The holding of the Olympic Games in China in 2007 gave impetus to the development of high-speed rail traffic in the country. a railway line was opened for high-speed trains with a speed of 330 km per hour.

The line connected the capital Beijing and the port Tiajin. And this is not the limit! Benjin and Shanghai are connected by a high-speed train line with a speed of 350 km per hour. To create high-speed movement, technologies from the Japanese company Kawasaki were used. Recently there has been a tendency to use Chinese technologies in this direction. Chinese companies sell their trains to northern and south america. For comparison, high-speed trains in Europe can reach speeds of up to 270 km per hour, while the Japanese bullet train travels at a speed of 234 km per hour.

In 2010, the Chinese high-speed train set a new speed record of 486.1 kilometers per hour.

almost 70 kilometers per hour exceeding the previous achievement, the Chinese reported on Friday

MASS MEDIA. The record was set during a test run of the CRH380A series train at the site

between the cities of Zaozhuang and Benpu on the Beijing-Shanghai high-speed railway. New record

significantly exceeded the previous figure of 416.6 kilometers per hour, which the Chinese train

production reached at the end of September this year.

Chinese experts have begun to design a train that will reach speeds in excess of

500 kilometers per hour.

Speed records have so far been set only as part of research tests. At the same time, according to

information from the Ministry of Railways of China, currently the PRC has 337

trains capable of reaching speeds of up to 380 kilometers per hour, which

used to transport passengers.

China has 7.55 thousand kilometers of high-speed railways. Under construction

There are still more than 10 thousand kilometers of high-speed railway tracks.

and Guangzhou. It was built in just four years and is now the longest high-speed line

railways in the world - 1068 km.

Trains on it reach a speed of 350 km/h. So you can get from Wuhan to Guangzhou in no time

in ten hours, as usual, and in only 2 hours 58 minutes. Fare - from 70 to 114

dollars one way. In 2012, about 13,000 km will be in operation in China

high-speed railways (200-350 km/h).

By 2012, high-speed transportation in China will be carried out on 42 railways.

lines, which will give an even greater impetus to economic development. That distance to overcome

which previously took ten hours, now only three. This is a great alternative

road transport with eternal traffic jams and airplanes with the necessary preliminary

registration. Inside, the train is not divided into carriages and presents a single space.

There are no shaking, vibrations or shocks when moving. The trains have soft

anatomical chairs, TVs, drink machines. Hot drinks are also provided

What does it look like? To a giant airport? To the cosmodrome? A still from a movie about the future? No,

guys, this is a Chinese station. Gigantic building. Futuristic architecture. Elevators, escalators,

dozens and hundreds of information boards, marble floors polished to a mirror shine,

live palm trees, comfortable temperature, perfect cleanliness. There are several here at the same time

thousands of people. But they are all so evenly distributed in a common gigantic space that

there is no feeling of a crowd typical of train stations.

rest, and playgrounds for children. At the ticket office there is a special window for purchasing tickets.

foreigners. An adult and serious Chinese woman in glasses sells tickets to “laowais” with such a look,

as if they were her students and she was an English teacher.

Regular trains do not arrive at this station. There are high-speed trains here. The point is that now

China is building a giant web of high-speed railways across the country. This web

it already connects dozens of strategic millionaires with each other. And in the coming

For several years it will literally cover the entire country.

Chinese trains are an excellent alternative to two types of transport at once. Firstly,

cars. Previously, to get from one city to another, you had to take a car,

stand in city traffic jams for a long time, take the highway, pay tolls (roads in China

paid), refuel and drive at a speed of 100 kilometers per hour in the vicinity of crazy people

Chinese truck drivers. Now on a high-speed train this can be done in three

times faster and three times cheaper. At the same time, you will spend time in comfortable conditions and not

get tired while driving.

And secondly, it is an alternative to airplanes. Because now from almost any major

city to another large city you can not only fly by plane, but also get there by

such a high-speed train. This is often much more convenient. And always cheaper. And it works.

At the station, all passengers wait for their train in the common waiting room. And only when it’s fast

the train is brought onto the platform and it opens its sealed doors, passengers are invited

for landing. The landing system here is the same as at airports. That is why on our own

Buying tickets, finding the right exit to the platform, getting from the waiting room to the train - all this

organized so logically and predictably that anyone can figure it out. Even

“laowai.” And even “laowai”, who flew to China for the first time and just now.

Trains arrive on time. And they leave on time. This is a system. A clear and thoughtful matrix.

After the train arrived, passengers through automatic gates get to one of

platforms, of which there are several dozen. And almost immediately they find themselves inside the train.

walk from the end of the train to the beginning without opening or closing a single door. Soft, comfortable

seats, information boards (where the names of stops, time and speed are displayed),

LCD TVs, sockets for laptops, coolers with hot and cold water...

Such trains are served by specially trained conductors. Cute but strict

Chinese women in blue uniforms. It is to them that you can ask your naive question and get

This is a very serious answer. They don't flirt at work...

Pay attention to this young man in a red vest. This is a railway employee

roads. He delivers lunches. Rice with meat. Chicken with meat. And sweet donuts.

Even though these trains run really fast, you don't feel the speed inside them.

at all. They are very stable. There is no shaking or vibration. And understand how quickly

the train is moving, it is only possible when an oncoming train passes outside the window. Counter

trains over two hundred meters long fly by in less than two seconds. Wherein

the air wave from them hits the windows with such force that you involuntarily shudder every time.

The feeling is pretty cool. The first few times I didn't even understand what it was.

The new generation of trains in China is not “just so it is” and not “we also have it”, and not

"blah blah blah". This is a well-thought-out, convenient and popular project on a federal scale.

Oriented not at the metropolitan elite, but at the people. (By the way, like many things in China).

Despite all its futurism and grandeur, the prices here are not at all high. And on

a businessman from Shanghai in a suit and tie can easily sit in the adjacent seats, and

a rice farmer who returns from the capital to his village. At the same time they

they will definitely talk loudly, discuss the weather, politics, the Dow Jones index,

agricultural fertilizers and a bunch of other things...

China needs to move. Travel quickly, conveniently and affordably. Movement speed

throughout the country - this is very important for the economy and business to continue to develop in the same way

insanely fast. Everyone is interested in this. And the state that “creates conditions.” And "the people and

business” that takes advantage of these conditions. And I generally understand why they are so fast

for construction)

There is clearly no point in relying on high-speed trains as a means of saving money in China. Choose between train and plane based on your personal preferences. The train from Beijing to Shanghai takes just under 6 hours. The plane flies for 2 hours, but you will spend a lot of time traveling to the airport and pre-flight control. There is also no big difference in time.

If you want to save money, then take a regular train. He travels for 12 hours, but sleeping area costs $57. A seat already costs $30. Sitting for 12 hours on a train is much easier than sitting in the plane you're on.

As we have already said, a good and convenient service for purchasing train tickets operating in Russian does not yet exist. Russian sites provide services according to the principle: “leave a request, and we will find something for you,” which does not suit consumers.

You will have to use English sites, which is not difficult. Modern browsers have a built-in translator, and the result is more or less adequate. (see picture1, picture2)

The only important fact that should not be forgotten is the names of cities in China. They do not always coincide with the Russian interpretation. Beijing in English is called Beijing, Xi'an is Xian, and Wuhan is Wuhan. Look for the correct Latin name of the desired city and you will buy tickets without any problems.

Of course, tickets can be purchased on site at the box office, but availability is not guaranteed. We recommend that you take care of your train tickets in advance.

About high-speed trains

Just a few years ago, high-speed trains in China reached speeds of 350 kilometers per hour. When we saw this number on the scoreboard, it seemed that the future from science fiction books had already arrived. Now everything has changed, and they rarely reach a speed of more than 250. The limit was introduced for safety reasons.

The train does not travel the entire distance at maximum speed, so the average travel time has increased by 20%. For example, a few years ago it was possible to get from Wuhan to Shanghai in just 5 hours, but now it takes 6 hours.

There are usually three types of tickets on sale. These are 2nd class (Second Seat), 1st class (First Seat), Business class (Business Seat). The difference lies in the amenities - the higher the class, the larger size seats and a more expensive ticket. 1st class is 1.5 times more expensive than 2nd class. Business costs 3 times more than 2nd class.

The problem of comfort on Chinese trains is not as acute as on air travel. You can always get up and walk around the train through all the cars. You can go to the dining car and have something to eat or drink. Food prices are quite reasonable. On our last trip, lunch cost 50 yuan, and 10 yuan.

China is gradually emerging as the world's leading railway power. It covers not only its territory with a dense network of highways, but also neighboring countries. In this review we will tell you about Chinese Railways phenomenon, and also about prospects his influence on Russia, because China has already announced plans to build a Beijing-Moscow highway worth $242 billion.

In fact, the news about China's multi-billion dollar investments in development railway route Beijing-Moscow surprises only those who do not know about the real current state of affairs in the transport infrastructure of the Celestial Empire. The fact is that over the past two decades, this country has been investing huge amounts of money in the creation of new roads, bridges, interchanges, overpasses, tunnels and other facilities, including those necessary for railway needs. Moreover, it is rail transport that China places the main emphasis in its infrastructure development, because only it allows for fast, high-quality and relatively inexpensive connections different regions a state that is huge in area and population.

China Railways

Statistics say that recently in China more than two thousand kilometers of high-speed railway lines are being built annually, along which new trainees travel Chinese trains, capable of accelerating to 500 kilometers per hour. However, the real average speed of travel on China's railways is still three times less.

Thanks to this rapid development of the railway network, convenience and speed of travel, as well as relatively low fares with dynamic pricing policies, trains have become the main passenger mode of transport in China.

The development of the railway network also has a positive effect on the growth of the country's already powerful economy. After all, it is freight, and not passenger, transportation that is the main income of the railways of any state, as well as the main logistics of goods and resources.

Realizing the enormous importance of railways and having achieved significant success in their construction and operation on the territory of their country, the Chinese authorities decided several years ago to begin railway expansion to other countries. The first and, at the moment, main direction of this activity was Southeast Asia.

China and Southeast Asia

In 2011, the Chinese Ministry of Railways announced the launch of a program to create the Asian Railway, which will unite the railway infrastructure of Laos, Vietnam, Cambodia, Thailand, Malaysia, Myanmar and Singapore into a single network. The Celestial Empire intends to buy out lines located in these countries in order to then reconstruct them, as well as create many new routes. In total, this promising network will consist of approximately 40 thousand kilometers of new railway lines.

At the same time, the Asian Railway will unite precisely those countries that have been the world's largest producers of consumer goods for the last ten years. And China, through the railway infrastructure, gains control over the production and logistics processes in these states.

But China’s transport interests are not limited to Southeast Asia. This country is exploring ideas for a much broader infrastructural expansion to the West and East.

China and America

One of the latest promising railway projects in China is the idea of building a transcontinental high-speed railway from Beijing to Los Angeles.

It may seem like a joke, but China is, in fact, seriously thinking about connecting Asia and Asia by rail in the foreseeable future. North America. The 13,000-kilometer line will begin in Beijing, pass through Vladivostok, the coast of the Sea of Okhotsk, dive into a 200-kilometer tunnel under the Bering Strait, then again cross the land through all of Alaska, the west coast of Canada with Vancouver, and then across the United States of America to Los Angeles. In the future, it could be extended east to New York and south towards South America.

High-speed Chinese trains will be able to cover the distance between Beijing and Los Angeles in just 24 hours. This is quite a lot for passenger transportation, but it is unimaginably fast for transporting goods, and this road will mainly be used as a freight road.

China and Europe

The Chinese authorities are also looking to the West. On November 18, 2014, a freight train consisting of three dozen wagons with Chinese goods left the city of Yiwu in eastern China. Twenty-one days later, he arrived at the final point of his route, Madrid, having covered 13 thousand kilometers and eight countries along the road: China, Kazakhstan, Russia, Belarus, Poland, Germany, France and, in fact, Spain.

Chinese authorities have stated that such freight trains will travel along this route on a regular basis. People are already calling this record-breaking long road the “New Silk Road” or the “Silk Road of the 21st century.”

However, in the previous two paragraphs we are talking exclusively about freight traffic between China and Western countries. But the Celestial Empire is also hatching plans to create high-speed passenger highways that will connect it with Europe. Several years ago, the Chinese authorities announced that they intended to create a new “Orient Express” in the future, which would connect Beijing and London. This will be the main train of the world, which will finally turn Eurasia, stretched for 15 thousand kilometers from west to east, into a single continent.

China and Russia

But the route to London is a matter of the future. In the meantime, China plans to gain a foothold on its immediate borders. This is evidenced by Beijing's desire to build a high-speed railway line to Moscow.

The total length of the road is expected to be about 7 thousand kilometers. It will start in Beijing, pass through northwest China, Kazakhstan and the European part of Russia to Moscow. Trains will cover this route in just 2 days, while current trains cover it in more than 7 days.

By announcing its plans to build a railway to Moscow, China is actually making a statement that it considers Russia one of its main partners, that it believes in further development the economy of this state, as well as political and economic relations between the Russian Federation and the PRC.

Bottom line

Based on the facts presented, we can conclude that China is becoming the world's largest operator of passenger and freight rail transportation. This country, receiving huge profits, invests them in infrastructure projects around the world. This great example for other states, including Russia.

The railway infrastructure modernization project implemented in China is comparable in scale to the construction of the Great Chinese wall. The country's authorities have invested about $300 billion in the creation of high-speed railways (HSR). Today, China's high-speed rail network is longer than that of Japan and Europe combined. Lenta.ru found out what modern Chinese railways, why the Chinese government spared no money on obviously unprofitable projects and what are the prospects for using Chinese experience and technology on Russian soil.

Great Network of China

TO beginning of XXI centuries, Chinese railways were not a locomotive, but rather a brake economic development countries. The development of transport did not correspond to the increased level of population mobility. Railways, with an average speed of 48 kilometers per hour, were losing competition to highways and air transport.

As a result, in 1997, a campaign was launched to increase the speed of railways, the main activities of which were large-scale electrification, the construction of tunnels and bridges to straighten routes, updating the locomotive and carriage fleet, and improving service on trains. By 2007, the average speed of passenger trains reached 70 kilometers per hour, and on some “exemplary” sections, trains accelerated to 160 kilometers per hour. However, this was just the beginning.

In the mid-2000s, Beijing launched an ambitious campaign to create a high-speed rail network. The volume of investments in the creation of new lines already in 2007 amounted to $26 billion. The global economic crisis that soon began contributed to even greater investments in the construction of high-speed lines. This was done in order to provide employment and stimulate economic growth. As a result, by 2009 the total volume of capital investments reached $88 billion, continuing to increase. The total investment in creating a network of 25-30 thousand kilometers (estimated length for 2020) is estimated at about $300 billion.

It is important to understand that high-speed lines are completely new lines, and not an upgrade of existing ones. Usually they are built parallel to existing ones, but in some areas they are the only ones, and they do not have “back-ups”. In such cases, they can also be used for transporting goods. Although, HSR mainly specialize in servicing passenger traffic, carrying over three million passengers per day (the largest figure in the world). To understand the scale of the market, it should be noted that Chinese railways transport about 47 million people every day.

Over ten years of active construction, 19 thousand kilometers of high-speed roads were created, which makes the Chinese high-speed railway network the largest in the world - more than in Japan and Europe combined. In Russia, there is not yet a single “dedicated” high-speed railway line - high-speed Sapsan trains run on ordinary roads, and for the sake of them the traffic of other trains is blocked.

Initially, the Chinese used foreign technologies: French (Alstom), Canadian (Bombardier) and Japanese (Kawasaki). Chinese manufacturers, who have been very creative in using the intellectual rights of their foreign partners, have not only reached the same technological level in less than a decade, but also taken leading positions in the world. And now it is Chinese technologies that are most competitive in the promising markets of India, Brazil and Mexico.

In terms of the volume of investments and significance for the country, the creation of a high-speed railway network is quite comparable to such grandiose infrastructure projects of the past as the construction of the Great Wall of China during the time of Emperor Qin Shi Huang (3rd century BC) and the Great Imperial Canal, which connected the Yellow River basins in the 6th century and Yangtze.

How it works

For high-speed lines, completely new stations are usually built, more like huge airports than railway stations. Such stations become growth points for peripheral “development zones” - often in suburbs or satellite cities. Business and service industries are accumulating around them. Connection with urban transport systems turns them into transport hubs. For example, such a hub not only for Shanghai, but also for the surrounding provinces, became the Hongqiao junction - the place where the international airport, railway station and several branches of the Shanghai metro converge.

High-speed trains in China include trains with the letters G (called "gaote") with maximum speed 310 kilometers per hour, as well as trains with the letters D (“dongche”), capable of accelerating to 250 kilometers per hour. "Gaote" move only on special highways, which have a number of features: they have smaller turning angles and only use a ballastless track on concrete base. Slower “dongche” can also move on some “ordinary” roads. Currently, HSR trains account for approximately 20 percent of total passenger traffic, while 80 percent are “regular” trains, the fastest of which (direct overnight express trains between the country's largest cities) can travel at speeds of 140-160 kilometers per hour.

Previously, Chinese trains were not only slow, but also uncomfortable. It was considered common practice to smoke directly in the carriage. They were noisy and smelled bad; Air conditioning was rare, and this was even specifically indicated on the tickets. At the moment, the situation has changed dramatically. Even in ordinary trains, the carriage composition has been completely replaced. Trains with the letters G and D are reminiscent of airplanes in terms of comfort: soft reclining seats (there are no sleeping places on the high-speed train), dry toilets, air conditioning, and the absence of irritating music. Tickets cost twice as much as regular trains, but are still cheaper than air tickets. And certainly the new type of trains is much more comfortable than buses, where, in the old fashioned way, Chinese TV series about civil war, worse than which can only be the Chinese analogue of the Full House program.

High-speed trains have changed the concept of space. China is a huge country, travel through which previously required a significant investment of time, effort and nerves. Now the distance between Beijing and Shanghai (1318 kilometers) by train G-1 can be covered in 4 hours 48 minutes. For comparison: the Sapsan train between Moscow and St. Petersburg travels an hour faster, but the distance here is half as long. The distance between Beijing and Guangzhou is 2,100 kilometers; the fastest train with the letter G can travel it in eight hours. In Russia, approximately the same distance separates Moscow and Tyumen; on the branded Rossiya train it is covered in one day and six hours.

All high-speed railways are managed by CRH (China Railway High-Speed), a subsidiary of the state corporation China Railways, which is under the control of the Ministry of Transport and the State Railway Administration. The former railway ministry was abolished in 2013 following the Wenzhou high-speed train collision (40 deaths) and a corruption scandal surrounding it. former leader. Liu Zhijun, considered the father of the HSR system, was accused of receiving kickbacks of up to four percent for road construction contracts. However, there were already enough questions about the effectiveness of the ministry’s work.

Photo: Wei Wanzhong / Xinhua / Globallookpress.com

All Chinese high-speed lines are unprofitable and are subsidized by the state. Both in terms of construction and maintenance. Funding is obtained from state banks in the form of loans to the railway corporation and regional authorities. The payback period for relatively short lines between large cities (for example, Beijing - Tianjin) is 15-16 years with a passenger flow of about 30 million people per year. Getting highways to zero in remote areas with difficult terrain is practically impossible.

In fact, the state sponsors the creation of obviously unprofitable highways, while solving such strategic problems as employment of workers and businesses. In addition, fast, convenient and inexpensive transport unites the country: it allows the population to travel to neighboring cities to study and work, travel and spend money in tourist areas. All this ultimately leads to the unification of China, the spread of common values and normative Chinese language. As one Chinese scientist said about this: “More than expressways, only hieroglyphs were made for the unity of our country.”

Against the backdrop of a new economic crisis, the government is seeking to secure new orders for its industry. Since the entire transport infrastructure has been more or less built in China, Beijing is turning its attention to its neighbors, whose infrastructure is much worse.

Moreover, in some sections the Chinese high-speed lines have reached almost the state border. In the west, the Lanzhou - Urumqi highway was built (it is, however, not yet connected to Beijing). In the northeast, the high-speed railway network has reached the border city of Hunchun, from which the straight line to Vladivostok is only 125 kilometers. In 2019, the HSR is expected to be extended from Harbin to Mudanjiang (370 kilometers to Vladivostok).

Connection with Russia

In 2014-15, the authorities of Heilongjiang province expressed the idea of building the Harbin-Vladivostok high-speed railway. Competing officials from Jilin Province proposed the option of the Hunchun-Vladivostok high-speed railway with an extension to Khabarovsk. Russian officials love to dream no less, so, in turn, they came up with a project for the Hunchun-Fenshuilin-Vladivostok road-railway corridor, which involves, in particular, the construction of a 10-kilometer bridge across the Amur Bay. Obviously, in all cases we are talking about the construction of a road with a Chinese track and one single stop - the final one, at which border and customs procedures will be carried out.

Perhaps, from the point of view of development strategy for the long term, setting such goals is necessary. However, at the moment, all three “projects” look like unscientific fiction. Judging by the Chinese experience and taking into account the current volumes of cross-border passenger traffic, none of the routes will ever pay off. At the same time, their implementation will require colossal money, which neither the region nor the federal budget. Potentially, Chinese investors have funds, however, what could force them to invest in an obviously unprofitable infrastructure project on the territory of another state is unclear.

Contrary to the popular belief in Russia, Chinese investors are not good wizards, but pragmatic businessmen who always think about their own benefit. Perhaps the Chinese border authorities are counting on subsidies from the Center. But it will be possible to obtain them only if the maximum use of Chinese technology and production is guaranteed. Roughly speaking, only if it is a Chinese road, built by Chinese workers using Chinese materials and equipment imported duty-free, will it be of interest to Beijing.

The same problems apply to another project, much more realistic. We are talking about the Moscow-Kazan high-speed railway, a memorandum on the joint construction of which was signed during Xi Jinping’s May visit to Moscow. Preparations are currently underway project documentation. In September, concession agreements are expected to be signed with the Chinese side, which won the tender on an uncontested basis. Russia now has neither the appropriate technologies nor its own financial resources (initially it was planned to spend a trillion rubles on the project, which today’s budget cannot afford), nor the ability to look for sources of financing in European banks.

Photo: Roman Yarovitsyn / Kommersant

Bargaining with potential Chinese investors continues, but it is unclear how it will end. Chinese capital, ready to participate in the consortium, would like to receive unprecedented preferences and make maximum use of its capabilities. The Russian side is striving to localize production as much as possible and get not only a road, but also an industrial boom in the surrounding areas.

Chinese experts are already saying that a separate high-speed rail line without creating a network makes no sense. Following this logic, they propose extending it to Yekaterinburg and further to the border with Kazakhstan, and in the future to Beijing. Perhaps this is exactly the order that Chinese builders need, who, having built everything at home, may soon be left without work. The very approximate cost of the project is $250 billion, that is, slightly less than all the Chinese spending on their own HSR network.

However, there are still more questions about this project than answers. Only the Chinese have money for construction, but this automatically means Chinese rules in organizational and technical aspects, to which Russia and Kazakhstan may not agree for various reasons.

Thousands of people go missing every year, and these disappearances become truly baffling when investigators have virtually nothing to work with - situations in which no one has seen anything and there are no reasonable explanations.

Some of these people disappear forever, but more often, missing people are found - dead - weeks/months after their mysterious disappearance, and they are found in places that search teams have combed dozens of times. The official cause of death is either unknown or absurd.

It should be recognized that in many cases the reasons for the disappearance of people are quite trivial: from family and money problems to serial killers. Mysterious are those cases when people disappear under very strange circumstances (literally disappear into thin air; sometimes nearby hidden surveillance cameras either temporarily fail or “accidentally” look “in the wrong direction”) and/or when their bodies are found in unusual places and in a strange state (without shoes or only in underwear, and in the blood they always find abnormal high alcohol concentration). It was these unexplained cases of disappearances that became the subject of study by David Polydes, which we will talk about later.

David Polides, a former American police officer, ended his career in 2008 and devoted himself entirely to studying mysterious cases of disappearances in the USA, Canada and Europe. He wrote a whole series of books Missing 411 in which he examines the facts (and only the facts) with detective thoroughness, refusing to make unfounded assumptions. Most of his books in this series are devoted to the mysterious disappearances of people in national parks USA and Canada. In his latest book, he examines disappearance cases in cities across the United States and Canada. let's consider general signs, inherent in these mysterious disappearances of people (disappearing both in national parks and in large cities):

An interesting fact is that the official authorities and the media seem to be trying to hide the scale and details of the disappearances. David Paulides describes in his books how he repeatedly tried to use the Freedom of Information Act to obtain lists of missing persons from the US National Park Service. Each time they either demanded fabulous sums from him for these lists, or said that such lists did not exist in nature! It is also quite suspicious that, despite contradictory facts, the official version has always been “accident” or “suicide”. By the way, the official verdict in the case of Elisa Lam who was found dead was also: “accident due to drowning”! It is obvious that the authorities know much more than they admit. But what are they trying to hide from us? Maybe the nature of those entities that kidnap people and lead puzzled detectives by the nose? Who's playing cat and mouse with the human race?

Many disappearances occurred near bushes with berries and large granite blocks.
The bodies of missing people were often found in water (in rivers, ponds, reservoirs, swamps and even dry streams), so the official conclusion about the cause of death was often “drowning”, despite many other facts speaking against it.
Complete absence of witnesses to the disappearance. The missing often simply disappeared into thin air a few meters from their parents/friends, but no one saw the actual moment of disappearance.
The missing were often found in hard to reach places very far from the place of disappearance. For example, the bodies of several children under 5 years of age were found on the slopes of high mountains, where even experienced climbers could not reach. Or remember the famous case of the disappearance of Elisa Lam: her body was found on a locked hotel roof (on which an alarm and several CCTV cameras were installed) in a closed (!) water tank, which could only be reached using a ladder.
The victims found frozen in the ice were in an upright position (!). Some victims had their heads and shoulders above surface of the ice.
In most cases, many facts indicate that the victims were not in the water during the entire period of disappearance (this is often indicated by the uncharacteristic (minimal) level of decomposition of the corpse), despite the fact that the bodies were found in the water. This also contradicts the official conclusions about "drowning".
Presence of alcohol in the blood. It ranged from abnormally high to moderate, but could not be explained either by the amount of alcohol consumed on the evening of the disappearance, or by the stage of decomposition of the body (decomposition produces a certain amount of alcohol in the body).
Based on an analysis of 1,200 cases in the United States and Canada, David Polides identified 52 clusters of missing people, i.e. V certain places(by and large in national parks) people disappear much more often. Several of the largest clusters are around the Great Lakes in the United States.
Trained sniffer dogs suddenly lost their sense of smell and were unable to pick up the trail of missing people. On the day of Elisa Lam's disappearance, the police searched the entire hotel, including with search dogs, to no avail. and the roof where her body was later found.
Memory loss. The survivors could not remember the details of their disappearance. They were often found in an unconscious or semi-conscious state.
Loss of sense of time. In most of the cases studied by David Polydes, the victims could not remember what they were doing during certain periods of time.
The intelligence level of the victims. In many cases, the missing persons were either students with high levels of intelligence (and a promising future) or student athletes. In other cases, the missing were, on the contrary, either seriously (mentally) ill children/students or disabled people. Those. in both cases we are not dealing with ordinary, average people.
Many missing persons in the USA/Canada either had ancestral German roots (even many generations in the past) or studied German and spoke it fluently.
Most of the victims' bodies were found in places that had been combed repeatedly and thoroughly by dozens of searchers (often with sniffer dogs).
Loss of clothing and/or shoes. Victims were often found without shoes, pants, etc. under circumstances that could not explain the loss. There have also been cases in which the belts were attached to the pants in unusual ways. How and why victims lost their clothes (often in adverse weather conditions) remains a mystery.
Missing in buildings. Several children have disappeared from homes with installed and working alarms that never went off at the time of the disappearance. Many young people disappeared in bars with CCTV cameras installed: the cameras showed how they entered the bar, but the moment of their exit from the bar was never recorded on camera, despite their serviceability and uninterrupted operation. In other cases, rotating video surveillance cameras aimed at the banks of rivers/reservoirs recorded the victim, but a few moments later, when the cameras turned again, the victims literally disappeared into thin air.
Strange and short-term weather changes in the place of loss. On the night of the disappearance, there were often sudden downpours, storms or snowfalls. Many disappearances occurred before the onset of terrible hurricanes. It's as if someone is trying to stop search teams from looking for a missing person.
Most disappearances occurred at night: from midnight to dawn.
Failure mobile phones. Most of the mobile phones found were either broken or found with dead batteries. In some cases, the disappearance occurred right during telephone conversation! The victims suddenly became nervous and said that someone was stalking them. After which their speech became incoherent and only the whistle of the wind could be heard (as if someone were suddenly lifting them into the air), after which the connection was lost.
Irrational behavior. While at a party, young people often complained about the sudden bad feeling or the need to walk home, despite distances sometimes of several kilometers and the opportunity to use a taxi/public transport. Parents/acquaintances of missing students also frequently reported their strange, unexplained behavior on the day of their disappearance. Remember also the story about the disappearance of Dyatlov’s tour group in 1959 in the Urals: that evening they did not light a fire (and this sub-zero temperatures!) and did not prepare dinner, but instead devoted their evening to making a wall newspaper.
Availability of identification documents. Missing people who were found in rivers and whose bodies, judging by the stage of decomposition for several days, should have floated several kilometers downstream, almost always found identification documents, despite the fact that due to the strong current they did not have some pieces of clothing and/or shoes. As if someone really wanted those found to be quickly identified!
Some missing people have been found upstream from the place of the loss, which also contradicted official version about "drowning".
In some cases, there was no blood in the victims' bodies! Moreover, investigators have never been able to establish how the blood was removed from the body. After all, for full removal of blood from the body (if we are dealing with a maniac) is necessary special equipment, which always leaves certain cuts on the body. Such cuts/needle marks have never been found. It should also be noted that David Paulides investigated these cases as private person(and not as a police officer), so all the information in his books is based only on published facts or eyewitness accounts. At the same time, some details of the forensic examination are often were not published at all(because the results might shock the public? Or maybe the lack of blood made the forensic examination itself impossible?), which suggests that blood may have been missing from even more of the victims found. By the way, not a drop of blood was found in Elisa Lam’s body either!
Gamma-hydroxybutyric acid (GHB) was found in the bodies of several victims. GHB is a naturally occurring hydroxy acid that plays an important role in the central nervous system person. GHB in high concentrations can be used as an anesthetic and sedative (it is illegal in many countries), as it can paralyze a person's muscles without causing loss of consciousness. Those. If victims were injected with a certain dose of GHB and then placed (while still alive) in water, they (with full awareness of what was happening) would be unable to get out of the water and would ultimately drown. The semi-conscious state and incoherent speech of the surviving victims also indicate possible use of GHB.