JSC Russian Railways Kuibyshev Railway. History of the Kuibyshev railway

The Kuibyshev railway runs through the territory of Tataria, Bashkiria, Mordovia, Ryazan, Penza, Tambov, Ulyanovsk, Samara, Saratov, Orenburg, and Chelyabinsk regions.

This is the largest highway connecting the central and western regions of the country with the most important economic regions of the Urals and Siberia.

At the beginning of 1866, entrepreneurs and landowners of Tambov, led by the provincial leader S. Bashmakov, petitioned the government to grant a concession for the construction railway from Ryazhsk to Morshansk.

On May 10, 1866, the highest permission to build the line was received. At the same time, the Ryazhsko-Morshanskaya Railway Society was formed.

Construction work began in August 1866. They were carried out simultaneously in two sections: Ryazhsk - Sarai (Verda station) and Sarai - Morshansk. In October 1867, the Ryazhsk - Morshansk line was opened for constant traffic: the road carried three trains per day.

On May 31, 1868, the board of the joint-stock company Ryazhsko-Morshanskaya Railway turned to the government with a request for permission to continue the line from Morshansk to Penza and Syzran. On December 26, 1870, permission to build this site was received. Work began in 1872 and was carried out under the leadership of engineer N. L. Markov. At the same time, enterprises were built to service the track along the entire length of the line from Morshansk to Syzran.

On October 12, 1874, the Morshansk-Syzran section, stretching 484.8 versts, was opened for freight and passenger train traffic, the road was named Morshan-Syzran. At the station square of Morshansk, a solemn ceremony was held to welcome the first train, which arrived in the city at 3 o’clock in the afternoon.

At the same time, a branch line from Syzran to Pristan on the Volga was put into operation.

By the time regular traffic began on the Morshansko-Syzran road, its rolling stock, in accordance with the “Statement of the available number of steam locomotives and wagons” dated October 1, 1874, consisted of 16 freight-passenger locomotives of the “A” series, built at the Kolomensky plant, 26 freight locomotives, 52 passenger and 15 baggage cars. On the section from Morshansk to Syzran there were 23 stations, of which two were class I (Penza, Syzran), four were class II, the rest were class III and IV. At the end of 1874, after the construction of the Vyazma - Pavelets and Vyazma - Batraki lines, the railway was renamed Syzrano-Vyazemskaya.

With the construction of this route, the central provinces gained the opportunity of railway communication with the Volga region territories rich in grain.

In May 1870, survey work began on the section from Samara to Orenburg, which was headed by court adviser engineer Bykov. The research results were submitted to the government for consideration. And in 1871, the highest permission was received for the construction of a line from Samara to Orenburg.

On November 18, 1873, the charter was approved and technical specifications, and on February 22, 1874, construction began on the Orenburg Railway from the right bank of the Volga at the Batraki station through Samara to Orenburg with a bridge across the Volga and a branch to the pier in Samara. Work proceeded simultaneously in several areas, which were put into temporary operation as soon as they were ready. Peasants from the Simbirsk, Samara and Orenburg provinces were involved in the construction of the railway.

On August 12, 1875, the newspaper “Samara Provincial Gazette” reported: “Today a truly significant event took place for our region: for the first time in Samara the whistle of a steam locomotive from the Samara station was heard, the branch to Khlebnaya Square is ready, and the temporary railway-horse track from this branch is also ready to the Volga River."

Constant traffic on the Batraki - Orenburg line, stretching 507.3 versts, was opened on January 1, 1877.

The need for a bridge across the Volga was obvious. In the summer, the crossing was carried out by steamship, and in the winter - in the crews of the Orenburg Railway Society. Three were considered possible places Bridge location: near Samara, near Farmers and near the village of Kostychi. After long discussions, they decided to build a bridge between Old and New Kostychi. The project was developed by the largest scientist, professor at the St. Petersburg Institute of Railway Engineers Nikolai Apollonovich Belelyubsky. Construction began on August 17, 1876. A new railway station was built near the bridge - the Right Bank of the Volga River. On August 26, 1880, the bridge, which became the longest in Europe, was opened to train traffic.

On September 8, 1888, the Samara-Ufa Railway was put into operation from the Kinel station to the Ufa station, with a length of 452 versts. They started talking about the construction of a road from the Volga to the Southern Urals back in the late 70s, but the economic crisis delayed railway construction in Russia.

The question of the Ufa line arose again when the need to build the Siberian Railway was recognized. Research on the Samara-Ufa section began back in 1882-1883. In 1885, construction of the road began with funds from the treasury. The work was supervised by railway engineer K. Ya. Mikhailovsky, his assistants were P. S. Zhukov and P. S. Mukhlinsky, who later built the Trans-Siberian Railway.

The construction of the Samara-Ufa line took place in difficult conditions. The route ran through a sparsely populated area, so there were not enough workers. More than a third of the route was laid on hard and rocky soils. Limestone was delivered from nearby quarries, but sand and ballast had to be transported from afar.

On September 8, 1890, the Ufa-Zlatoust section, 300 miles long, was built. From that time on, the road began to be called Samara-Zlatoust. The route crossed the Ural ridge and went to Western Siberia, connecting it by rail with Moscow and St. Petersburg. On October 22, 1892, traffic was opened on the Zlatoust-Chelyabinsk section with a length of 150 miles.

On January 1, 1893, the private Orenburg road was added to the Samara-Zlatoust road, and the road began to be called “Samara-Zlatoust with the Orenburg branch.” Thus, the length of the road was 1410 versts, its western border was the Batraki station, and its eastern border was the cities of Chelyabinsk and Orenburg.

In 1890-1893 the road experienced significant economic difficulties. In order to reduce costs, the road management was forced to stop train traffic at night and close some crossings on the Kinel - Pokhvistnevo and Raevka - Ufa sections. The opening of traffic on the Siberian Railway in 1896 contributed to a significant increase in the volume of traffic on the Samara-Zlatoust road and the restoration of regular traffic.

On September 1, 1893, the Sasovo - Ruzaevka section was put into operation, and on December 16, 1895 - Ruzaevka - Penza. In 1900, trains ran from Ruzaevka to Timiryazevo (Red Knot).

For many years, the Simbirsk Zemstvo Assembly petitioned the government to build a railway that would connect Simbirsk with the center and other regions of Russia. In 1895, permission was received for the construction of the Ruzaevka - Batraki section with the Inza - Simbirsk (Ulyanovsk) branch. Construction began in the spring of 1897. The work was carried out intensively, and on December 28, 1898, train traffic was opened on all sections of the Ruzaevka - Syzran and Inza - Simbirsk (Ulyanovsk) line with branches to the Volga steamship piers. On November 11, 1900, the section from Syzran to Batraki was built. On August 28, 1911, a section of the route to Bugulma was built. In 1902, an access road was built from the Chapel-Pristan station to Melekess.

On August 15, 1914, the line, later called the Volga-Bugulma Railway, reached Chishmy and connected with the Samara-Zlatoust Road.

The lack of a bridge across the Volga hampered the growth of traffic. Goods had to be unloaded and transported on steamships in the summer, and on carts in the winter. Construction of the bridge began in 1912. And on December 1, 1916 it was opened for temporary train traffic. In 1917, the bridge entered permanent operation.

On August 16, 1897, traffic opened on the narrow-gauge Krotovsko-Sergievskaya branch. Its original purpose was to connect the road with the Sergievsky resort and the private Timashevsky sugar factory. The work on the construction of this branch was led by a talented railway engineer and famous writer N. G. Mikhailovsky.

In 1901, the Vernadovka - Kustarevka branch was built, connecting the lines of the Syzran-Vyazemskaya and Moscow-Kazan roads.

On January 1, 1905, the section of the Samara-Zlatoust road from Kinel to Orenburg was transferred to the Tashkent Railway. In the summer of 1914, operation of the Aksakovo - Belebey line began.

In subsequent years, due to the construction of new sections, increased freight turnover, and operating features, the names and boundaries of the road changed. Sections of the Kuibyshev railway belonged until 1917 to four roads: from Ryazhsk to Oktyabrsk - Syzrano-Vyazemskaya, from Kustarevka to Ulyanovsk and Oktyabrsk - Moscow-Kazanskaya, from Oktyabrsk to Kropachevo - Samaro-Zlatoustovskaya, from Ulyanovsk to Chishmov - Volga-Bugulminskaya.

In 1919, the Western Ural Railway with sections: Kropachevo - Chelyabinsk and Poletaevo - Kustanai was attached to the Samara-Zlatoust Railway, in 1921 - the Volga-Bugulminskaya Railway (from Chishmy station to Chapel-Verkhnyaya station), and on July 1 1929 - section of the Moscow-Kazan road Inza - Ulyanovsk.

On May 26, 1936, the Samara-Zlatoust railway was renamed the road named after V.V. Kuibyshev. Its borders were as follows: from the south - Kinel, from the west - Kuznetsk, Inza, from the east - Kropachevo. In 1942, one of the sections of the disbanded Penza Railway became part of the main line. In 1944, the Kindyakovka - Syzran - Sennaya line with a length of 319 kilometers was built.

May 14, 1953 road named after. V.V. Kuibyshev was renamed the Kuibyshev Railway.

In 1959, the Kuibyshev Railway included the Ufa and Orenburg roads.

Kuibyshev Railway- one of the largest steel highways Russian Federation. Its operational length is 4751.98 km.

The Kuibyshev Mainline passes through the territory of Penza, Samara, Ulyanovsk, Tambov, Chelyabinsk, Ryazan, Orenburg regions and the Republics of Bashkortostan, Tatarstan and Mordovia. The powerful industrial and agro-industrial potential of these regions determines the high level of freight traffic on the highway.

The steel threads of its two almost parallel lines: Kustarevka - Inza - Ulyanovsk and Ryazhsk - Samara - converge at the Chishmy station and lead to the east, to the foot of the Ural Mountains.

The other two: Ruzaevka - Penza - Rtishchevo and Ulyanovsk - Syzran - Saratov - run from north to south, concluding in a single transport network countries Gorky and Volga roads. Kuibyshevskaya connects the center and west of Russia with the Urals and Siberia, Kazakhstan and Central Asia.

The road includes four regions: Samara, Penza, Bashkir and Volga-Kama.

Branded cargo of the Kuibyshev Railway - oil and petroleum products. The road serves automobile factories in Tolyatti, Ulyanovsk, and Naberezhnye Chelny. Among its clients are large manufacturing enterprises chemical fertilizers And building materials, mechanical engineering and coal mining, it carries timber and grain, agricultural products, cement and metal.

History of the road

The Kuibyshev Mainline is one of the first to appear in Russia. Her story has begun October 25, 1874 with the opening of regular train service on the Morshansk - Syzran section. The length of the Morshansk-Syzran railway was 485 versts. The line operated 42 steam locomotives, 47 Morse engines, and operated 530 freight cars, 52 passenger cars, and 15 baggage cars. One pair of passenger and three pairs of freight trains weighing up to 120 tons passed along the road per day.

The opportunities that the railways opened up became a powerful stimulus for the development of the economies of the regions through which the railway passed. New production facilities were created there, plants and factories were built, and products were given access to a wide market. Agriculture. Year after year the road expanded its boundaries. The names also changed: Samara-Orenburg, Samara-Ufa, Samara-Zlatoust. In 1919 the Western Ural railway with sections Kropachevo - Chelyabinsk and Poletayevo - Kustanai was attached to the Samara-Zlatoust railway, and in 1921- Volgo-Bugulminskaya (from Chishmov to Chapel Verkhnyaya station). In 1929 the Inza - Ulyanovsk section of the Moscow-Kazan road was added to the Samara-Zlatoust road.

In 1936 The main line was named the Kuibyshev Railway in honor of the famous public figure Valerian Kuibyshev. In 1942 part of the Penza railway was added to the mainline. In August 1944 Our highway also included the Kindyakovka-Syzran-Sennaya line. In May 1953 The Kuibyshev Railway becomes the Kuibyshev Railway. And in 1959 it includes the Ufa Railway, which previously existed independently.

The Kuibyshev Railway played a decisive role during the Great Patriotic War, connecting the rear with the front. Over the years, 19 million wagons of cargo have been transported along its steel track, including about a million tanks. More than 141 million rubles were collected by the railway workers for the Defense Fund. With this money, 10 armored trains and 80 ambulance trains were built. More than 14 thousand Kuibyshev railway workers fought on the fronts. 23 of them became Heroes of the Soviet Union.

During the Great Patriotic War, the importance of the Kuibyshev railway was determined by the increased freight traffic on the railway lines of the Volga region, the Urals and Siberia, which became the main communications for supplying the front with ammunition, military equipment, fuel and food. IN short time 1,360 large equipment was transported along the Kuibyshev railway to the Urals, Western Siberia, the Volga region and other regions industrial enterprises, over 10 million people were evacuated. During this difficult time, new methods of work were mastered on the road: high-speed formation of trains, uncoupled repairs of cars, driving heavy trains, sending double trains... To increase the capacity of sections, a “live block” was introduced on the road in October 1941: train movement was organized people placed at a visual distance, based on whose signals the order of passage of trains was established.

In the 60-70s On the Kuibyshevskaya road, a large program of technical re-equipment of the road was carried out. The problem of converting the road to electric and diesel traction has been largely solved; junctions and stations were reconstructed and second tracks were laid, which contributed to the development of throughput and carrying capacity. During these years, 430 km of new lines, 601 km of second tracks, 273 km of station tracks were laid; 1,369 km electrified; included in the electrical centralization of 5200 switches; equipped with automatic blocking for more than 1000 km and dispatch centralization for more than 1500 km; cultural and community facilities were built. The commissioning of the Inza - Kustarevka section completed the electrification of the world's longest Moscow - Baikal highway. In 1971, the road was awarded the Order of Lenin.

At this time, the country was undergoing technical re-equipment of all industries, and the number of industrial giants under construction increased significantly: automobile factories, oil refining and aerospace complex enterprises, hydroelectric power plants were built with the direct participation of railway workers. Thanks to the presence of the Kuibyshev Railway, the construction of AvtoVAZ, KamAZ, the Volzhskaya Hydroelectric Power Station and many other large industrial enterprises became possible.

In the 80s, 270 km of new lines were built on the highway, including Beloretsk - Karlaman with access to Magnitogorsk; 525 km of secondary tracks and 259 km of station tracks were laid; equipped with electrical centralization for about 3,700 switches; automatic blocking and dispatch centralization were introduced in new areas; 1,682 km of continuous continuous track were laid. Over 80% of freight turnover is carried out by electric traction.

In October 2003 Together with the other 16 roads of the Russian Federation, the Kuibyshev Mainline became part of the new joint-stock company "Russian Railways". Combining into unified system all steel highways in the country, JSC Russian Railways has become the largest transport company Europe, ranked in the top five by revenue Russian leaders. One hundred percent of the shares of JSC Russian Railways belong to the state, without the right to transfer to private individuals. Today, thanks to the work of the company, all conditions have been created for the development of competition in the field of passenger and freight transportation. Modernization of the main technical means The railway industry has become a powerful incentive for the development of domestic industry. The Russian Railways company is transforming from a monopolist into a subject of a market economy. The Company's positive performance plays a decisive role in the economic stability of most regions.

At the current stage of development, the service area of ​​the Kuibyshev Railway includes 3 republics - Bashkortostan, Tatarstan, Mordovia, as well as 7 regions: Ryazan, Penza, Tambov, Ulyanovsk, Samara, Orenburg and Chelyabinsk.

Source - Kuibyshev Railway: kbsh.rzd.ru

Kuibyshev railway.

Kuibyshev Railway serves the regions of the Middle Volga region. The road was formed from the Samara-Zlatoust railway, a number of sections of the Moscow-Kazan railway and the former Syzran-Vyazemsk railway. The total length of the tracks is 11,502.5 km, including the main ones - 7,234.8 km. The management of the Kuibyshev road is located in Samara.

Kuibyshev Railway serves the largest automobile plants in Ulyanovsk, Naberezhnye Chelny and Tolyatti, oil refineries and defense enterprises.

First section Kuibyshev railway(Ryazhsk - Morshansk) was built in 1867. In 1877, the Kuibyshevskaya road was extended to Kinel station. In 1888, the road from Kinel station was extended to Ufa, in 1890 to Zlatoust, in 1892 to Chelyabinsk. The combined sections made up the Samara-Zlatoust Railway, the management of which was transferred from Ufa to Samara.

During the Great Patriotic War, the Kuibyshev Railway played an important role in connecting the rear with the front. In total, during the war years, 443 thousand trains (about 20 million cars) were delivered to the front. The volume of national economic cargo amounted to more than 40 million wagons. The Kuibyshev Railway transported equipment from 1,360 large industrial enterprises to the Urals, Western Siberia, the Volga region and other regions of the country, and over 10 million people were evacuated.

In 1943, the first section of the Kuibyshevskaya road was electrified for suburban transportation: Kuibyshev - Bezymyanka. The urgent electrification of this intra-city section of the railway was caused by the need to transport large quantity workers at evacuated defense factories. Electrification of the Kuibyshev road has become the most important event for the city of Kuibyshev.

Electric locomotive VL10U-163 at the Samara depot on the Kuibyshev road. In 1944, the construction of the Volga road was completed: Ilovlya - Saratov - Syzran - Sviyazhsk. Part of the Volga road from Gromovo to Tsilna now belongs to the Kuibyshev railway. For a long time, distances on the Kuibyshev Railway in the Samara region were counted from the Batraki station.

In 1953-1954 it was electrified at DC section of the Kuibyshevskaya road Dema - Kropachevo. By the end of 1958, the Pokhvistnevo - Kuibyshev - Syzran - Inza section was electrified. Settlements, located close to the railway, for the first time received electricity precisely from the lines feeding traction substations.

On July 14, 1959, the Ufa and Orenburg railways were included in the Kuibyshev railway. In the 1960–1970s, a large program of technical re-equipment was implemented on the Kuibyshevskaya road: converting the road to electric and diesel traction, reconstructing junctions and stations, laying second tracks.

In October 2003, along with the other 16 roads in Russia, the Kuibyshev Mainline became part of Russian Railways OJSC.

In 2011, the reconstruction of the Bezymyanka multiple unit depot in Samara was completed. The updated Bezymyanka depot made it possible to service suburban electric trains of the Samara, Penza and Bashkir regions of the Kuibyshev Railway, as well as to service the new Lastochka electric trains, which are expected to arrive in the next 2-3 years.

The railway network of the Kuibyshev Railway consists of two almost parallel lines running from west to east: Kustarevka - Inza - Ulyanovsk and Ryazhsk - Samara, which connect at the Chishmy station, forming a double-track line ending at the spurs of the Ural Mountains.

Kuibyshev Railway

Kuibyshev Railway- one of the largest steel highways in the Russian Federation. Its operational length is 4727.86 km.

The Kuibyshev Mainline passes through the territory of the Penza, Samara, Ulyanovsk, Tambov, Chelyabinsk, Ryazan, and Orenburg regions and the Republics of Bashkortostan, Tatarstan and Mordovia. The powerful industrial and agro-industrial potential of these regions determines the high level of freight traffic on the highway.

The steel threads of its two almost parallel lines: Kustarevka - Inza - Ulyanovsk and Ryazhsk - Samara - converge at the Chishmy station and lead to the east, to the foot of the Ural Mountains.

The other two: Ruzaevka - Penza - Rtishchevo and Ulyanovsk - Syzran - Saratov - run from north to south, incorporating the Gorky and Volga roads into the country's unified transport network. Kuibyshevskaya connects the center and west of Russia with the Urals and Siberia, Kazakhstan and Central Asia.

The road includes four regions: Samara, Penza, Bashkir and Volga-Kama.

The signature cargo of the Kuibyshev Railway is oil and petroleum products. The road serves automobile factories in Tolyatti, Ulyanovsk, and Naberezhnye Chelny. Among its clients are large enterprises producing chemical fertilizers and building materials, mechanical engineering and coal mining; it transports timber and grain, agricultural products, cement and metal.

One of the main tasks of the Kuibyshev Railway is to meet the transportation needs of the economy and population of the served regions.

The accuracy and reliability of our transportation, the safety of our passengers, as well as the success of entire sectors of the economy of the country's regions depend on the quality of work of our Highway departments.

The Kuibyshev Railway is part of the global system of movement of people, goods and technologies. We work for clients, our solutions are based on infrastructure, the skills of a team of professionals high level and innovative technologies.

The constant search for and implementation of advanced solutions and technologies into daily practice is the key to the pursuit of excellence. We are open to opportunities and implement them. We are clearly aware that constant development is the only possible way to increase our competitiveness. Updating for us is not only the replacement of rolling stock and the introduction of new management technologies, but also continuous improvement, development of the skills and knowledge of our employees. The continuity of traditions allows us to pass on our knowledge from generation to generation.

Guided by common goals, each of our employees bears a single responsibility for the results common labor And decisions made. We are responsible for the safety, reliability and quality of our services.

Key indicators for 2016:

Operating length - 4,728 km

The number of employees at the road test site is 44,383 people.

Freight transported - 183.8 million tons

Passengers transported:
- in long-distance communication - 12.8 million people.
- in suburban traffic - 13.4 million people.

Samara station is located in the Zheleznodorozhny district of the city and belongs to the Samara branch of the Kuibyshev Railway.
Samara Train Station- one of the highest in Europe (its height with the spire is 100 meters). The station was built in 2001 and today is a symbol of the city.
The building was built in modern style high-tech and consists of metal structures and glass.
To date throughput Samara station - up to 30,000 people.

Trains go through the Samara railway station in the direction of the cities: Baku, Irkutsk, Chita, Ulan-Ude, Tyumen, Togliatti, Nizhny Tagil, Krasnoyarsk, Abakan, Tynda, Neryungri, Yekaterinburg, Simferopol, Samara, Ufa, Belgorod, Anapa, Novokuznetsk, Barnaul , Kemerovo, Chelyabinsk, Orenburg, Nizhnevartovsk, Moscow, Adler, Orsk, Magnitogorsk, Kislovodsk, Novosibirsk, Penza, Astana, Bishkek, Tashkent, St. Petersburg, Novorossiysk, Saratov, Kiev, Kharkov, Mariupol, Kazan, Vladivostok.

Branded trains:

• Branded train "Zhiguli" (No. 9/10 "Samara - Moscow")
• Branded train "Samara" (No. 107/108 "Samara - St. Petersburg")