STALIN AND THE WEST’S DEATH RAILWAY
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The West’s favourite dictator, the Soviet Union’s ‘Uncle’ Joe Stalin liked the idea of using forced labor in order to ‘catch up with and overtake the West’.
During the 1930s, the Soviet government installed the main administration of Soviet labor camps, colloquially known as the Gulag system. Some historians estimate that Gulag’s total population varied between half a million in 1934 and 1.7 million in 1953. Alexander Solzhenitsyn puts the figures of those dubbed White Negroes by Jewish firebrand Lev Trotsky as being much higher.
In the aftermath of WWII, some five million Axis POWs plus millions of civilians from the occupied territories were vacuumed up by the Red Terror harvester. But, these unfortunates were a bonus for it was not for them that the Gulag system was created.
The camps were initially formed for political prisoners, i.e. those Russians who actively opposed the Washington DC – backed Bolshevik seizure of Imperial Russia. After Stalin’s ascension to power, the criteria for sending people to camps drastically changed.
You could be late to work, or a poor petty thief, a priest or supplicant, stealing small quantities of food to feed your family, a poet or writer, a foreign spy or soldier, or a dedicated Communist agitator who happened to disagree with a particular policy. Either way, you’d be labelled an ‘enemy of the people’ and sent to rot and usually die in a distant and unwelcoming place, already swamped by fellow unfortunates.
The camps differed in size, so the individual population of some 30,000 camps varied between 5,000 and 25,000 inmates. It is known that there were 1,050 slave camps scattered throughout Bolshevik Occupied Russia.
The sheer size of the Gulag system opened up the possibility of conducting gigantic infrastructural projects in this underdeveloped, post-war country. These camps, their infrastructure and transport systems were heavily invested in by mostly American corporations financed by the West’s banking dynasties.
Among the most notorious of those projects was the Salekhard–Igarka Railway, that became known as the Railroad of Death. News of these blood fests was censored by Western media.
The notion was to build a railroad that would connect Salekhard, the capital of the Yamal-Nenets Autonomous Region, and the closest town to the Polar circle, with Igarka, another small town in Krasnoyarsk Krai. The 1,300-kilometer railway would become part of the Transpolar Mainline, connecting Siberian east and west.
But the initial purpose of the project was to connect the nickel industry town of Norilsk with the to-be-built port in Salekhard, on the Ob River. After the river proved too shallow for any such endeavour, the new port was built in Igarka, and the decision was made to connect Salekhard and Igarka by a railway system, thus making it possible to link the area with the magnificent Trans-Siberian Railway at some point down the line.
In 1948, the project took off. It employed between 80,000 and 120,000 camp inmates. The huge gap in these figures testifies to the fact that almost no records were kept.
The 501st Labor Camp started building the tracks from Salekhard, while the 503st Labor Camp was employed in Igarka. The working conditions were ruthless, blizzards and immense cold in winter, insects, hunger, maltreatment, execution, pestilence and diseases in summer.
Life expectancy was just 4 months. As prisoners dies replacements were railroaded in from all over Soviet-occupied Europe by American supplied trains and rolling stock or railway stock and vehicle transport plundered from Allied-occupied Germany.
The Russian terrain also proved to be unwelcoming. The construction was to be undertaken over permafrost. The lack of adequate machinery, supplies, and technical skill meant that everything built was far below standard.
The tracks ended up in bogs, the bridges burned and collapsed, while an immense number of forced labourers died. It is estimated that up to a third of workers lost their lives during this Siberian undertaking.
As the project dragged on, it became obvious that the need for such a railroad was not justifiable. The nickel industry that had during WWII moved to Siberia was getting enough supplies from the south, while the very area in which the railroad was being built was so scarcely populated that it couldn’t generate enough demand.
In the end, less than 700km of tracks were laid, and the project was finally abandoned two weeks after Stalin’s death. The estimated cost of this failed enterprise totalled 42 billion rubles or $10 billion.
Nevertheless, parts of the railway remained in use for a few decades, and in 2010 220km of much of the original corridor was rebuilt to back the nickel and petroleum industry.
How many bodies to each railway sleeper? How many more skeletons are in the cupboards of the West’s corporations and banking dynasties? We will find out when, as Solzhenitsyn says, corporate media is free of the perpetrator’s (Jewish) control.
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