Road of Life

2025-10-13T04:52:54Z

108.35.153.49: /* Construction and maintenance */ minor details

{{Short description|Ice road used during World War II}}
{{use dmy dates |date=March 2020 }}
{{otheruses|The Road of Life (disambiguation)}}
{{More citations needed|date=March 2009}}
[[File:LeningradIceRoad.jpg|thumb|Luftwaffe aerial reconnaissance photo of a section of the Ice Road, {{cvt|60|km|mi}} east of Leningrad]]

The '''Road of Life''' ({{langx|ru|Доро́га жи́зни|doroga zhizni}}) was the set of [[ice road]] transport routes across [[Lake Ladoga]] to [[Saint Petersburg|Leningrad]] during the [[Second World War]]. They were the only Soviet winter surface routes into the city while it was [[siege of Leningrad|besieged]] by the German [[Army Group North]] under ''[[Generalfeldmarschall|Feldmarschall]]'' [[Wilhelm Ritter von Leeb]].{{sfnb|Glantz|2001|loc=pages 76-80}}{{sfnb|Glantz|2001|loc=pages 116-118}}

The routes operated in the winters of 1941–1942 and 1942–1943. Construction and operation were performed under German artillery and aerial bombardment. In January 1943 the Soviet's [[Operation Iskra]] broke the encirclement, and the ice roads were used in conjunction with land routes for the remainder of the winter.{{sfnb|Glantz|2001|loc=pages 76-80}}{{sfnb|Glantz|2001|loc=pages 116-118}}

The routes carried supplies necessary to sustain life and resistance inside the Leningrad pocket, and evacuated non-combatants, wounded, and industrial equipment.{{sfnb|Glantz|2001|loc=pages 76-80}}{{sfnb|Glantz|2001|loc=pages 116-118}} Over 1.3 million people, primarily women and children, were evacuated over the roads during the siege.{{not verified in body|date=September 2024}}

The Road of Life is now a [[Historic Centre of Saint Petersburg and Related Groups of Monuments|World Heritage Site]].<ref>{{cite web |url=https://whc.unesco.org/en/list/540/multiple=1&unique_number=635 |title=Saint Petersburg and Related Groups of Monuments |work=Unesco World Heritage Centre }}</ref>

==History==
===The blockade forms===
On 8 September 1941, Army Group North captured [[Shlisselburg]] on the shores of Lake Ladoga, east of Leningrad, and took control of all land routes to Leningrad.{{sfnb|Glantz|2001|loc=page 33}} This followed the capture of [[Mga]], south of Shlisselburg, on 29 August which cut the city off from the [[Rail transport in the Soviet Union|Soviet railway network]].{{sfnb|Glantz|2001|loc=page 32}}{{sfnb|Glantz|2001|loc=page 67}} The Soviets fell back onto transport by ship over Lake Ladoga and by air;{{sfnb|Glantz|2001|loc=page 33}} the evacuation of strategic industries and personnel, and shipments of munitions from Leningrad, continued.{{sfnb|Glantz|2001|loc=page 67}}{{sfnb|Glantz|2001|loc=page 68}}

On 16 October, the Germans launched an offensive toward [[Tikhvin]]{{sfnb|Glantz|2001|loc=page 45}} and the last Soviet railroad from [[Moscow]] to Lake Ladoga that ran through it. Cutting the railroad precipitated the fall of Leningrad.{{sfnb|Glantz|2001|loc=page 46}} The Soviet [[Leningrad Front]] under General [[Ivan Fedyuninsky]] launched its own [[Sinyavino offensive|offensive toward Sinyavino]] on 20 October to recapture Shlisselburg corridor and break the encirclement.{{sfnb|Glantz|2001|loc=page 44}} The offensive achieved little, and was cancelled on 28 October due to the severity of the German attack.{{sfnb|Glantz|2001|loc=page 45}} On 8 November, the Germans captured Tikhvin and reached the outskirts of [[Volkhov]].{{sfnb|Glantz|2001|loc=page 49}} The railroad cut was temporary; the exhausted Germans could not hold the salient in worsening weather and against increasing Soviet pressure.{{sfnb|Glantz|2001|loc=page 51}} The slow Soviet counteroffensive began on 12 November, and by the end of December the Germans were pushed back to much where they had been before their Tikhvin offensive.{{sfnb|Glantz|2001|loc=page 56}}

===Winter 1941–1942===
[[File:Road of life. 1941 December.jpg|thumb|Road of life in November–December 1941]]
[[File:Siege of Leningrad (winter 1941).svg|thumb|Road of life in November–December 1941]]
{| class="wikitable floatright"
|+ Weight of supplies moved in the winter of 1941–1942{{sfnb|Salisbury|1969|loc=pages 407-412}}
|-
! rowspan="2" | Month
! colspan="2" | Mass (tonnes)
|-
! Food
! All including food
|-
| November 1941
| 1,500 (mostly [[flour]])
|
|-
| January 1942
| 42,000
| 52,000
|-
| February 1942
| 67,000
| 86,000
|-
| March 1942
| 87,000
| 113,000
|-
| April 1942
| 57,000
| 87,000
|}
In late October 1941, with the failure of Leningrad Front's Sinyavino offensive, and the developing German Tikhvin offensive, Soviet ''[[Stavka]]'' became pessimistic about breaking the Leningrad encirclement and deeply concerned about the possibility of the city's isolation.{{sfnb|Glantz|2001|loc=page 45}} With the Leningrad Front unable to lift the blockade, Stavka ordered the construction of a supply route over Lake Ladoga before the lake had frozen. On 19 November, the Leningrad Front ordered the construction of the 101st BAD (''voenno-avtomobil'naia doroga'', or military vehicular road) ice road across the lake from Kobona to Vaganova via Shlisselburg Bay, spanning {{cvt|27|to|32|km|mi}}. A second longer road, the 102nd BAD, was constructed to bypass German-occupied Tikhvin from the north{{clarify|date=April 2021 |reason=Is this the road from Zaborye?}}. A {{cvt|27|km|mi}} road from Kokkorevo to Vaganova via Kloch'ia Island was built between 18 and 28 November, followed by more roads to the north as the ice thickened.{{sfnb|Glantz|2001|loc=page 76}} Expansion of the ice roads and their capacity continued until the spring thaw in April 1942.{{sfnb|Glantz|2001|loc=page 78}}

The first supplies were transported over the road on 19 November 1941 by a transport regiment under Captain Mikhail Murov using [[Sleigh|horse-drawn sleigh]].<ref name ="Barber">{{cite book |last1=Barber |first1=John |first2=Andrei |last2=Dzeniskevich |title=Life and Death in Besieged Leningrad, 1941–44 |date=12 November 2004 |location=New York |publisher=Palgrave Macmillan |page=55 |isbn=9781403938824 |url=https://books.google.com/books?id=kkqHDAAAQBAJ&pg=PA55 }}</ref> The first trucks – a column of 60 under Major V. A. Porchunov – arrived on the western shore on the night of 22 November. The Soviets struggled with truck availability and losses. On the ice, trucks became stuck in snowdrifts, abandoned after their drivers became lost, or sank due to poor ice conditions exacerbated by enemy fire. The poor feeder forest roads from Zaborye – the closest railhead before the recapture of Tikhvin – exacted their own toll in abandoned and unserviceable vehicles. According to Salisbury, at one point 1300 or 3500 trucks were out of service, and 1004 were lost overall.{{sfnb|Salisbury|1969|loc=chapter 38}}

On the day of the first truck convoy, Leningrad officials asked the [[State Defense Committee]] (GKO) to support the road. [[Joseph Stalin]] tentatively approved, but he failed to appreciate the importance and only limited resources were committed.{{sfnb|Bidlack|Lomagin|2012|loc=page 134}}{{sfnb|Bidlack|Lomagin|2012|loc=page 135}} The Leningrad Front planned the ice roads to bring 1965 tonnes of supplies to the city per day, but this was not initially met.{{sfnb|Glantz|2001|loc=page 72}} Little was achieved in the first weeks of operation. The number of vehicles that could be assembled from Leningrad was limited.{{sfnb|Bidlack|Lomagin|2012|loc=page 135}} A severe winter in late November,{{sfnb|Glantz|2001|loc=page 72}} as well as a surprise thaw starting on 30 November reduced traffic.{{sfnb|Glantz|2001|loc=page 77}} The supply organization was poor{{sfnb|Glantz|2001|loc=page 72}} leading [[Andrey Khrulyov]], head of the [[Rear of the Russian Armed Forces|Rear of the Red Army]], to order [[Andrei Zhdanov]], the Leningrad [[Communist Party of the Soviet Union|Communist Party]] secretary, to make the ice road more efficient on 7 December;{{sfnb|Bidlack|Lomagin|2012|loc=page 135}} performance slowly improved after Zhdanov and [[Alexey Kuznetsov]] took charge of the supply effort.{{sfnb|Glantz|2001|loc=page 77}} Soviet strategy also interfered. The Soviets hoped that the recapture of Tikhvin on 8 December and the reopening of the railroad would permit the Red Army to break the encirclement in the short-term;{{sfnb|Bidlack|Lomagin|2012|loc=page 137}} this may have led to traffic on the road stopping on 8 December and operations being formally suspended on 12 December.{{sfnb|Bidlack|Lomagin|2012|loc=page 135}}

Traffic resumed by late December. By this time, the railhead was at Voibokalo near Shlisselburg Bay.{{sfnb|Salisbury|1969|loc=chapter 38}} By the end of December the ice was {{convert|1|m|ft|0}} thick and covered by {{convert|30|cm|in}} of snow, able to support unlimited use and heavy vehicles.{{sfnb|Glantz|2001|loc=page 77}} On 23 December, the delivered amount – 786 tonnes – exceeded the city's daily consumption rate for the first time.{{sfnb|Glantz|2001|loc=page 77}} State support began arriving in January 1942. The GKO sent [[Alexei Kosygin]] to Leningrad to improve road operations on 19 January. Kosygin requested support to evacuate 500,000 civilians on 21 January. The request was approved by Stalin the next day and led to much greater support for the road.{{sfnb|Glantz|2001|loc=page 136}} Throughput was increased by running more convoys per road per day, which placed great pressure on drivers. As a result, throughput finally reached the Front's target on 18 January 1942, and continued to increase in the second half of the January.{{sfnb|Glantz|2001|loc=page 78}} Further improvements came from extending the railroad from Voibokalo to the edge of the lake at Kobona and Kosa. The GKO ordered the extensions on 11 January and they entered service on 20 February and 6 March respectively.{{sfnb|Bidlack|Lomagin|2012|loc=page 136}} In the final three weeks, the roads delivered 4.5 times more supplies than they had in November and December 1941.{{sfnb|Glantz|2001|loc=page 79}}

Shipments of food permitted a series of ration increases from late December, and by February 1942 civilians in the Leningrad pocket received rations comparable to those elsewhere in the Soviet Union.{{sfnb|Glantz|2001|loc=page 77}}{{sfnb|Glantz|2001|loc=page 78}}{{sfnb|Glantz|2001|loc=page 79}} When the ice roads melted, reserves – rebuilt from mid-January – were sufficient to last until ship traffic on the lake resumed.{{sfnb|Glantz|2001|loc=page 79}}

Other supplies in the spring of 1942 partially revived factory production and city transport;{{sfnb|Glantz|2001|loc=page 68}} fuel had run out in January.{{sfnb|Glantz|2001|loc=page 72}}

Personnel and goods were evacuated from the pocket over the roads. Industrial evacuation was prioritized when the roads opened on Stalin's orders. Leningrad was left to evacuate civilians as best it could; only 36,118 evacuees, plus an unknown number who bribed truck drivers or illegally made the trip on foot, crossed the lake out of the pocket between 6 December and 22 January.{{sfnb|Bidlack|Lomagin|2012|loc=page 135}}{{sfnb|Bidlack|Lomagin|2012|loc=page 136}} Large scale civilian evacuation – mainly of those unable to work, such as women, children and the infirm{{sfnb|Glantz|2001|loc=page 79}} – only began in late January 1942 with the large allocation of resources and vehicles by the GKO; 554,186 civilians were evacuated from 22 January to 15 April.{{sfnb|Bidlack|Lomagin|2012|loc=page 136}}{{sfnb|Bidlack|Lomagin|2012|loc=page 137}} 35,000 wounded soldiers were also evacuated. Industrial equipment from 86 plants and factories and some art and museum collections<ref name="museum">{{cite web|url=http://www.museum.navy.ru/fills_doroga.htm|script-title=ru:Филиал музея "Дорога Жизни" |language=ru |access-date=2008-06-11 |archive-url=https://web.archive.org/web/20080522233010/http://www.museum.navy.ru/fills_doroga.htm |archive-date=2008-05-22 |url-status=dead }}</ref> were evacuated starting in December 1941, and 20% of the 3,677 railroad cars were transferred over the ice roads.{{sfnb|Glantz|2001|loc=page 79}}

Traffic was progressively curtailed starting in March with the onset of the spring thaw.{{sfnb|Glantz|2001|loc=page 79}} That month the Germans intensified their air attacks on the ice road, including round-the-clock attacks on some days.{{sfnb|Glantz|2001|loc=page 80}} The ice roads were declared out of service on 21 April. A final shipment of 64 tonnes of spring onions was made on 23–24 April, and vehicular traffic ended the next day.{{sfnb|Glantz|2001|loc=page 79}} In total, 356,000 tons of supplies were transported, including 271,000 tons of food, 32,000 tons of military supplies, and 37,000 tons of fuel.{{sfnb|Salisbury|1969|loc=chapter 46}}

===Energy infrastructure===
On 2 April 1942, a meeting at the [[Kremlin]] with the [[Anastas Mikoyan]] approved construction plans for an underwater fuel pipeline through Lake Ladoga to Leningrad. Piping was sourced from the [[Izhorskiye Zavody|Izhorsk factory]] in the city.{{sfnb|Salisbury|1969|loc=chapter 47}} The State Defense Committee ordered the [[Red Army]] to construct the pipeline on 25 April, and it entered service on 18 June. The pipeline was {{cvt|35|km|mi}} long and {{cvt|12|m|ft}} deep, and delivered 295 tonnes of fuel per day.{{sfnb|Glantz|2001|loc=page 113}}

The city began receiving electricity from the power plant at Volkhov through an underwater cable in September 1942.{{sfnb|Glantz|2001|loc=page 113}}

===Winter 1942–1943===
The Soviets built new ice roads for the winter of 1942–1943. The winter of 1942–1943 was milder than the last;{{sfnb|Glantz|2001|loc=page 116}} the roads were serviceable for a shorter time as the lake froze later and thawed sooner. The road opened on 19 December and the first convoy crossed the next day. Longer truck columns were used to compensate for the limited load per truck. Thaws closed the road from 9 to 12 January, and finally on 30 March. The roads were serviceable for 101 days between 20 December and 30 March, of which only 97 were suitable for mass truck movement. Trucks moved 210,000 tonnes of supplies, mainly food and ammunition, and over 200,000 personnel and evacuees moved over the roads.{{sfnb|Glantz|2001|loc=page 117}}

The Soviets also started construction of a railroad over the ice. {{cvt|15|km|mi|0}} of track on the western edge of the lake was complete by mid-January.{{sfnb|Glantz|2001|loc=page 117}}

The Soviets launched Operation Iskra in January 1943 and retook the Shlisselburg corridor. Construction of the lake railroad was abandoned.{{sfnb|Glantz|2001|loc=page 117}} A railroad from Shlisselburg to Poliana through the recaptured land route began construction on 21 January and opened on 6 February; it became the main supply route to the city.{{sfnb|Glantz|2001|loc=page 118}}{{sfnb|Glantz|2001|loc=page 119}} The ice roads remained operational for the remainder of the winter as reliable alternatives to the railroad. Retaking the Shlisselburg corridor prevented the Germans artillery from bombarding the ice road, although ineffective air attacks continued.{{sfnb|Glantz|2001|loc=page 117}}{{sfnb|Glantz|2001|loc=page 118}} The new railroad drew heavy German artillery fire and required frequent repairs.{{sfnb|Glantz|2001|loc=page 119}}

== Construction and maintenance ==
Measuring {{convert|219|km|mi|abbr=on}} in length and {{convert|138|km|mi|abbr=on}} wide, [[Lake Ladoga]] (or Lake Nevo as it was called in ancient times) is [[Europe]]'s largest lake.{{sfnb|Salisbury|1969|loc=pages 407-412}} Due to its size and unpredictable weather conditions, many speculated that the construction of an [[ice road]] connecting its shores would be impossible.{{sfnb|Salisbury|1969|loc=pages 407-412}}

Although the [[Russians]] had previous historical experience in [[ice road]] construction (an ice railroad had been laid over the [[Kola River]] near [[Murmansk]] during [[World War I]], and another over a portion of [[Lake Baikal]] during the construction of the [[Trans-Siberian Railway]]),{{sfnb|Salisbury|1969|loc=pages 407-412}} none of their prior endeavors were as complicated or as urgent as the Ladoga supply route. Even during winter, the region's erratic winds were capable of increasing or decreasing the lake's water level by as much as {{convert|4|ft|m|spell=in}} within just a few hours.{{sfnb|Salisbury|1969|loc=pages 407-412}} A team of engineers was quickly assembled to ensure that the proposed {{convert|48|km|mi|abbr=on}} route would be structurally sound. One Leningrad scientist noted:

"At {{convert|-5|C|F}}, {{convert|4|in|cm}} of ice would form in 64 hours; at {{convert|-10|C}}, 4 inches would form in 34 hours, at {{convert|-15|C|F}}, 4 inches in 23 hours. A foot of ice (30 cm) would be laid down in 24 days at {{convert|23|F|C}}. It would take 8 days to create a foot of ice at {{convert|5|F|C}}."{{sfnb|Salisbury|1969|loc=pages 407-412}}

Additionally:
*A minimum of {{cvt|4|in|cm|order=flip}} of ice was necessary to support a horse without cargo.{{sfnb|Salisbury|1969|loc=pages 407-412}}
*A minimum of {{cvt|7|in|cm|order=flip}} of ice was necessary to support a horse-drawn sleigh with one ton of cargo.{{sfnb|Salisbury|1969|loc=pages 407-412}}
*A minimum of {{cvt|8|in|cm|order=flip}} of ice was necessary to support a truck transporting one ton of cargo.{{sfnb|Salisbury|1969|loc=pages 407-412}}

Although only {{cvt|1|ft|cm|order=flip}} of ice was required to support mass transit along the route, the actual thickness of the ice typically ranged from {{cvt|3|–|5|ft|cm|order=flip|-1}}, a density thick enough for nearly any task.<ref name="Barber"/>

Construction was carried out in the face of inclement weather, changing and hazardous ice conditions, and German artillery and aerial bombardment which required camouflage and anti-aircraft defences.{{sfnb|Glantz|2001|loc=page 76}} Roads were configured for around-the-clock, two-way, all-weather operation.{{sfnb|Glantz|2001|loc=page 77}}

Once the route had been confirmed and tested for stability, larger [[Snow plow|plows]] and snow carving machines were then used to widen the ice road and make it more suitable for automobile transport.{{sfnb|Salisbury|1969|loc=pages 407-412}} Of the {{cvt|1770|km|mi}} of roads built during the winter of 1941–1942, {{cvt|1650|km|mi}} required repeated snow removal.{{sfnb|Glantz|2001|loc=page 77}} By February 1942, large snow banks on either side of the route had been made into massive ice walls, which shielded transport from the lake's harsh winds.{{sfnb|Salisbury|1969|loc=pages 407-412}} As the ice melted in the spring, the ice road melted, and was replaced with a [[flotilla]] system that continued to ferry goods across the massive lake.<ref name ="Adamovich">{{cite book |url=https://books.google.com/books?id=vbTNDwAAQBAJ&pg=PT144 |last1=Adamovich |first1=Ales' |first2=Daniil |last2=Granin |title=Leningrad under Siege |translator-first=Clare |translator-last=Burstall |translator-first2=Vladimir |translator-last2=Kisselnikov |location=Great Britain |publisher=Pen and Sword Military |year=2007 |pages=144–145 |isbn=9781781597354 }}</ref>

As soon as the ice hardened, the Road of Life was reconstructed again in December 1942.{{sfnb|Salisbury|1969|loc=pages 512-516}} Since [[#Spark|February 1943]] the road became superseded by the land corridor, but ice traffic continued until March 30.

== Operation ==
[[File:CaminoDeLaVidaLeningrado.ogv|thumb|US propaganda film showing the Road of Life.]]
When the roads opened for the winter of 1941–1942, Leningrad Front deployed an elaborate organization onto the ice to manage and support traffic, which included road guides, communications points, road service commandant posts, medical and rescue service points, feeding points, and combat security posts.{{sfnb|Glantz|2001|loc=page 77}}

Leningrad Front's Road-Commandant Service maintained traffic control posts along the ice roads. Traffic regulators controlled vehicle movement, monitored ice conditions, marked the routes with blackout lanterns,{{sfnb|Glantz|2001|loc=page 80}} and warned drivers of obstructions or accidents ahead;{{sfnb|Salisbury|1969|loc=pages 407-412}} regulators contributed significantly to the roads' success. Initially, there were 20 posts at {{convert|300|to|400|m|ft|-2}} intervals. By 1 January 1942, there were 75 posts, 350 traffic regulators, and 150–300 blackout lanterns. Later, settling weather and high snow walls flanking the roads made control easier, allowing the interval between posts to increase to {{cvt|1|to|2|km|mi|1}}.{{sfnb|Glantz|2001|loc=page 80}}

Soviet forces defended the ice roads, connecting land routes, and other road-related infrastructure.{{sfnb|Glantz|2001|loc=page 79}}{{sfnb|Glantz|2001|loc=page 80}}

== After the siege ==
In the summer, with the start of the navigable period, deliveries to the city continued thanks to the Ladoga Military Flotilla. In 1943 the Road of Life was replaced by the {{Ill|Road of Victory|ru|Дорога Победы}} – a railway, laid on the narrow path conquered during [[operation Iskra]] from Leningrad to [[Volkhov]]. Now the Road of Life, within the limits of [[Saint Petersburg]], is often{{clarify|date=July 2019}} referred to as Ryabovskoe Highway, but within [[Vsevolozhsk]], the Road of Life is the official name.

== Monuments and memorials ==
[[File:Locomotive at Petrokrepost station (monument).jpg|thumb|The steam locomotive at Petrokrepost railway station established in memory of a railwayman of the Road of Life]]

The Road of Life is commemorated by seven monuments and 46 memorial poles along the road, and 56 memorial poles along the railway; all are part of the [[Green Belt of Glory]] (Зелёный пояс славы).
* The memorial complex "The Flower of Life" ("Цветок жизни"), at the 3rd km of the Road of Life, consists of a monument, erected in 1968, by the architects A. D. Levyenkov and P. I. Melnikov, and eight tablets (representing pages from the diary of the [[Leningrad]] schoolgirl [[Tanya Savicheva]]), erected in 1975 by the architects A. D. Levyenkov and G. G. Fetisov, and the engineer M. V. Koman.
* The "Rumbolovsk Hill" ("Румболовская гора") memorial complex, at the 10th km, in [[Vsevolozhsk]], erected by the architects P. F. Kozlov and V. N. Polukhin. It consists of metallic [[oak]] and [[Bay Laurel|laurel]] leaves, symbolising life and glory, and a tablet with a verse by the poet [[Olga Berggolts]].
* The "Katyusha" ("Катюша") monument, at the 17th km, near the village of Kornevo, erected in 1966 by the architects A. D. Levyenkov, P. I. Melnikov, L. V. Chulkevich and the designers G. I. Ivanov and L. V. Izyurov.
* Fifty-six memorial kilometre posts along the [[Finland Station]] – Lake Ladoga railway line. Erected 1970 by the architects M. N. Meisel' and I. G. Yavein.
* Forty-six memorial kilometre posts on the highway from Rzhevka railway station, on the edge of Saint Petersburg, to Lake Ladoga. Erected in 1967 by the architect M. N. Meisel'.
* A memorial consisting of a [[steam locomotive]], which had operated on the Road of Life, erected at the station Lake Ladoga in 1974 by the architect V. I. Kuznetsov.
[[File:Broken circle element.JPG|thumb|Memorial element The "Broken Circle", 1966,]]
* The memorial complex "{{Ill|Broken Circle|ru|Разорванное кольцо}}), at the 40th km of the Road of Life, on the shore of Lake Ladoga near the village of Kokkorevo. Consists of a statue of an anti-aircraft cannon (1966, sculptor [[Konstantin Simun]], architect V. G. Fillipov, engineer I. A. Rybin).
* "The Crossing" ("Переправа") monument, near the hamlet of Morozova, dedicated to the memory of the soldier-[[pontoon bridge|pontoon]]eers (1970, architect L. M. Drexler, engineer E. N. Lutsko).
* The "Steel Way" ("Стальной путь") plaque in the [[Petrokrepost]] railway station, dedicated to the memory of the heroic railway workers on the Road of Life (1972, architects N. M. Meisel' and I. G. Yavein, sculptor G. D. Glinman). On the same site stands a memorial [[steam locomotive]] (1975).
* The "Kobona" ("Кобона") plaque in the hamlet of Kobona, dedicated to the Road of Life (1964, architects M. N. Meisel'. A. A. Yakovlev).
* The memorial automobile "The Legendary One-and-a-Half-Tonne" ("Легендарная полуторка") at the 103rd km of the [[Petrozavodsk]] highway, at the turn-off for Voibokalo (1974, architect A. D. Levyenkov, artist V. V. Fomyenko).
* The "Voibokalo" ("Войбокало") plaque at the Voibokalo railway station, commemorating the Road of Life (1975, architect S. S. Natonin).

==See also==
*[[Arctic convoys of World War II]]


==References==
{{reflist|3}}

;Bibliography
{{Refbegin}}
*{{cite book |last1=Bidlack |first1=Richard |last2=Lomagin |first2=Nikita |title=The Leningrad Blockade, 1941–1944: A New Documentary History from the Soviet Archives |url=https://books.google.com/books?id=-g2b__W4cQAC&pg=PA406 |date=2012 |publisher=Yale University Press |isbn= 978-0-300-11029-6}}
*{{cite book |last=Glantz |first=David M. |author-link=David Glantz |date=2001 |title=The Siege of Leningrad, 1941–1944: 900 Days of Terror |url=https://books.google.com/books?id=efZmAAAAMAAJ |location=Staplehurst |publisher=Spellmount |page= |isbn=1-86227-124-0}}
*{{cite book |author-link=Harrison Salisbury |last=Salisbury |first=Harrison E. |title=The 900 Days: The Siege of Leningrad. |location=New York |publisher=Harper & Row Incorporated |year=1969}}
{{Refend}}
{{More citations needed|date=February 2007}}

==External links==
* {{Commonscatinline}}
* {{cite web|url=http://eng.neftevedomosti.ru/press.asp?material_id=619&issue_id=81|archive-url=https://web.archive.org/web/20060831202205/http://eng.neftevedomosti.ru/press.asp?material_id=619&issue_id=81|url-status=dead|archive-date=2006-08-31|title=Details about the pipeline}}

{{Coord|59|56|N|30|20|E|source:eswiki_region:RU_type:city|display=title}}

[[Category:Siege of Leningrad]]
[[Category:Leningrad in World War II]]
[[Category:Ice roads]]
[[Category:Monuments and memorials in Russia]]
[[Category:Articles containing video clips]]

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Road of Life