North Caucasian Railway train directions. The history of the origins of railways in the North Caucasus

The North Caucasian Railway stretches from the Azov and Black Seas in the west to the Caspian Sea in the east, from the East Don Ridge in the north to the Caucasus Range in the south.

On March 1, 1860, Ataman of the Don Army Mikhail Grigorievich Khomutov turned to the Minister of War with a report on the need for construction railway from Grushevsky mines to the pier at the village of Melekhovskaya. The construction of the railway in the Don territories was supposed to contribute to the trade and industrial development of the region. In the second half of the 19th century, rich deposits of coal were discovered in the area adjacent to the Don, in the area of ​​the Grushevka River. The consumers of this coal - large industrial enterprises - needed the raw material to be delivered reliably and quickly.
In May 1860, Emperor Alexander II gave his permission, and seven months later, on December 18, he approved the “Regulations on the Committee for the construction of the Grushevsko-Donskaya railway and a pier on the Don River.”
On April 2, 1861, two miles from Novocherkassk, at the Tangash ravine, a solemn ceremony dedicated to the beginning of construction work on the Grushevsko-Donskaya railway. “This holiday, as expected, attracted a large audience. After the prayer service, the ataman, as a representative of the Don Army, placing the first block of earth on a wheelbarrow, walked with it for some distance, followed by the chief of staff - a member of the railway committee and, finally, a builder roads with other engineers. The celebration ended with lunch for workers and guests" (Don Military Gazette, April 4, 1861)
In 1861, the final choice of the direction of the railway was made: it was supposed to run from the Grushevsky mines not towards the Melekhovskaya village, as originally planned, but to the Aksai village. The work was supervised by a railway engineer, Lieutenant Colonel Valerian Aleksandrovich Panaev, who was familiar with many famous Russian writers, in particular, he was friends with N.A. Nekrasov.
About 3,000 workers from among the peasants of the Kharkov and Kursk provinces worked on the construction. Sleepers and timber were purchased in Russia, metal bridge structures, steam engines, hydraulic cranes, turntables, mechanical equipment for repair shops, steam locomotives and wagons - in Belgium, from where they were delivered by steamships from Antwerp to the Taganrog roadstead.
On December 29, 1863, a railway line with a length of 66 versts (70 km), from Grushevka (Shakhty) through Maksimovka (Kamenolomni) and Novocherkassk to the village of Aksayskaya, with a branch to the coal mines and a pier, went into operation.
January 7, 1869 Governor of the Caucasus Grand Duke Mikhail Nikolaevich presented the emperor with a note on the need to connect the Caucasus by railway with common network empire in the direction from Rostov-on-Don to Vladikavkaz with a branch to the Black Sea. The Committee of Ministers supported the opinion of the governor, and on January 2, 1870, the highest order followed “to include the line from Rostov to Vladikavkaz in the network of major railways and begin its construction no later than 1872.”
Contractor S.S. Polyakov was instructed to survey the route of the future road. The Railway Committee, having considered the results of the survey, determined the general direction of the line. Of the four proposed, the option of laying a line through the Romanovsky post (Kropotkin), Nevinnomysskaya, 20 versts south of Pyatigorsk, along the valleys of the Kuban, Kuma, Terek, was accepted and approved by the emperor on March 7, 1872. The chosen route ran along a steppe hilly plain, rising noticeably to the south, and crossed the lands of the Ekaterinoslav and Stavropol provinces, the Don, Kuban and Terek regions.
The concession for the construction of the road was received by the collegiate assessor Baron Rudolf Vasilyevich Steingel, little known among railway entrepreneurs, who then served on the Tsarskoye Selo railway. Under the terms of the concession, the founder undertook the obligation to create a joint-stock company of the Rostov-Vladikavkaz Railway within three months for the construction of the Rostov-Vladikavkaz railway line and its subsequent operation within three years.
An eight-verst earthen dam and a stone floodplain bridge 250 fathoms (533.4 m) long were erected between Rostov and Bataysk. In total, more than a dozen large and medium bridges and over 200 small bridges and culverts.
The Rostov - Vladikavkaz railway, 652 versts (695 km) long, with all engineering and civil structures was built in three years - as planned. The official opening of train traffic took place on July 2, 1875. Vladimir Mikhailovich Verkhovsky became the first manager of the Rostov-Vladikavkaz Railway, in December 1879 he was replaced by I.D. Inozemtsev.
In July 1883, the board of the Rostov-Vladikavkaz Railway Society sent a petition to the Committee of Ministers to grant a concession for the construction of a line from Tikhoretskaya to Novorossiysk.
On November 9, 1883, permission was received, and on December 25, 1884, the road was renamed Vladikavkaz.
Construction began in April 1885. Three and a half years were allotted for the construction of the entire line from Tikhoretskaya to Novorossiysk, 258 miles long. On the Novorossiysk branch, the work was led by railway engineer Mikhail Stanislavovich Kerbedz.
The rails were produced at the Putilov plant in St. Petersburg and at the ironworks in Yuzovka (Donetsk). From St. Petersburg, the rails were transported by steamship to Rostov and Novorossiysk, then by rail to the laying site. Oak sleepers were harvested from nearby forests.
The first section from Tikhoretskaya to Ekaterinodar was opened to traffic in July 1887. On the second, more complex section from Ekaterinodar to Novorossiysk, two mountain tunnels were built: a small one, 180 fathoms long, and a large one, 650.9 fathoms long. The Novorossiysk branch was built as a single track, the tunnels were designed on two tracks at once, although initially only one track was laid. Prokhodka rocks in the tunnels was carried out through explosions simultaneously from two portals.
The vault of the large tunnel was initially supposed to be made of brick. For this purpose, two brick factories were built, but a stone slab deposit was discovered nearby, so brickwork They left and switched to stone, which is stronger and more durable.
The opening ceremony of the newly built railway line took place in Novorossiysk on June 25, 1888, with a large crowd of townspeople, in the presence of the Minister of Railways K.N. Posyet, the commander of the Caucasian Military District A.M. Dondukov-Korsakov, the ataman of the Kuban Cossack army G.A. Leonov, Chairman of the Board of the Vladikavkaz Railway Company R.V. Steingel.
On May 24, 1891, the Vladikavkaz Railway Society received permission to build the Petrovskaya Line - from Beslan station, near Vladikavkaz, through Grozny to Petrovsk (Makhachkala). This line, 250 miles long, was put into permanent operation on January 1, 1894. Simultaneously with the Petrovskaya line, the Mineralovodskaya branch, 60 versts long, was built, connecting the resorts of Kislovodsk, Essentuki and Pyatigorsk with the main line of the Vladikavkaz road. With the arrival of the railway to Kislovodsk in 1894, intensive development of Caucasian resorts began. In 1895, near the Kislovodsk station, a beautiful Kurhaus building (room for concerts, meetings, etc.) with a spacious restaurant and theater was built. Opera and dramatic performances were staged here, concert performances were organized with the participation of famous actors: Chaliapin, Sobinov, Varlamov, Davydov, Didur, Plevitskaya, Preobrazhenskaya and many others. The number of visitors increased. In 1912, a second track was laid on the Mineralovodskaya branch.
In the early 1890s, the Stavropol City Duma repeatedly contacted the government with a proposal to build a railway line from Kavkazskaya station to Stavropol. Permission for construction, which was to be carried out by the Vladikavkaz Railway Society, was received on May 9, 1893. The work was supervised by M. Kerbedz . He managed to successfully solve not an easy task for the construction of high embankments, deep excavations, a considerable number of bridges, culverts and drainage devices, reliably ensuring the safety of train traffic. The road came into operation in 1897.
Started in 1904 Russo-Japanese War and the revolution of 1905 led to the fact that the construction of new lines was suspended for a long time. During the period from 1901 to 1913, a branch line from Bataysk to Azov, 28 miles long, was built and put into operation in 1911.
The Rostov-Vladikavkaz section, built in 1875, had a low throughput capacity, and therefore, with the increase in traffic volumes, especially after the launch of the Novorossiysk line and access to the Volga and the Caspian Sea, its radical reconstruction was required. Wooden structures were replaced with stone ones, junction and large freight stations were rebuilt with the laying of additional tracks.
The bridge across the Don, built in 1875, could not cope with the growing freight traffic. Therefore, in 1912-1917, a new three-span and two-track bridge with a vertically rising truss was erected, designed by Professor S. Belzetsky with the participation of the largest bridge-building scientist Professor N. Belelyubsky and Professor G. Perederia. It was the first vertical lift bridge in Russia. The lifting part was designed by the American engineer Gunther. All metal constructions were manufactured in Russia at the Maltsevsky plant.
With the coverage of more and more territories by the railway network, intensive growth of cities began: Rostov-on-Don, Taganrog, Novorossiysk, Vladikavkaz, Ekaterinodar, Armavir.
In 1908, a joint-stock company of engineer Pertsev was created, which received permission to build the Armavir-Tuapse road, and in 1912 - the Armavir - Stavropol - Petrovskoye road with branches to Divnoye and Blagodatnoye. The Armavir - Tuapse section was completed and put into operation in 1913, and traffic on the Georgievsk - St. Cross road began in 1914.
By the beginning of the 20th century. on the Vladikavkaz road there were 18 workshops, the largest of which were the depots and workshops of Rostov and Bataysk, Tikhoretsk, Novorossiysk, Caucasian, Grozny, Mineralvodchesk. In 1904, the Vladikavkaz Railway company had over 28 thousand workers and employees. It was engaged in oil production and refining and owned the entire infrastructure of the Novorossiysk port.
During the civil war, the railway tracks of the Vladikavkaz road were destroyed. The restoration and reconstruction process took almost 10 years. Since 1929, construction of new sites in the North Caucasus began (Tuapse - Sochi, Sochi - Adler, Maykop - Khadzhokh, etc.)
In the 1970s and 1980s, active construction was carried out on the road, in particular, the following lines were built: Zverevo - Krasnodonskaya (1971), Anapa - Yurovsky (1977), Blagodarnoye - Budenovsk (1987), Peschanokopskaya - Red Guard (1989).
The successor to the Grushevsko-Donskaya, and subsequently the Vladikavkaz, the North Caucasus Railway connects the region with the center of Russia, the Urals, Siberia, the Far East, the Commonwealth and Baltic states. The management of the North Caucasus Railway is located in Rostov-on-Don.

Story.

WITH late XVIII century, on the site of the city there was a military “post No. 1 At Gorely Oak”, near the former cannery, guarding the ford across the Kuban, along which Circassians raided, and then the Romanovsky farm, which was part of the lands of the village of Caucasus (the center of the village is 8 km upstream current of the Kuban), named after the Don village of Romanovskaya, from where the Cossacks arrived for service.

After the construction of the railway in late XIX century, the Romanovsky farm became a major trade and transport center. Nonresidents settled around the Kavkazskaya station, and the industry of the future city grew.

On February 4, 1921, the Romanovsky farm received city status and was named Kropotkin in honor of the anarchist theorist and geographer Prince Peter Kropotkin.

On June 2, 1924, the city became the center of the newly formed Kropotkinsky district as part of the Armavir district of the South-Eastern region.

During the Great Patriotic War On August 4, 1942 it was occupied by German troops. Liberated on January 28, 1943 by troops of the North Caucasus Front during the North Caucasus Operation.

On December 6, 1943, the city was classified as a city of regional subordination. In connection with this, the center of the Kropotkinsky district was moved to the Kavkazskaya village on January 25, 1944, and the district was renamed Kavkazsky.

Since 1956, the center of the region again became the city of Kropotkin, which was actually not part of it.

On August 8, 2008, the city of Kropotkin and the Kavkazsky district were merged into one municipality, the center of the region again became the city of Kropotkin.

The city of Kropotkin initially consisted of two settlements: the Kavkazsky and Romanovsky farms, which were military fortifications in the south of Russia. Over time, with changes in the geopolitical situation, military purpose has lost its relevance. The further development of the city is associated with the start of construction of the Vladikavkaz railway, which began in 1872.

The founding date of the city is 1874, in the same year the first train passed through the Kavkazskaya station. Yours modern name- Kropotkin, the city was named in honor of the revolutionary anarchist Kropotkin. Despite the unified status of the station and the city, the station retained its original name - Caucasian.

Currently, Kavkazskaya station is the most important transport hub in the Caucasus. The station at Kavkazskaya station, according to the unanimous opinion of passengers, is the best and most beautiful station in Kuban. There is a massive gathering of people here who use the services of various destinations.

Kropotkin is a picturesque southern city. On its territory there are 16 burial mounds from the Bronze Age and the Middle Ages, wartime monuments, the beautiful Holy Protection Cathedral, a local history museum, parks and alleys. The city has built two stadiums, a swimming pool with 50-meter lanes, and a cinema. One of the main architectural attractions of Kropotkin is the railway station building built in 1903.

The history of the origins of railways in the North Caucasus

By the end of the 50s of the 19th century, the coal industry began to develop on the Don. The center of coal mining is the area of ​​the Grushevka River, where 44 mines operated, producing 3.6 million poods. solid fuel. And although the Don land had a powerful water transport artery with access to the foreign market, industrialists and merchants of the Don began to understand the need to build railways - a reliable land means of moving large masses of cargo, independent of the time of year and the vagaries of the weather.

In this regard, the appointed ataman of the Don Army, Adjutant General Mikhail Grigorievich Khomutov, on March 1, 1860, addressed the War Ministry with a report on the need to build a railway from the Grushevsky mines to the pier on the Don coast near the village of Melekhovskaya, justifying his petition with economic benefits and the needs of the developing industry the edges. In May of the same year, Emperor Alexander II gives his consent, and on December 18, he approves the “Regulations on the Committee for the Construction of the Grushevsko-Donskaya Railway and a Pier on the Don River” presented by the Directorate of Irregular Forces and adopted by the Military Council. The Emperor also approved the committee's staff of seven people. The duties of the chairman of the committee were assigned to the ataman of the Don Army.

The members of the committee included representatives of the army, the War Ministry, a civil engineer and the governor of affairs. Officers from the Corps of Railway, Technical and Mechanical Engineers were appointed to assist the civil engineer. The committee was entrusted with the funds of the Donskoy army to build a railway from the Grushevsky coal mines to the pier on the Don coast. On the recommendation of the chief manager of communications and public buildings, K.V. Chevkin, a communications engineer, Lieutenant Colonel Valerian Aleksandrovich Panaev, was appointed to the post of construction manager (construction engineer). With his arrival on the Don, the original version of the road construction underwent significant changes. It was necessary to lay rails from the Grushevsky mines no longer towards the village of Melekhovskaya, but towards the village of Aksayskaya.

On Sunday afternoon, April 2, 1861, at the Tangash beam, two miles from Novocherkassk, the grand opening of the construction site took place. The first block of earth at the beginning of construction was laid by the ataman of the Don Army.

This event marked the beginning of the appearance of the North Caucasus Railway on the map of the country.

1864-1870

The railway line from Grushevsky Posad (the city of Shakhty) through Maksimovka (the city of Kamenolomni) and Novocherkassk to the village of Aksayskaya (the city of Aksai) with a branch to the coal mines and a pier on the Don bank, had a length of 66 miles and went into operation on January 10, 1864.

On this day, a grand opening ceremony took place at the Novocherkassk station. Invitations were sent out to the participants of the celebration in advance: “The Committee of the Grushevsko-Donskaya Railway has the honor to humbly ask you to welcome you on the 10th of this January to the opening of the railway at 12 o’clock in the morning at the passenger house of the Novocherkassk village.”

Almost immediately, on February 1, 1864, regular freight and passenger transportation began along the road. Almost a year later, on December 13, 1864, the “Regulations on the Administration of the Grushevskaya Railway” were approved by the highest order of Emperor Alexander II. The road became known as Grushevskaya. By that time, it already had 4 steam locomotives, 161 freight cars, 2 baggage cars and 14 passenger cars. A locomotive depot with repair shops was built at Maksimovka station.

At the station in Rostov-on-Don

View of the Rostov-Bereg station and the bridge over the Don River

By the beginning of 1868, from the village of Aksayskaya to the port piers in the city of Rostov-on-Don, a section of track was laid with a length of 12 and a half miles, which passed along the right bank of the Don along the territory of the present embankment and ended at the Rostov-Pristan station.

Drawbridge over the Don

Only cargo transportation was carried out along it in the direction of the river port. But by the early 70s of the 19th century, after the construction of an additional line through the Nakhichevan urban area, Rostov-on-Don was firmly connected to the railway lines of the central part of Russia.

On the station square

Cars awaiting loading at Rostov-Pristan station

1870-1917

The growth of productive forces and trade turnover required further development of railways in the south of Russia. In 1872, the joint stock company of the Rostov-Vladikavkaz Railway was established. A line of 652 versts from Rostov-on-Don to Vladikavkaz is being built. Traffic along it opened on July 14, 1875. 37 stations, 4 main and 3 circulating locomotive depots, main workshops in Rostov-on-Don, and a drawbridge across the Don River were built.

At Vladikavkaz station

To take advantage of the wide export opportunities of the South, the Tikhoretskaya-Novorossiysk line was put into operation in 1888 with the construction of Europe's largest grain elevator and port facilities.

Mechanical workshop of the depot at Grozny station

In 1894, the Beslan–Petrovsk (Makhachkala) line was opened, an oil refinery was built in Grozny and port facilities in Petrovsk. Line Mineral water-Kislovodsk gives a powerful impetus to the development of resorts, and the road from Kavkazskaya to Stavropol opens access to the ports for Stavropol grain.

Train station Tikhoretskaya

Continuing to increase export capabilities, the Vladikavkaz Railway is building the Tikhoretskaya-Tsaritsyn, Petrovsk-Baku, Kavkazskaya-Ekaterinodar (Krasnodar) lines. As a result, by the beginning of the twentieth century, the total length of the road reaches 2,326 versts, and the volume of cargo transportation increases to 180 million poods. Total income is 27 million rubles, and profit is about 11 million rubles.

Unloading grain from wagons at the port piers of Novorossiysk

By 1915, several more joint-stock railway companies appeared that built railways in the Kuban and Stavropol regions: Armavir-Tuapse (line from Armavir to Tuapse with a branch to Maykop and Labinskaya), Yeisk (line Yeisk-Starominskaya-Sosyka).

View of Rostov-on-Don

Chernomorsko-Kubanskaya (the line Krymskaya–Timashevskaya–Starominskaya–Kushchevka) and Chernomorskaya (which marked the beginning of the construction of the line from Tuapse to Sochi). All of them, together with the Vladikavkaz Railway, formed the railway network of the South of Russia, which has retained its outline to this day.

Locomotive depot of Grzny station

1917-1941

The revolution and civil war found the Vladikavkaz railway prosperous and the largest commercial enterprise in the south of Russia.

Destroyed bridge on the Grozny-Petrovsk section 1920

For almost two and a half years the road was in a war zone. Only by March 1920, when the Red Army completely captured the South of Russia, the Vladikavkaz, Yeisk, Armavir-Tuapse, Black Sea-Kuban and unfinished Black Sea railways found themselves in territory completely controlled by Soviet power.

Labor soldiers at the restoration of the Rostov railway junction

In 1922, all these railways were nationalized and united into one - the North Caucasus, but not for long: already in 1925 the main line was divided into the North Caucasus with its center in Ordzhonikidze (Vladikavkaz) and the Azov-Black Sea with its center in Rostov-on-Don. Don.

Trade school students

In the 1920s, restoration of sections of the main road destroyed by the civil war was carried out at a record pace. This was facilitated by the serious repair base that the road had: 4 large workshops and 17 large depots.

By 1923, the traction fleet was brought to satisfactory condition, gradually factory schools were created at all major railway junctions and technical schools were opened.

Steam locomotive of the "Gp" series, repaired at the subbotnik

In 1929, the Rostov-on-Don Institute of Railway Engineers was created. By the thirties, the restoration was completely completed and the technical re-equipment of the railway began. Thus, until the 40s, a huge amount of work was done to develop track facilities, reconstruct signaling and communication devices. At the Bataysk station, northern and southern mechanized humps were built, Rostov, Tikhoretskaya, Kavkazskaya, Krasnodar, Grozny, Gudermes, Torgovaya (Salsk), Derbent stations were reconstructed. Powerful steam locomotives and heavy-duty cars with automatic coupling and automatic brakes began to arrive on the road.

Electrification of the Mineralnye Vody-Kislovodsk section

At the end of 1936, the Mineralnye Vody-Kislovodsk section was one of the first in the country to be electrified.

Suburban train on the Mineralovodskaya line 1939

1941-1950

The Great Patriotic War radically changed the nature of the work and life of the highway. By the end of September 1941, the North Caucasus Road switched to military footing and was located in the combat zone. People, machines, equipment and entire enterprises were evacuated to the East of the country. The railway workers did everything to stop the enemy and prevent them from using the sections of the road they were capturing: switches, railcars, machines, wagons were dismantled and removed, bridges and structures were blown up.

Destroyed bridge over the Don River

By the end of 1942, the German occupation of the road reached Vladikavkaz.

Despite the hostilities, new facilities were being built. Thus, in 1942, the Kiziterinka-Bataisk, Adler-Bzyb, Kizlyar-Astrakhan sections, which were important for the front, were put into operation, and already in 1944 the road added 129 kilometers along the Krymskaya-port Caucasus section.

Restoring the track at the Krasnodar branch

At the beginning of 1943, the liberation of the North Caucasus from the Nazi invaders began. By the end of March, the completely destroyed bridge across the Don River was restored, and by July, 3,062 kilometers of main and 675 kilometers of station tracks, 765 artificial structures, including three tunnels and 111 large and medium-sized bridges, were put back into operation.

Transportation of military equipment

By the end of 1945, the restoration of the main route was almost 100 percent. The total damage caused to the road by military actions was estimated at 2 billion rubles.

Machinist Kuznetsov G.A., one of the five hundred soldiers

The railway workers worked selflessly and made a great contribution to the overall victory. They transported trains of troops, weapons, and supplies under bombs, and evacuated the wounded. Many railway workers were awarded high state awards.

Restoring a steam locomotive at the Rostov depot

After the war, a plan was developed for the restoration and development of the road for the period until 1950: new electrified sections, modern locomotives, signaling and communication devices appeared. Along with the construction of the Volga-Don Canal, work began on laying the Kuberle-Morozovskaya line in 1949.

Machinist Lesnikov E.A. (on the steam locomotive first on the left) on the first Soviet steam locomotive to arrive in Berlin

1950-1980

The following years were a period of construction of new tracks, updating of equipment and traffic safety systems. On North Caucasus road Electrification proceeded at a rapid pace, and more powerful locomotives - electric and diesel locomotives - came into operation.

Tuapse locomotive depot 1977

At the same time, a base for their repair was created, depots and road equipment were reconstructed. Traffic safety, alarm and communication equipment has reached the advanced modern level. Everywhere, old semaphores were replaced by traffic lights, and train speeds increased.

In 1955, the Morozovskaya depot began to replace the SO-17 steam locomotives with more modern locomotives of the “L” series, which were distinguished by their high performance. In the summer of 1958, construction and installation work was completed along the entire Black Sea coast. Electric train service has opened between Tuapse and Sochi. In 1962-1963, the Likhaya-Chertkovo-Rossosh section was electrified,

Nevinnomyssk-Mineralnye Vody, and by 1975 the Mineralnye Vody-Prokhladnaya section was electrified.

Forming a train using a teletype

The development of electric traction moved forward: in 1963, the first electric locomotive of the VL80 family was produced at NEVZ. Passenger transportation reached new level, the quality of service was improved, the fleet of cars was updated. In January 1966, the first branded train “Quiet Don” departed from Rostov to Moscow.

The freight capacity of the road also developed. In the 60-80s, container platforms were built at 46 stations, on which electric gantry cranes were installed. By the beginning of the 80s there were already 252 units. This significantly speeded up loading and unloading operations and reduced downtime for wagons and containers. At the end of the 70s, construction of freight yards began at the Rostov-Zapadny, Krasnodar-Sortirovochny, Goryachiy Klyuch, Trubetskaya, and Staromaryevskaya stations. In total, 24 large mechanized cargo yards and 36 open mechanized warehouses were built.

Operation of the ShchOM-4M crushed stone cleaning machine

1980-2003

The eighties were marked by a rapid increase in the country's demand for both freight and passenger transportation. To provide them, a huge amount of work continued on the road, aimed at increasing bandwidth. The electrification range has expanded significantly: Timashevskaya-Novorossiysk, Prokhladnaya-Grozny.

Passenger train 1980

In 1985, a western bypass of the Rostov-Glavny station was built with the construction of a new railway bridge across the Don River. This made it possible to increase the capacity of the road in the direction from the North-West of the country to the South.

At the same time, a number of small but important bypasses were built in the Likhaya-Zamchalovo, Novopredugolnaya, Gornaya, Nesvetay, Yubileinaya, Mikhailo-Leontievskaya, Enem, Krivenkovskaya, Timashevskaya, Post 9th kilometer and others sections.

Electrification of road sections

In 1987, the Blagodarnoe-Prikumsk (Budennovsk) line was put into operation with a length of 72 kilometers, passing through large grain-growing regions of the Stavropol Territory and connecting with the main route of the Rostov-Baku road.

Laying track in tunnel No. 1 on the Shepsi-Vodopadny section

The nineties became a difficult test for the road; instead of a transit road, it became a border road. Traditional cargo flows going to the South began to change direction and decrease.

Road control room

The sharp decline in industry led to a loss of 60 percent of traffic. But despite the enormous economic difficulties, the road developed: in 1993, electrification of the Krasnodar-Kavkazskaya section was completed, in 1995 – Afipskaya-Krymskaya.

In 1998, the movement of accelerated express trains to Krasnodar, Taganrog and Armavir began. In 1999-2001, electrification of the Novorossiysk-Kotelnikovo, Tikhoretskaya-Krasnodar, and Krymskaya-Grushevaya directions began.

Track development of Bataysk station

In the early 2000s, a powerful data transmission network was created, connecting the department, departments and enterprises of the road, and construction of a single dispatch center for managing all railway traffic in the North Caucasus began in Rostov-on-Don.

Locomotive depot at Timashevskaya station

2003-2014

The last decade has been a period of significant change. The country's growing economy required serious changes from the railway workers. The industry had to create a competitive environment and attract new investments into its development. On October 1, 2003, the Russian Government established the open joint-stock company “Russian Railways”. The North Caucasus Railway entered the structure of the newly created company and became its branch. The time has come for large-scale reforms and restructuring of the entire road operating system.

Along with the reform, the road continued its progressive development. New tunnels were built and old ones were reconstructed, including Bolshoy Novorossiysk. To process the growing export cargo flow, the Novorossiysk station underwent a major reconstruction; a logistics center was created on the road for effective interaction between railway workers, shippers and port workers.

The Great Novorossiysk Tunnel after reconstruction

Due to the rapid development of port facilities on the Taman Peninsula and the expected increase in cargo traffic in this direction by more than 3 times, since the mid-2000s the road has been implementing a project to reconstruct the Kotelnikovo–Tikhoretskaya–Krymskaya section, bypassing the Krasnodar hub. It is planned to build 600 kilometers of second tracks and electrify 150 kilometers of railway infrastructure. On the Taman Peninsula itself, a reconstruction project for the 9th kilometer–Yurovsky–Anapa–Temryuk–Caucasus section is being implemented. To increase the capacity of the “entry” stations of the road, a third main track was built on the Likhaya–Zamchalovo section.

The “passenger face” of the road is changing. Reconstruction of the stations of Rostov-on-Don and Caucasian Mineralnye Vody has been carried out, the carriage fleet is being replenished with new comfortable carriages for transporting passengers on long-distance and suburban routes. The traction rolling stock used in passenger traffic has been completely updated. In 2013, the first double-decker cars arrived on the road, the passenger car depot in Mineralnye Vody opened after reconstruction, which became the largest and most modern in Russia, and the Lastochka commuter trains were launched on the Black Sea coast. A special depot was built for them at Adler station.

Electric train "Lastochka" at Sochi station

The road has received its most powerful development in recent years in preparation for the XXII Winter Olympic and XI Paralympic Games in 2014 in Sochi. It was necessary to ensure the transportation and processing of cargo arriving for the construction of Olympic facilities, for which cargo yards were built in Sochi and Adler. A unique in its complexity project for the construction of a combined road and railway from Adler to Krasnaya Polyana was implemented. New stations appeared on the road map at the stations Adler, Olympic Park, Esto-Sadok, Krasnaya Polyana, and an intermodal line from Adler to Sochi airport. The Sochi, Khosta, Matsesta train stations and stopping points on the Black Sea coast were reconstructed. In order to increase capacity on the line from Tuapse to Adler, more than 30 kilometers of second tracks were laid. Residents of the city of Sochi, participants and guests of the Olympic and Paralympic Games appreciated the unique railway infrastructure created for them.

New Train Station Adler station

Together with the entire country, the North Caucasian Railway has covered a huge historical path of 150 years. It reflected all historical events and changes like a mirror. Today, the North Caucasus Railway, together with the Russian Railways OJSC company, is developing and moving forward, fulfilling the tasks set by the country's economy.

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NORTH CAUCASIAN RAILWAY - part of the Russian Railways and runs through the territory from the Azov to the Black Sea in the west and the Caspian Sea in the east, from the East Don Ridge in the north to the Caucasus Range in the south. Road department in Rostov-on-Don. The road includes branches: Rostov, Krasnodar, Mineralovodsk, Makhachkala, Likhovskoe. The operational length of the road (01/01/2001) is 6427 km. The road serves the Rostov region, Krasnodar and Stavropol territories, Dagestan, North Ossetia, Ingushetia, Chechnya, Karachay-Cherkessia, Adygea, Kabardino-Balkaria, and connects them with the Northern, Central and Volga regions of Russia, the Baltic countries, Belarus, Ukraine, and Transcaucasia. Through large ports along the road, the North Caucasus communicates with the southern regions of the country and the countries of the Mediterranean basin, and through the Volga-Don shipping canal with the regions of the Volga region and the Center. The road interacts with the maritime transport of the Azov-Black Sea basin through the ports of Taganrog, Yeisk, Novorossiysk and Tuapse, and with the Caspian basin through the port of Makhachkala; with river transport along the Don and Seversky Donets - through the ports of Azov, Volgodonsky, Rostov, Ust-Donetsk, along the river. Kuban - with the ports of Krasnodar and Temryuk.

Road map

The road serves 2 thousand enterprise access roads. About 50 million tons are transported annually various cargoes, OK. 54 million passengers. Freight turnover (B000) amounted to 48.2 million tariff t-km. In the structure of shipped cargo: construction materials(30%), coal (15.8%), oil and petroleum products (9.2%), grain (6.5%). Transported approx. 40 million commuter passengers and 14 million long-distance passengers (1999).

Construction of railway in the North Caucasus began with the construction of the Shakhtnaya-Aksai (1861), Zverevo-Shakhtnaya (1871), Aksai-Rostov (1875) lines. In 1872-1875. The Rostov-Vladikavkaz line was built. By October 1917, the total length of the road was 5,000 versts. During Civil War and military intervention the railways were destroyed. tracks, stations and other railways. objects that were not only restored after the war, but also significantly reconstructed. In 1922, the road received the name of the North Caucasus Railway.

During the Great Patriotic War on the railway. military echelons with weapons, ammunition, and food were formed; New sections continued to be built. The post-war years are characterized by a gradual increase in the technological potential of the road and the beginning of electrification of the road. in the 50-60s. sections with electric traction were built: Mineralnye Vody - Kislovodsk, and Belorechenskaya - Kurinsky (1957) and further to Tuapse through Sochi (1958). A line to the Volga-Don Canal and the Tsimlyansk Sea from Kuberle station was built. important stage in the development of the road was the construction of the lines Divnoye - Elista (1969), Zverevo - Krasnodonskaya (1971), Anapa - Yurovsky (1977), Krasnodar - Tuapse (1978), bypassing Rostov transport hub and the creation of a number of large freight stations, incl. Rostov-Zapadny (Kazachya station) and station. Red Garden (1983-1985).

In the late 80s - early 90s. the directions Blagodatnoye - Budennovsk, Peschanozhopskaya - Red Guard were developed. The road passed through the dereg on a double-track bridge on the Gudermes - Chervlyonaya section (1989). The Timashevskaya - Protozha line was electrified; Electrical centralization was introduced on the Tsimlyanskaya - Kuberle section. The western bypass of the Bataysk station (1990) and the eastern bypass of the Likhaya station (1991) were built.

The road has high technical equipment: they are widely used in managing the transportation process. automated systems(st. Bataysk, Krasnodar, Rostov-Tovarny, Tikhoretskaya, etc.); The Express-2 system operates in passenger transportation. Dispatch centralization systems use microprocessor technology.

Serious changes occurred on the road in the 90s. with the decision to create the Southern Regional Control Center (SRCC). The main linear link in operational work was the support stations: in 2001, there were 34 support stations on the road. Concentrated management has improved operational and cargo handling performance. Machines and mechanisms began to be used more fully; Fiber-optic communication lines are being created: the Chertkovo-Rostov-Novorossiysk-Adler line will make it possible to create a road digital communication network.

On the road, the problem of increasing the permissible speeds of passenger trains to 120-140 km/h on the Moscow-Rostov-Adler, Moscow-Mineralnye Vody-Kislovodsk routes is being solved. The rehabilitation of the track, which is carried out with the use of new track machines RM-76, ShchOM6B, SCh-600, VPR-09-32, required large expenses. New generation machines work in conjunction with a dynamic track stabilizer and ballast planner.

The next stage in the development of the road was the construction of the Kizlyar-Karlan-Yurt line (1999); reconstruction and development of port stations (Novorossiysk, Temryuk, Tuapse), reconstruction of railway stations (Sochi, Krasnodar).

In 1998-2000 on the Krasnodar-Tikhoretskaya, Tikhoretskaya-Salsk and Salsk-Kotelnikovo sections, movement was carried out by electric traction. Since November 2000, the operation of locomotives on extended arms began on the road: Novorossiysk-Penza, Kochetovka-Nikolskoye. The technology of passenger service is being improved: a directorate for servicing passengers in long-distance transport “Sevkaveexpress” (which includes the carriage depots of Rostov, Adler, Novorossiysk), as well as “Donexpress”, “Kubanexpress” and “Kavkazexpress” has been created. The road initiated the organization of high-speed passenger trains on long-distance, local and suburban routes. A Road Center for branded transport services has been created, monitoring the execution of orders, planning cargo transportation, marketing and advertising services, information and technical support for clients, tariff policy and work with forwarders, operational management of the container fleet and management container transportation. Three regional agencies of corporate transport services have been created: Makhachkala, Krasnodar and Mineralovodsk.

From the beginning of its existence, progressive experiences and methods of work arose on the road; on the railway networks are known: driver P.F. Krivonos - initiator of economical fuel consumption, dispatcher of the SV. Kutafin is the organizer of the movement of prefabricated trains. These initiatives are continued by entire teams: Art. Bataysk is the organizer of a complex adaptable automation system for administrative and economic activities (in 1999-2000, the station was the winner of the industry competition of the Ministry of Railways and the Central Committee of the trade union), the Timashevskaya locomotive depot is the basic enterprise of the road for the implementation of technical diagnostics tools for locomotives; resource-saving technologies are being introduced on the road, etc.

The road was awarded the Order of Lenin (1984) and other awards.