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Volga-Don Ship Canal

(redirected from Volga-Don Canal)
Also found in: Wikipedia.

The following article is from The Great

Soviet Encyclopedia (1979). It might be
outdated or ideologically biased.

Volga-Don Ship Canal

(full name, V. I. Lenin Volga Don Ship Canal)
A complete
connects theEnglish grammar
Volga and reference
Don rivers doespoint
at the not exist!
where
True
they are closest. The or False?
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km, of which 45 km pass through rivers and
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reservoirs.

The problem of joining the Volga and the Don has a

history that goes back many centuries. An attempt to
construct a ship canal was undertaken by Peter I at
the end of the 17th century. Subsequently, several
more plans were developed to connect these rivers,
but they were not carried out. The building of the
Volga-Don Ship Canal was begun before the Great
Patriotic War (1941—45), which interrupted
construction work on the canal. During the years
1948-52 the Volga Don Ship Canal was completed,
and it became an important link in the unified
deepwater transportation system of the European
USSR.

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The Volga-Don Ship Canal proceeds from the Sarpa

Creek of the Volga in the southern part of Volgograd
through the valley of the Sarpa River, along the
foothills of the Ergeni, through the watershed
between the Volga and the Don. It comes out into the
valley of the Chervlena River and passes through the
Varvarovka and Bereslavsk reservoirs (on the
Chervlena River), as well as the Karpovka Reservoir
(on the Karpovka River). It joins the Don River at the
city of Kalach-na-Donu, on the Tsimliansk Reservoir,
which is formed by the dam of the Tsimliansk
Hydroelectric Power Plant. Located on the Volga
slope within a sector of 20 km are nine single-
chamber, single-way locks, which raise ships 88 m;
on the Don slope there are four such locks, which
lower ships 44 m. The canal is fed by Don water,
which is supplied to its water-distributing section by
three powerful pumping stations (Karpovka,
Marinovka, and Varvarovka). Part of the water is
used for irrigation. The overall dimensions of the
canal’s lock chambers are smaller than those of the
Volga, but they allow the passage of ships with a
cargo capacity of up to 5,000 tons. Such ships,
however, cannot pass with full cargoes through the
lower Don, where locks have not yet been built. The
principal bulk cargoes shipped from the Don to the
Volga are Donets coal (most unloaded from the
railroad at the port of Ust’-Donets), which is delivered
mainly to the cities of the Volga Region and to the
Central Zone, and mineral construction materials and
grain. Shipped from the Volga to the Don are timber
from the Upper Volga, Kama, and Siberian regions
(from Siberia this is accomplished by an unloading
operation from the railroad at ports in the Kama
basin), sulfur pyrite from the Urals, and petroleum
products from the Volga Region. A considerable
number of diesel-powered tourist ships transport
passengers.

The Volga-Don Ship Canal, with the Tsimliansk

hydroengineering complex of power stations, dams,
canals, and the like (designed by a group of
architects under the direction of L. M. Poliakov),
forms a single architectural unit, the theme of which
is the battle for Tsaritsyn during the Civil War and the
battle for Stalingrad during the Great Patriotic War.

REFERENCES
Bernshtein-Kogan, S. V. Volgo-Don: Istoriko-
geograficheskii ocherk. Moscow, 1954.
Strazhevskii, A., and A. Shmelev. Leningrad-
Astrakhan’-Rostov-na-Donu (guidebook). Moscow,
1968.

M. B. VOL’F

The Great Soviet Encyclopedia, 3rd Edition

(1970-1979). © 2010 The Gale Group, Inc. All rights reserved.

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Architecture and Art

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