The structure of the North Caucasian railway. History of the North Caucasian railway. Train schedule and departure times

North Caucasian Railway stretches from the Azov and Black Seas in the west to the Caspian in the east, from the East Don ridge in the north to Caucasian ridge on South.

On March 1, 1860, the ataman of the Don Army, Mikhail Grigorievich Khomutov, addressed the Minister of War with a report on the need to build a railway from the Grushevsky mines to the pier at the village of Melekhovskaya. The construction of the railway in the Don territories was supposed to promote trade and industrial development the edges. 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 are large industrial enterprises- needed raw materials 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 beam, a solemn ceremony was held to mark the start 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, 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 the general network of the 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 Committee of Railways, having considered the results of the survey, determined general direction lines. 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 assumed the obligation to create Joint-Stock Company Rostov-Vladikavkaz Railway for the construction of the Rostov-Vladikavkaz railway line in three years and its subsequent operation.
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-sized bridges and over 200 small bridges and culverts were built.
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. The excavation of 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 deposit of stone slabs was discovered nearby, so they abandoned the brickwork 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 the difficult task of constructing high embankments, deep excavations, a considerable number of bridges, culverts and drainage devices on a short section of the route, 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, 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, junctions 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 railways Vladikavkaz roads 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 Vladikavkazskaya, the North Caucasus Railway connects the region with the center of Russia, the Urals, Siberia, Far East, Commonwealth and Baltic states. The management of the North Caucasus Railway is located in Rostov-on-Don.

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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 transportation Rostov region, Krasnodar and Stavropol territories, Dagestan, North Ossetia, Ingushetia, Chechnya, Karachay-Cherkessia, Adygea, Kabardino-Balkaria, connects them with the Northern, Central and Volga regions of Russia, the Baltic countries, Belarus, Ukraine, Transcaucasia. Through major ports on the way to North Caucasus It 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 of various cargoes are transported annually, approx. 54 million passengers. Freight turnover (B000) amounted to 48.2 million tariff t-km. In the structure of cargo sent: construction cargo (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 Mineral water- 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 the 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: automated systems are widely used in managing the transportation process (stations of Bataysk, Krasnodar, Rostov-Tovarny, Tikhoretskaya, etc.); V passenger transportation The Express-2 system operates. Dispatch centralization systems use microprocessor technology.

Serious changes occurred on the road in the 90s. with the decision to create the Southern regional center management (URTsUP). 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, which monitors 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 a container fleet and management of 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 comprehensive 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 - base enterprise roads for the introduction of technical diagnostic 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.