82                                          OtTIDE TO THE GREAT SIBERIAN RAILWAY.
and passed under the management of the Government in 1893 together with the Orenburg line. Commencing at the eastern border of the Simbirsk govern ment, the railway line, throughout its extensive course, runs from west to east through the central parts of the Samara and Ufa governments, and terminates at Cheliabinsk, situated on the northern frontier of the Orenburg  government.
The topography of this line is very varied. In its extreme western section, from Batraki station to Kinel, it runs through a level and almost steppe country, only interrupted by hills near the river Padovka at the 138-th verst. At this point, the conditions for the construction of the line are more favourable: its maximum grades are 0.010 (both ways) and the maximum radius 250 sazhens, it has 50.63% of horizontal sections, and 82.275% of straight runs throughout its course. In the Kinel-Ufa section, the line passes mainly through a level country, where straight sections and horizontal planes predominate. Its ruling grades are .008 in the direction from Ufa to Kinel, where a greater goods traffic is expected, and .010 in the reverse direction; the maximum radius for curves is 200 sazhens; 39.82% of its total length is taken up by horizontal planes, and 71.24% by straight sections. The Ufa-Zlatoust section is essentially mountainous, the line has a most irrigular profile and a great number of curves. There is a maximum grade of .0085 in the direction of the expected greatest goods traffic, while the maximum radius of curves is reduced to 150 sazhens; horizontal planes form 26.66%, and; straight sections 54.53% of the total length.
The extreme eastern section, Zlatoust-Cheliabinsk, is mostly hilly, as far as the station Cherbakul, whence it changes into level country towards Cheliabinsk. The line crosses the highest point of the Ural chain between the stations Zlatoust and Urzhumka, a section which has also numerous grades and curves. The maximum rate of both is the same as on the Ufa-Zlatoust line, but the horizontal planes form only 21.30%, and the straight sections 55.66% of the total length. This section is characterised by a zigzag of four versts between the stations of Zlatoust and Urzhumka, by which the line ascends to the principal ridge of the Ural, having in a direct line only 400 sazh. from end to end.
The section, comprising a distance of 286 versts, from the station of Asha to Cherbakul, intersected by the Ural chain, is mainly hilly. The line proceeds along rocky ravines, winding its course on the banks of sinuous mountain streams, crossing cliffs through cuttings and passing alternately from one side to the other of the rivers it meets. This district is peculiarly picturesque and' with its various constructions answering to local conditions, presents also great technical interest.
The Samara-Zlatoust line may be divided into the following four sections in regard to its economic position, industry and technical conditions:
From Batraki to Ufa, running a distance of 607 versts, the line passes through a country where manufacturing industry is but little developed, and where the inhabitants are mainly engaged in agriculture and cattle raising. Beyond the Ufa, the line traverses a wooded district, where besides agriculture and cattle-breeding, forestry holds an important position. From Miniar to Mias, the line runs a distance of 244 versts, through a country- with a predominating mining and metallurgic industry.
Beyond Mias, near Cheliabinsk, the country is level, and tge population is engaged in agriculture and cattle-breeding and, within tge confines of the eastern Ural, in gold-mining.
Along the course of the railway, the Samara government (pop. 2,763,478: 1,365,215  m.,   1.398.263 f.) has tho most  extensive trade, especially in grain,