The highest point where the railroad can lift is Yablonovy mountain pass in Trans-Baikalia, 6110 km between Yablonovaya and Turgutui stations (left photo). The sea level is 1040 m. The second place by true altitude is near Kisha station - more than 900 m, the third - Andrianovsky passing to the west from Baikal - 900 m (right photo).

10. The lowest point

The railway before Vladivostok goes by the coast of Amursky bay in Japanese Sea for the space of 39 km, moving away of it sometimes. But the lowest point - nearly 4-m. by true altitude-located in the place where the road only comes to the bank of the bay from the side of Ussuriysk, between Amurskiy Zaliv and Ugol'naya stations, about 9252 - 9253 km of the railway.

11. The steepest descents

The steepest descent on Transsib is located between Andrianovskaya and Sludianka-2 stations. It lasts from Adrianovsky passing to Baikal. For 30 km the road goes down at 400 m, on some sections as Medlyaka and Angasolka loops, inclines reach 17 thousandth (on the left photo at the opposite side you can see the railroad and tunnel). This area was built in 1947-49 years and accepted to regular operation. (Detailed description of the section) (Rus). Here are other steep descents: from Yablonevy passing, East steep from watershed Ob-Yenisey, steep from Shchebenchikha passing to the South from Vyasemskaya station and steep of gaol of Small Khingan to the East from Obluche station.

12. The most sloping way

The longest gently sloping part of the railroad without any hills and mountains is situated between the Ob and the Irtish rivers (be more exactly it is situated between Moskovka and Novosibirsk-West stations). Its length comes to 600 km and along the whole length of the the railroad it is practically straight excluding sometimes come across smooth bends of railway of some degrees.

13. The longest bridges

The longest bridge on Transsib was built in 1913-1916 over the Amur river (left photo). Its length was 2568m and included 18 spans; the length of each span is 127 m with 200m left-bank viaduct. The dismantling of it began in 1999 and in 1991-1999 Car-railroad Bridge was combined, it's length in the bed part is 2612 m (its fragment on right photo). There are many pictures from both bridges and dismantling of tsar's bridge on the site. The other longest bridges are Zeya bridge (1102 m), Kama bridge (945 m), Yenisei bridge (934 m), Ob bridge (820 m), Irtysh bridge (734 m). More detailed about bridges...

14. The longest tunnels

The longest tunnel is located under the Amur-river parallel Amur bridge (its length is 7198 m, East portal is on the left picture. It was built to the point of strategy in 1937-1942.But as it is located parallel to the main entrance and the main entrance is on Amur the longest tunnel is considered to be Tarmanchukan tunnel, which was built in 1915 (right photo). Its length is 2 km and it is located on 8140 - 8142 km in Small Khingan goals between Arkhara and Obluchie stations. In all there are 15 tunnels on the main way of Transsib. One of them isn't used (close to Ukurei, round line is laid) and one more is only on the even track ("Kirkiday" east of Slyudyanka). More detailed about tunnels...

15. The largest terminal

The largest terminal on the Transsib was built at the Novosibirsk-Main station, 3336 km of Transsib, in 1939 - 1940 before the Great Patriotic War. When it construction was finished this terminal was the largest one in pre-war USSR. It is made in typical "Stalin" style with higher central fronton moreover its facade turning to railway is to a great extent higher that the opposite one turning to station square. Other terminals and stations...

16. The most "crooked" loops

There are many parts with hard sideview and relief but we can choose the most remarkable. The most crooked, beautiful and longest loop is Angasolka loop in the west slope to Baikal. Its length is about 7 km, it ends as a tunnel tunnel. It is also the steepest descent in Transsib (see above). On the second position there is "Arteushinskaya loop" (right photo) to the West from Mogocha, its length is 5 km: railway in both directions passes opposite each other about 2 km and it also ends as a tunnel. There are also loops with small radius of sag and length more 3 km are Medlyanka loop in the slope to Baikal, Obluch'e and Tarmanchukan loops in Small Khingan, loop located to the West from Big Never, two loops east of Yerofei Pavlovich station, two loops west of Krasnoyarsk behind Ovinny station and before Ob-Yenisei watershed.

17. The most intensive and fastest sections

The most intensive part is from Omsk to Novosibirsk. In 1985 when Soviet economy worked at the full power this part was the most intensive all over the world. It is also one of the fastest and saddest section of Transsib-only steppes and salt lakes. High-speed parts are located in the West-Siberian plain: Karbyshevo-1 (to the west from Irtysh) - Nazyvaevskaya - Yalutorovsk - Voinovka; Shartash (station inside Yekaterinburg) - Bogdanovich - Tyumen. There are also small parts (less than 200 km) to the West from Khabarovsk (Birobidzhan - Amur river), in Amurskaya oblast (Belogorsk - Bureya), to the West from Kirov (Kotelnich-1 - Shar'ya) and near Moscow (Alexandrov - Yaroslavl-Main).

18. Highest embankments and slopes

The absolute champion here was Balaiskiy slope at the distance of 100 km east of Krasnoyarsk, the height of artificial embankment is 34 m. But by observations now there is no it - the railway after reconstruction (either before the First World War or in the thirties of the 20 century) passes by another way. It is also can be mentioned the embankment by the valley of the Khilok river (more than 20 m in some places), and the embankment by the valley of Bolshaya Glubokaya river (to the East from Irkutsk). I haven't much information on this subject, thought, and if you know something you can supply!

19. Temps of construction of Great Siberian Way

By temps of railway construction Great Siberian Way (now Transsib) astonished imagination ofcontemporaries: for 13 with a half years (from March 1891 up to September 1904) continuous rail-track was lead for trains traffic from Miass in Southern Ural west of Chelyabinsk and Kotlas on the bank of Northern Dvina to Vladivostok and Port-Arthur on the coast of Pacific ocean. It's more than significantly: Transsib steel track was been leading over big rivers, non-developed places, mountain passes and sections with ever-frost and hard profile, and technical level of building 100-110 years ago was much lower modern one. So about 9,100 versts or a little less 10,000 kilometres (with consideration of built in that time joining branches) were lead with average temp of construction 740 kilometres per year. It's hifh value actually for modern construction.  Complete ending of construction - through Manchuria with consideration of starting to regular operation of Circum-Baikal line and finishing building all bridges at tunnels on the way was in October 1905 so one may consider that this transcontinental railway was been building more than 14 years and average temps of construction with consideration of all engineering structures was about 670 kilometres (630 versts) per year.
In all for quarter of a century of construction of Great Siberian railway 12,120 versts of rail-track were lead (including CEL, South Manchuria line, section Miass - Chelyabinsk, Perm - Yekaterinburg, Vyatka - Kotlas and all branches of second plan), 3,465 versts of the main way were squared up and strengthened and along 3,655 versts second tracks were built.

20. The value of Great Siberian Way construction

The value of laying of continuous rail-track from Ural and Northen Dvina to the coast of Pacific Ocean in 1891 - 1905 totaled almost a milliard (more precise about 936 mln.) golden roubles allocated from the treasury of Russian Empire. Ulteriorly up to the beginning of the First World War it was necessary to spend more than a half of a milliard (almost 519 mln.) roubles for construction of railway on the own territory (Amur line) and for layinf of second tracks, squareing up and strengthening of the main way of Siberian and Ussuri lines. Total the value of Transsib construction for Russia in 1891 - 1913 was almost one and a half of milliard roubles. More detailed about Transsib value...

21. Temps and length of railway electrification

According to the information on January 1, 2003 Transsib is the longest railway in the world with persistent electrification. On the train been leading by electric locomotive you can go from Moscow to Vladivostok or 9289 km. But there are different electrified parts - on alternating and direct current. That is why in theory on one electric locomotive (alternating current) you can go from Mariinsk in West Siberia to Vladivostok at coast of Pacific ocean or 5576 km. Transsib is also unique with its electrification: during 1960-th there was electrified over 947 km of the main way. More detailed about electrification...

22. The unique marble station building