structural:summarization
Demand and design

In the late 19th century, the development of Siberia was hampered by poor transport links within the region and with the rest of the country. Aside from the Great Siberian Route, roads suitable for wheeled transport were rare. For about five months of the year, rivers were the main means of transport. During winter, cargo and passengers traveled by horse-drawn sledges over the winter roads, many of which were the same rivers but frozen.

The first steamboat on the River Ob, Nikita Myasnikov's Osnova, was launched in 1844. However early innovation had proven to be difficult, and it was not until 1857 that steamboat shipping had begun major development on the Ob system. Steamboats began operation on the Yenisei in 1863, and on the Lena and Amur in the 1870s. While the comparative flatness of Western Siberia was served by good river systems, the major river systems Ob – Irtysh – Tobol – Chulym of Eastern Siberia had difficulties. The Yenisei, the upper course of the Angara River below Bratsk which was not easily navigable because of the rapids, and the Lena, were mostly navigable only in the north–south direction, making west–east transportation difficult. An attempt to partially remedy the situation by building the Ob–Yenisei Canal had not yielded great success. These issues in the region created the need for a railway to be constructed.

The first railway projects in Siberia emerged after the completion of the Saint Petersburg–Moscow Railway in 1851. One of the first was the Irkutsk – Chita project, proposed by the American entrepreneur Perry Collins and supported by Transport Minister Constantine Possiet with a view toward connecting Moscow to the Amur River, and consequently the Pacific Ocean. Siberia's governor, Nikolay Muravyov-Amursky, was anxious to advance Russian colonization of the now Russian Far East, but his plans were unfeasible due to colonists importing grain and food from China and Korea. It was on Muravyov's initiative that surveys for a railway in the Khabarovsk region were conducted.

Before 1880, the central government had virtually ignored these projects, due to weaknesses in Siberian enterprises, an inefficient bureaucracy, and financial risk. By 1880, there was a large number of rejected and upcoming applications for permission to construct railways in order to connect Siberia with the Pacific, but not Eastern Russia. This worried the government and made connecting Siberia with Central Russia a pressing concern. The design process lasted 10 years. Along with the actual route constructed, alternative projects were proposed:

The line was divided into seven sections, most or all of which was simultaneously worked on by 62,000 workers. With financial support provided by leading European financier, Baron Henri Hottinguer of the Parisian bankers Hottinger & Cie, the total cost estimated at £35 million was raised with the first section (Chelyabinsk to the River Ob) and finished at a cost of £900,000 lower than anticipated. Railwaymen argued against suggestions to save funds, such as installing ferryboats instead of bridges over the rivers until traffic increased.

Unlike the rejected private projects that intended to connect the existing cities that required transport, the Trans-Siberian did not have such a priority. Thus, to save money and avoid clashes with land owners, it was decided to lay the railway outside the existing cities. However, due to the swampy banks of the Ob River near Tomsk (the largest settlement at the time), the idea to construct a bridge was rejected.

The railway was laid 70 km (43 mi) to the south (instead crossing the Ob at Novonikolaevsk, later renamed Novosibirsk); a dead-end branch line connected with Tomsk, depriving the city of the prospective transit railway traffic and trade.