Railway line Obskaya - Bovanenkovo ​​- Kara

In the future, it is planned to extend the road to the village of the rural type Kharasavey (on the coast of the Kara Sea ), as well as to build branches to the shift village of Sabetta and the village of New Port .

The main points of the railway: Obskaya station - Skalny junction - Payuta station - Hralov junction - junction 15 - junction 19 - junction 26 (557 km) - Karskaya station.

As of August 2011, the road was laid only to Karskaya station. It is planned to bring the road to the seaport in the village of Kharasavey by 2030, as follows from the “ Strategy for the Development of Railway Transport in the Russian Federation until 2030 ”.

The Obskaya - Karskaya railway at the beginning of January 2012 includes 8 operating stations (including Obskaya and Karskaya) and 15 active routes (+ another 2 mothballed), as well as 70 bridges.

Section number 15 had different names and statuses: since its foundation in 2008, it has been the Yuribey station, in September 2010 it was renamed to Art. "Vladimir Nak", and in the interval between January 13 and 15, 2012 he was demoted to rank No. 15. According to another source ^{[ to which? ] the} true (design) name of “Razd 15” was returned on January 27, 2012 , after the approval of the new technical and administrative act of the station (departure).

The Skalny exit was a Skalnaya station until January 2012.

In the fall of 2011, rips No. 22 and 24 were dismantled.

In the first half of 2011, line 21 was dismantled.

In the fall of 2012, detachment number 18 was dismantled.

Section 3 was mothballed from 2007 (approximately) to December 2011, when it was finally disassembled.

Section No. 11 (among the Canaries) was mothballed from 2009 to December 2011, when it was finally disassembled. The passage somehow temporarily opened in 2010 .

Section 6 has been mothballed since 2009, but not parsed. Temporarily open from December 2011 through April 2012 for the unloading of materials for the gas pipeline and for the construction of a winter road to Vorkuta .

Laborovaya station does not exist. There is no information about the station that ever existed with the official name Laborovaya or Laborovoe. There is the village of Laborovaya ( ), located almost 13 km west of the railway, if you count on a dirt road. The nearest roundabouts - No. 6 (inactive) and the now disassembled No. 7.

Section 16 was not a section - there was one dead end track adjoining the main railway.

The length of the railway to Bovanenkovo ​​station is 525 ^[3] (538) km, to Karskaya station 572 ^[3] km, and to Kharasavey station will be 678 km.

Officially, the movement to Bovanenkovo ​​was opened on January 12, 2010 ^[3] . But in reality, even in the spring of 2010 to Bovanenkovo ​​there was not enough another 30-40 km of track. Traffic to Karskaya station was opened on February 15, 2011.

Since 2009, Gazprom has been announcing the sale of the railway in order to eliminate unnecessary maintenance costs after the completion of the construction of most of the Bovanenkovskoye oil and gas condensate field infrastructure. This can be explained by the fact that Gazprom did not actually plan any projects for the development of new fields from 2005 to 2030, except for Bovanenkovsky, provided that it is not economically feasible to maintain a railway for one gas field. The costs of maintaining the railway can be reduced only through cooperation between Gazprom, Yamal LNG and other participants in the development of the Yamal oil and gas condensate fields, if any.

In September 2009, Alexey Miller expressed his willingness to sell the road to Russian Railways for 130 billion rubles. However, Russian Railways is in no hurry to make a purchase due to the loss of the road ^[4] .

Russian Railways believes that Obskaya-Bovanenkovo, which was built as a production line, in principle, cannot pay off, even if it is given for nothing. This conclusion was made by the specialists of GiprotransTEI, who conducted the initial analysis of the Gazprom proposal:

The planned cargo flow along this line is a little more than 3 million tons per year, this is not enough even to simply maintain the road. With the book value of the road 130 billion rubles. for amortization alone, over 5 billion rubles will have to be paid annually.

Arguments for

The resumption of the construction of the railway in 2005 after the 1995–2005 break was an obvious necessity — the start of the full-scale development of the oil and gas condensate field on the Yamal Peninsula was delayed indefinitely without the delivery of goods by rail.

• Obskaya - Bovanenkovo ​​railway route was laid down, obviously, taking into account the prospect of developing oil and gas deposits in the eastern part of the Yamal Peninsula ( Novoportovskoye and Tambeyskoye oil and gas condensate field ), as well as, possibly, taking into account the mineral resources of the Polar Urals, where at that time geological exploration was carried out and there were already certain data on industrial stocks of some minerals. Although there was no urgent need for the development of deposits in the Urals;
• the cost of the construction and maintenance of the railway and the rest of the gas production infrastructure was covered by the ultimate benefit of the produced gas, at least under the economic conditions that the USSR had until 1984, inclusive. It is possible that this argument was the only one at that time, which could well be, given that today the cost of such work is many times higher, including because of the desire of private companies to have high profits.
• the route of the Obskaya - Bovanenkovo ​​railway was laid solely for strategic reasons with a view to developing the territories of the Yamal Peninsula. In this case, the economic efficiency of the route in the first 20-30 years of operation compared to its other options, if any, is out of the question.

As for oil production on the Yamal Peninsula, there is currently no information on plans for the 1980s for its production.

Among other, less important factors that affect the route of the railway to the field, it is also necessary to take into account the route of the future gas pipeline from this field. It is reliably known that in 1990 it was planned to transport the gas produced on the peninsula by the only route - through the Bovanenkovo-Ukhta gas pipeline , which, as it was planned then, was built through the Baydaratskaya Bay. Alternatively, the railway could also be laid across the Baydaratskaya Bay from the village of Halmer-Yu, but the current route was chosen.

Cons Arguments and Alternative Routes

We are talking about how much of the cost of maintaining the railway is in the final cost of gas produced by Gazprom at the Bovanenkovskoye gas condensate field. At the moment, the size of this share is not known, however, since Gazprom raises the issue of refusing to maintain this road, this gives one more reason to speak about the low efficiency of developing oil and gas condensate fields in Yamal.

In the first decades of the XXI century, without the integrated development of the natural resources of the Yamal Peninsula, at least hydrocarbons (pipeline gas, LNG , oil, gas condensate), the maintenance of the railway is not economically feasible, although it is strategically unconditionally necessary (from the point of view of the development of the region). Maintaining transport infrastructure beyond the Arctic Circle is an extremely expensive undertaking. The main problem of the Obskaya - Bovanenkovo ​​line is that it is used only for the construction of the Bovanenkovskoye oil and gas condensate field, and after the construction is completed, the road will be loaded at a minimum until it becomes necessary to transport equipment to the seaports of Sabetta and Kharasavey for the maintenance of the port and oil gas production infrastructure and LNG plants ( Kharasaveyskoye gas condensate field ). The railways to Sabetta and Harasaveya are planned to be commissioned only after 2030, more precisely after the construction of LNG plants and deep-sea ports there. It is planned to use the road for the export of gas condensate, so if there is too little gas condensate, then the road to Sabetta and Harasavey may not be built.

Anatoly Zhuravlev, believes that the railway to the Bovanenkovo ​​field should have been built after the Polunochnoe-Obskaya railway , since the road along the eastern slopes of the Urals had at the beginning of the 2000s greater economic feasibility than the Obskaya-Bovanenkovo-Karskaya railway, moreover , the importance of the Midnight - Obskaya-2 road on a federal scale, and not corporate, as on the Obskaya-Bovanenkovo-Karskaya road. In addition, he proposed another route to the Bovanenkovskoye field, a shorter one - from Vorkuta via the Baydaratskaya Bay. In the case of choosing this route, two options for its implementation were possible - either ferry-icebreaking communication from the southern coast of the Baydaratskaya Bay to the northern one, and then by rail to the Bovanenkovsky Field, or by rail and road directly from Vorkuta along the bulk dam through the Baydaratskaya Bay and further to NGKM Bovanenkovskoe ^[5] :

If you look at the map, you can see that the distance from Vorkuta to Bovanenkovo ​​is approximately equal to the distance from Ob to the same final destination. And from Vorkuta to Ob there is not one hundred kilometers, but for every ton-kilometer - a very decent tariff. Two more small details: from Vorkuta, working railway traffic was carried out to Halmer-Yu, the northernmost mining village, which is another fifty kilometers towards Yamal. On the way from Vorkuta to Yamal, a wide Baidarata Bay extends. This is a serious water barrier, but technically surmountable: the lip is shallow, and most of it is inaccessible to sea vessels, there is no through navigation on it. That is, the passage through the lip along the dam with the simplest structures is quite possible. Moreover, in addition to the railway or road, it is very tempting to let dry land and gas pipelines.

In 1986, PSMO " Yamaltransstroy " ^[6] began the construction of a 540-kilometer highway Ob - Bovanenkovo ^[7] . The construction was announced by the All-Union shock Komsomol, which is reminiscent of the stela installed at the station. Brigades and construction and assembly trains with BAM were sent for construction. During the construction, a new roadbed construction scheme was tested: in winter the “core” of the embankment is laid - the frozen tundra is closed with frozen soil, in the summer - the embankment is brought to the design profile with thawed, dry soil. To protect the embankment from destruction due to heating, foam plex thermal shock absorbers are used . As a basis, non- draining loam , which was previously considered unsuitable for this. As a result, it was possible from the very beginning, in contrast to the Trans-Siberian, Transpolar Highways and the Baikal-Amur Mainline, to ensure the stable condition of the subgrade ^[8] .

Completion was planned for the early 1990s, but the complexity and remoteness of the route, the restructuring and postponement of development of the Bovanenkovo ​​field turned it into a long-term construction. Construction ceased in 1995. By the summer of 1995, 224 km of track had been laid in Yamal, and the movement of freight and passenger trains from the Obskaya station to the intermediate Payut station was launched. ^[9]

Then, at the state level, it was decided to experimentally build up to the 272nd kilometer. Gazprom annually invested insignificant funds in the construction of a railway in this territory. However, in 2003, at 268 (267) kilometers (Khralov junction), construction was discontinued. ^[ten]

In 2003, it was assumed that construction and development would be carried out by a joint venture created by the Ministry of Railways , Gazprom and the Yamalo-Nenets Autonomous Okrug Administration ^[11] . This joint venture was created in 2003 and it is called YaZHDK .

In 2005, Gazprom resumed work on the construction of the Obskaya - Bovanenkovo ​​line. The general contractor was Yamaltransstroy, which won the tender for the gas monopoly for the implementation of the New Obskaya-Bovanenkovo ​​Railway Project, before which, in 2005, the existing tracks were repaired.

By 2006, 267 kilometers of the track were laid, 35 bridges were built on the laid section ^[12] , 560 culverts were laid.

In December 2007, it was planned to begin the construction of Russia's longest 4-kilometer bridge across the Yuribey River Delta ^[13] .

Yamaltransstroy has committed to complete construction by the end of 2009 ^[7] .

In April 2009, the general director of Gazpromtrans LLC, Vyacheslav Tyurin, stated that despite the financial crisis, through traffic on the Obskaya-Bovanenkovo ​​highway would be open on January 1, 2010 and that the subgrade lay almost to Bovanenkovo. It is planned to reduce financial costs by reducing infrastructure facilities such as railway stations, traveling.

On June 4, 2009, a railway bridge was opened across the floodplain of the Yuribey River ^[14] .

December 22, 2009 at the entrance arrow of the station Bovanenkovo ​​was put a gold junction .

January 12, 2010 the labor movement was opened throughout its entire length.

At the suggestion of OJSC Yamaltransstroy, a group on scientific support for the construction of the railway line was organized at MGUPS . University staff selected five characteristic sites on which soil samples were taken and temperature fluctuations were determined using wells. On the basis of laboratory studies and thermal engineering calculations, the parameters of the embankment and foundation were determined. In particular, in order to avoid deformation, cracking, and expansion, it was proposed to strengthen the embankment with geogrids , geotextile clips, and other materials specially made for this ^[15] .

The working movement of trains is open for 572 km, to the station Karskaya. Осуществляется доставка грузов, необходимых для освоения Бованенковского месторождения и вахтового персонала Бованенковского НГКМ и строительных организаций. Эксплуатацию железнодорожной линии с 2009 года выполняет Ямальский филиал ООО «Газпромтранс».

По некоторым данным, в 1997 году курсировал пассажирский поезд « Обская — Паюта » ^[16] .

В период до 2030 года в рамках « Стратегии развития железнодорожного транспорта в РФ до 2030 года » и проекта «Урал Промышленный — Урал Полярный» планируется строительство ветки « Паюта — Новый Порт ».

В качестве перспективы рассматривается линия « Бованенково — Сабетта », причём только после строительства морского порта в село Сабетта . Данная перспектива рассмотрена в докладе ^{[17] [18] [19]} заместителя генерального директора корпорации «Урал промышленный — Урал Полярный».

Планируется использовать дорогу для вывоза высокопарафинированной ^[20] нефти с Новопортовского месторождения. Для этого на станции Паюта установлен стрелочный перевод для будущей ветки и указатель «На Новый Порт».

Дорога проходит вдоль Полярного Урала , где уже есть разведанные промышленные залежи полезных ископаемых. Одним из них является месторождение Новогоднее-Монто, расположенное в районе шестнадцатого километра, скарново-магнетитовая руда которого содержит повышенные концентрации золота, серебра, меди, кобальта ^[21] .

Государство берёт обязательства обустроить порт Сабетта и построить танкерный флот ледового класса ^[22] . Это поможет Газпрому начать разработку нефтяных залежей Западно-Тамбейского месторождения.

По информации РЖД ТВ дорогу «планируют задействовать для вывоза углеводородов и нефтегазоконденсатов с месторождений в Ямальском автономном округе».

На порт Сабетта возлагает большие надежды ОАО «Новатэк», крупнейший независимый поставщик газа в России, которому принадлежит Пуровский завод по переработке конденсата. Мощность Пуровского ЗПК позволяет производить до 3,7 млн т стабильного газового конденсата в год. В связи с планами по существенному увеличению добычи газового конденсата ОАО «НОВАТЭК» в 2012 году продолжила реализацию проекта по расширению мощности завода до 11 млн тонн в год. Практически весь объём стабильного газового конденсата, производимого на Пуровском ЗПК, поставляется железнодорожным транспортом в порт Усть-Луга, где фракционируется и перегружается на танкеры. С открытием нового терминала в порту Сабетта это позволит увеличить товарооборот по данному направлению.

30 декабря 2015 года были подведены итоги конкурса на право заключения Соглашения о государственно-частном партнерстве (ГЧП) по созданию и эксплуатации железнодорожной линии «Бованенково — Сабетта». Победителем конкурса стало ООО «ВИС ТрансСтрой», входящее в группу строительных компаний «ВИС». Соглашение подписали вице-губернатор ЯНАО Ирина Соколова и генеральный директор ООО «ВИС ТрансСтрой» Сергей Парсаданян. До конца 2019 года ООО «ВИС ТрансСтрой» обязуется за счёт собственных и заёмных средств осуществить работы по проектированию, разработке рабочей проектной документации и строительству железнодорожной линии. Объём инвестиций превышает 113 млрд рублей ^[23] .

В 2017 году планировалось начать строительство ж/д Бованенково — Сабетта, которая будет использоваться только для промышленных перевозок нефтегазовых компаний ^[24] , но начало работ было перенесено.

• Трансполярная магистраль
• Northern latitudinal way (SSH)
• Northern Sea Route

• Alekseev V.V. History of Yamal. In 2 vols. - Yekaterinburg: “Basco”, 2010. - ISBN 978-5-91356-094-0 .
• Cherkasov A. M. Justification of structural and technological solutions for the subgrade of railways on permafrost. The dissertation for the degree of candidate of technical sciences . - MIIT, 2009.

• Arctic crutch. The history of construction. Appendix to the newspaper Kommersant, No. 214 (4269), 11/17/2009
• Longitudinal engineering-geological profile of the Obskaya-Bovanenkovo-Kara railway. Creation date: first half of 2011 (inaccessible link)
• Strategy for the development of railway transport in the Russian Federation until 2030
• Photos of rolling stock on the Obskaya - Bovanenkovo ​​line
• “Gazprom’s access to Yamal will give Russia a future ...”, “Tyumen News” newspaper
• “Space Technologies for the Far North”, Newspaper Tyumen News, No. 189 (4692) 10/22/2008
• Obskaya-Bovanenkovo: Highway , Transport No. 10/2009
• The “Northern Latitudinal Railway” follows the path of the Trans-Polar Railway, or railway for Gazprom / 08/20/2011 - here in the comments all information related to the secondary school and the Ob-Bovanenkovo ​​railway is laid out
• Questions about the quality of the railway Obskaya-Bovanenkovo ​​/ 09/03/2011