the method of registering on a single glass plate three separate images taken through the blue, green and red filters.
 Just upstream from the bridge lies a small island, a peninsula in summer. This seasonal shift results from a unique historical event: two bread-laden barges sank in the early 1900s. Their remains became a foundation for sediment accumulation, eventually raising the landmass above the waterline.

See also
 Nikolai Belelubsky
 Lavr Proskuryakov
 Trans-Siberian Railway

References

Notes

Sources
 Уфа, губернский город // Энциклопедический словарь Брокгауза и Ефрона: В 86 томах (82 т. и 4 доп.). — СПб., 1890-1907.  
 История Уфы: краткий очерк / Ганеев Р.Г., Болтушкин В.В., Кузеев Р.Г.. — Уфа: Башкирское книжное издательство, 1981. — 604 с. 
 Синенко С.Г. Город над Белой рекой. Краткая история Уфы в очерках и зарисовках 1574-2000. — Уфа: Государственное республиканское издательство «Башкортостан», 2002. — 5000 экз. 
 Нигматуллина И.В. Старая Уфа. Историко-краеведческий очерк.. — Уфа: Белая река, 2007. — 224 с. — 3000 экз. —

External links
 Ufa City Bridges (Black & White)  
 Education in Russia for Foreigners: University cities of Russia. Ufa
 Official website of Ufa
 Ufa virtual tour
 360 Panoramas of Ufa
 Photos of Ufa

Bridges completed in 1888
Railway bridges in Russia
Transport in Ufa
Truss bridges in Russia
Railway lines in Russia