Ufa Rail Bridge

Constr

Ufa Rail Bridge
Coordinates	54°43′06″N 55°54′28″E / 54.7182°N 55.9079°E / 54.7182; 55.9079
Carries	Originally single track it was later widened to double track.
Crosses	Belaya river
Locale	Ufa, Republic of Bashkortostan, Russia
Characteristics
Material	Steel, reinforced concrete, stone
Total length	655.5 m (2,151 ft)
No. of spans	6х109.25 m (358.4 ft)
History
Designer	Nikolai Belelubsky
Construction start	1886
Construction end	1888
Opened	September 8, 1888
Location

Ufa rail bridge carries double tracked rail lines over the River Belaya. It is located at Ufa, the Republic of Bashkortostan, Russia.^[1]

The Belaya River bridge was constructed as part of the Trans-Siberian Railway project between 1886 and 1888, alongside other vital spans like the three-span bridge over the Ufa River. The structure provided a permanent rail crossing for trains heading toward Ufa and paved the way for the line’s extension eastward, reaching Chelyabinsk by 1892.^[2][3]

The structure was erected according to the project of the distinguished Russian engineer, Professor Nikolai Belelubsky of the St. Petersburg State Transport University under the direction of chief engineer Vladimir Berezin and with geodetic support from Nikolai Boguslavskii. By the time of the design Nikolai Belelubsky already possessed two decades of bridge‑building experience and consistently pushed the limits of contemporary, progressive railway engineering.

One of the most significant contributions to modern bridge engineering came from Russian engineer Nikolai Beleleubskiy, who introduced a groundbreaking refinement known worldwide as the "Russian system." This innovation—the "free-moving deck"—allowed the roadway (or railway) of a bridge to expand and contract independently of the main truss, addressing critical challenges related to thermal expansion and structural stress in long-span bridges.^[4]

Beleleubskiy’s "Russian system" introduced a sliding mechanism between the deck and the truss, allowing the roadway to move freely while the main structural framework remained stable. Simply put, each end of the beam rests on a pivoting support, much like a seesaw. Thermal expansion or applied loads cause the beam to rotate slightly, automatically relieving excess stress without risking jamming or failure of the supports.

This innovation:

• Prevented stress accumulation by accommodating thermal expansion.
• Improved durability by reducing wear on fixed connections.
• Enhanced load distribution, making long-span bridges safer and more efficient.

This design was regarded as progressive because it reduced additional stresses in the truss members. At the 1896 Edinburgh International Exhibition, this construction received a Gold Medal and later entered worldwide bridge‑building practice as the "Russian system."^[5]

The Belaya River bridge was built to the Technical Regulations for Railway Bridges (1884), which prescribed limits on axle loads, span lengths, and material quality.

Although bridge construction at the time depended heavily on welded iron joints, Belelubsky's load tests proved cast steel's superior strength-to-weight ratio and fatigue resistance over welded iron in bridge construction. He advocated prefabricated steel components for reduced on-site labor and improved dimensional accuracy, despite resistance from government ministries concerned about supply chain disruption and retooling costs. His persistence led to the adoption of standardized steel profiles, transforming Russian construction and setting a precedent that would echo throughout the coming century. All steel was fabricated at the Votkinsk Plant).

Recognising the potential of reinforced concrete—still an embryonic material in the 1880s—Belelubsky advocated its use for abutments and ancillary structures, forecasting a central role for concrete in future bridgework.

The bridge consists of six identical spans, each 109.25 m long, resting on massive masonry piers. In the superstructure, Beleleubsky employed semi‑parabolic trusses that feature a vertical support column and a single, curved lower chord, arranged within a double‑braced lattice system. This double‑braced configuration delivers high rigidity, shortens the length of each truss panel, and reduces the overall weight of the bridge components. The vertical column simplifies the bearing assembly and the support frame, making it easier to connect the transverse bearing beams to the trusses.

On 8 September 1888, Admiral K.P. Posyet, Minister of Railways, ceremonially cut a silk ribbon strung between the trusses. The inaugural train rolled onto the bridge and proceeded to the newly opened Ufa railway station. The brand‑new bridge welcomed pedestrians on its very first day, its side decks clearly separating foot traffic from the railway below, but later restricted access due to safety and operational concerns following a trial period.

During the Russian Civil War, the sixth span was deliberately demolished by the White Army under Kolchak’s command. The 6 105‑pood (≈ 100 t) steel truss was partially displaced, with one end falling into the river while its southern end remained perched on the pier, rendering the structure unusable.

• Temporary Bypass (June 1919) – Engineers erected a detour bridge by jack‑lifting the surviving portion of the original truss. A 23‑m (75‑ft) temporary span and a 25‑m (82‑ft) approach viaduct were installed. Trains began using the temporary structure ahead of schedule, earning commendation from the national leadership. The first acknowledgment came in a telegram from Vladimir Lenin dated 10 October 1919, addressed to the bridge‑building crew.

• Permanent Replacement (October 1919) – When the temporary bridge was removed, a new permanent span—designed by Professor Lavr Proskuryakov according to the Technical Regulations for Railway Bridges (1907)—was set in place. The design prioritized the shortest possible interruption to rail traffic. In just seven hours, winches shifted the temporary spans onto their own supports. Then, within 3 hours 45 minutes, winches lifted the new permanent truss onto the piers.

In the archives of the Ufa railway division, a modest‑looking bridge‑inspection card dated 1928 reveals a surprisingly detailed set of operational restrictions. The document states:

“The passage of any train equipped with a pair of E-type locomotives, as well as any train containing American-type half-wagons, is prohibited on this bridge. When a single-engine E-type locomotive is permitted to cross, the maximum speed shall be limited to 8 km/h (5 mph).”

For comparison: the axial line load (load per metre of bridge span) of an E‑type steam locomotive on a 110 m span equals 6.94 tonnes per metre (t/m), whereas a modern VL10 electric locomotive exerts 6.09 t/m.

Note:

• The 1928 card’s explicit limit on double‑engine E‑type trains indicates the bridge was not rated for a combined line load > ~13 t/m (≈ 2 × 6.94 t/m).
• American half‑wagons (gondola) were prohibited because their axle load (≈ 9–10 t / axle, i.e. ≈ 7.8 t / m on a 110 m span) exceeded the bridge’s permissible load of 6.94 t / m for series E locomotives (modern VL10u = 6.09 t / m). If such cargo had to be moved, it would be transferred to lighter, locally‑built wagons or shipped in smaller, permissible loads that complied with the bridge’s load restrictions.

During the 20th century the bridge underwent several rounds of reinforcement and reconstruction. Between 1937 and 1939 the super‑structure was upgraded by eliminating oversized cross‑sections and by installing additional metal reinforcement—steel plates and angles, either welded or bolted, whose total weight did not exceed 4 % of the dead‑load per span. This intervention increased the bridge’s flexural and shear capacities while leaving its overall mass essentially unchanged.

Between 1949 and 1951, Construction Train No. 417—a specialized mobile bridge‑building crew—undertook a full‑scale reconstruction of the bridge. The existing piers were refurbished by erecting reinforced‑concrete supports (pylons) on the footings that had previously supported the cutwaters. This provided a solid foundation for the installation of a brand-new superstructure consisting of standardized steel trusses manufactured to the specifications of the 1943 ProektStalKonstruktsiya guidelines for load class N-7 (Soviet standard), equivalent to the North American Cooper E-70 model (≈30‑ton axle load) and the European UIC 71 standard.

Between 1991 and 2001 the bridge underwent a comprehensive modernization. Its original 1888 spans were replaced with new structures built to meet load class S‑14 (the Russian standard), which is comparable to the North‑American Cooper E‑80 railway specification (axle load ≈ 32.5 t) and to the European LM2 load model. The works were carried out by OJSC TransStroyMost, now operating as a joint public‑private enterprise similar to major bridge‑building firms in the United States. This upgrade enables the bridge to handle contemporary high‑speed freight and intermodal rail traffic. ^[6]

The double‑track railway bridge spanning the Ufa River near Shaksha Station is a striking three‑span structure, each span measuring 109 m. Designed by the eminent engineer Nikolai Belelubsky, it follows the 1884 construction standards and closely mirrors its counterpart over the Belaya River.

On June 9, 1919, during the Ufa Operation of the Civil War, the White Army (Kolchak's forces) blew up the third span of the bridge while retreating. The collapse was caused by artillery fire targeting railcars filled with explosives placed on the span.

Reconstruction occurred in two stages: first, temporary wooden spans were installed, followed by a full repair in 1920. The new span was designed by Professor Lavr Proskouriakov to the Technical Regulations for Railway Bridges (1907).^[7]

In 1939–1940, the bridge spans were strengthened by eliminating non‑compliance with clearance standards and adding reinforcing metal, which increased the weight of the spans by up to 4 %.

In 1951‑1952, Construction Train 414—a specialized mobile bridge‑building unit—rebuilt the bridge. Pylons were erected on the ice‑breaking sections of the piers (the odd‑numbered side), and the spans for the second track were installed on them, manufactured according to Giprotrans’s 1931 standard design for load class N‑7.

From December 2001 to 2002, all the bridge’s pre‑revolutionary spans were replaced with modern ones manufactured by OJSC USK MOST, designed for load class S‑14.^[8]

• In 1888 only a handful of Ufa residents knew that an artificial channel was being dug for the Dema River. Starting about 100 metres downstream of the present highway bridge near the “Golden Fish” café, the cut was made directly toward the Belaya River to avoid building a second railway bridge over the Dema. Historically, the Dema joined the Belaya several kilometres downstream, forming a broad, shallow waterway that often turned into a ford. The artificial channel therefore reshaped the local hydrography, turning what was then an island—now the settlement of Kozorez—into part of the main river course.

• In 1910, Sergey Prokudin‑Gorsky captured the first color photographs of the bridge using his pioneering three‑color technique. He exposed a single glass plate three times, each through a different filter—first blue, then green, and finally red. When the three monochrome images were later projected together, they reconstructed the scene in vivid, natural color, marking a milestone in photographic history.^[9][10]

• Just downstream of the bridge, a modest island drifts in the Belaya River, reshaping itself every year. In summer it stretches a narrow toe toward the right bank, becoming a temporary peninsula that locals stroll across at low tide. Its existence is a quirk of history: in the early 1900s two barges overloaded with sacks of bread capsized here. Their hulks settled on the riverbed, forming a sturdy skeleton that trapped sediments. Over decades the river deposited sand, silt, and vegetation around the wreckage, gradually lifting the spot above the waterline and turning a tragic mishap into a living, ever‑changing landform.

• Nikolai Belelubsky
• Lavr Proskuryakov
• Trans-Siberian Railway

• Уфа, губернский город // Энциклопедический словарь Брокгауза и Ефрона: В 86 томах (82 т. и 4 доп.). — СПб., 1890-1907. (in Russian)
• История Уфы: краткий очерк / Ганеев Р.Г., Болтушкин В.В., Кузеев Р.Г.. — Уфа: Башкирское книжное издательство, 1981. — 604 с. (in Russian)
• Синенко С.Г. Город над Белой рекой. Краткая история Уфы в очерках и зарисовках 1574-2000. — Уфа: Государственное республиканское издательство «Башкортостан», 2002. — 5000 экз. (in Russian)
• Нигматуллина И.В. Старая Уфа. Историко-краеведческий очерк.. — Уфа: Белая река, 2007. — 224 с. — 3000 экз. — ISBN 978-5-87691-036-3 (in Russian)

• Ufa City Bridges (Black & White) (in Russian)
• Education in Russia for Foreigners: University cities of Russia. Ufa Archived 2020-03-04 at the Wayback Machine
• Official website of Ufa
• Ufa virtual tour Archived 2011-01-30 at the Wayback Machine
• 360 Panoramas of Ufa
• Photos of Ufa

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