The Moscow Construction Complex portal (website) presents a development scheme for the Moscow Railway Hub (MZHU). The map shows all sections of the railway where additional main tracks for the movement of electric trains will be built, as well as sections where high-speed passenger service will be organized.
The program for the development of railway transport in Moscow is comparable in effectiveness to a large-scale metro construction program. This is a joint mega-project of the Moscow government and JSC Russian Railways, consisting of two parts. The first is the reconstruction of the Small Ring of the Moscow Railway (MK MRR), the second is the construction of additional tracks on the radial routes of the suburban railways and the Greater Moscow Ring.
The priority measures planned for implementation by 2020 include the construction of additional main tracks on sections of approximately 193 km.
These include sections: Leningradsky station - Kryukovo in the Oktyabrsky direction, Domodedovo - Airport in the Paveletsky direction, Solnechnaya - Novoperedelkino in the Kiev direction, Belorussky station - Usovo in the Smolensky direction, Kursky station - Zheleznodorozhnaya in the Gorkovsky direction, Yaroslavsky station - Pushkino and Mytishchi - Bolshevo in the Yaroslavl direction, Kursky station - Podolsk, Kursk direction.
On the MZhU diagram prepared by the Construction Complex, priority areas are highlighted in blue, and their end and start stations are also indicated.
The reconstruction and construction of additional tracks on these routes will improve transport accessibility of Moscow areas not covered by the metro and large cities of the Moscow region - such as Mytishchi, Pushkino, Korolev, Zheleznodorozhny, Odintsovo, Podolsk.
To date, 34.7 km of additional tracks for the movement of electric trains on radial railway lines have already been put into operation. Reconstruction was carried out and new tracks were laid on the sections Solnechnaya - Novoperedelkino (Kiev direction), Moscow - Khimki (Oktyabrskoe direction).
The priority measures also include the construction of tracks on the Moscow Railways, where it is planned to complete all work by the end of 2015 for the subsequent launch of passenger train traffic. To date, work has begun on the construction of tracks on 120 out of 182 km. It is planned to begin operation of the Small Ring Railway in 2016.
Construction work of the first stage continues on several other railway lines. Additional main tracks are now being laid on the Smolensk, Gorky, Yaroslavl directions and the Greater Moscow Circular Ring, and the Kursk direction is also being reconstructed.
Activities until 2025 include the reconstruction and construction of additional main tracks in the Kazan direction (Kazansky railway station - Lyubertsy), Paveletsky direction (Paveletsky railway station - Domodedovo), Kiev direction (Kievsky railway station - Vnukovo), Savelovsky directions (Belorussky railway station - Sheremetyevo). The implementation of these activities is possible subject to the allocation of funding.
“Reconstruction of the Small Ring Railway is one of the key directions for the development of Moscow’s transport infrastructure. In fact, the MK MZD will become a full-fledged “light” metro, integrated into the existing metro system, will join the existing transport infrastructure of the city and will seriously relieve tension on the metro and radial directions of the MZD, will facilitate transportation and give development to industrial zones encircling the middle part of the city,” said Marat Khusnullin, Deputy Mayor of Moscow in the Moscow Government for urban planning policy and construction.
Rail transport is the most popular among residents of the capital's suburbs. After all of these railway corridors are modernized, travel intervals will be reduced and the number of commuter trains in Moscow will increase.
Complex of urban planning policy and construction of the city of Moscow
The railway from Moscow to the village of Savelovo on the Volga was built at the suggestion of the Chairman of the Board of the Moscow-Yaroslavl-Arkhangelsk Railway Society Savva Mamontov. In the future, it was planned to extend it to Uglich, Kalyazin and, most importantly, to Rybinsk in order to connect the river trade route along the Volga with Moscow. Mamontov understood that in the first years of its operation the line would not be profitable, however, together with the Minister of Finance S.Yu. Witte believed that the road was strategically important for the development of the northern regions of Russia.
Construction began from the Losinoostrovskaya station of the Moscow-Yaroslavsko-Arkhangelsk railway to the Beskudnikovo station, where the Savelovskaya road itself began.
They began to build the station on the outskirts of Moscow, at Butyrskaya Zastava, outside Moscow, where land was inexpensive. The completion of its construction was scheduled for the winter of 1899, however, work suddenly stopped. The fact is that the Moscow-Vindava Railway offered to sell it the already built section Beskudnikovo - Savelovo and build a station in another place. But in the summer of 1900, the Moscow-Yaroslavl-Arkhangelsk road was purchased by the treasury, the sale transaction did not take place and the station continued to be built in the old place.
The work was supervised by engineer A.S. Sumarokov. There is an assumption that it was he who was the author of the station project. The station itself was a modest one-story building, only the central part was two-story. Its construction ended in 1902. Before this, trains departed from the Yaroslavsky station and transferred to the Savyolovskaya railway along the connecting line Beskudnikovo - Losinoostrovskaya. Train traffic from the new station, called Butyrsky, was inaugurated on March 10 (23), 1902. The station has become the “youngest” in Moscow.
The Moscow City Duma, understanding the importance of the station and anticipating a significant increase in prices for the land adjacent to it, in 1900 changed the boundaries of Moscow and the Moscow district and included the station in the city.
For the entire time of its existence, the Savelovsky station was considered the quietest, and the Savelovsky direction - the most remote. Ilf and Petrov write about him in “The Twelve Chairs”: “ The smallest number of people arrive in Moscow through Savelovsky. These are shoemakers from Taldom, residents of the city of Dmitrov, workers of the Yakhroma manufactory, or a sad summer resident who lives in winter and summer at Khlebnikovo station. It won't take long to get to Moscow here. The greatest distance along this line is one hundred and thirty versts».
Over time, the station became cramped for the growing flow of passengers. From it it was possible to go to Rybinsk, Uglich and St. Petersburg (via Sonkovo), and the journey to St. Petersburg passed along inactive single-track lines and took a whole day. In 1987, reconstruction of the Savelovsky station began. After reconstruction, the station became two-story, but in general terms retained its appearance. In 1999, all long-distance trains were transferred from Savelovsky station to Belorussky, and the question of its closure was seriously raised.
Nowadays, Savelovsky Station is the only one in Moscow that serves only commuter trains. From 2004 to 2010, Savelovsky Station served express trains to Sheremetyevo Airport.
In 2002, the youngest station in Moscow, Savelovsky, celebrated its 100th anniversary, the only Moscow station whose name was given not by the city, but by the village.
The initiator of the construction of the Savelovskaya line was Savva Ivanovich Mamontov, Chairman of the Board of the Moscow-Yaroslavl Railway Society, famous industrialist and philanthropist. Largely thanks to his energy, the concession for the construction of the road, originally issued to another private company - the Second Society of Access Roads, was transferred to Yaroslavka.
In 1897, the Moscow-Yaroslavl-Arkhangelsk Railway, having received the highest permission, began research and then the construction of a new line from Moscow to the village of Savelovo, which is located on the banks of the Volga opposite Kimry. The new line was not very long - 130 km, but promising. The trading village of Kimry was famous at that time for its master shoemakers. Nearby stood the ancient city of Kashin. In the future, it was planned to extend the road to Kalyazin, Uglich and Rybinsk.
For the construction of the Savelovskaya line, a special department was created “under the supervision of the work manager, engineer K.A. Savitsky.” The road was supposed to be single-track, the capacity was two pairs of passenger trains and five freight trains per day, the average speed was 20 versts per hour.
The paths were on both sides - from Moscow and from Savelov. Rails were used only from domestic factories - Putilovsky, Yuzhno-Dneprovsky, Bryansk. Construction began with the laying of a connecting branch from the 10th verst of the Moscow-Yaroslavl railway, from the sorting tracks of the Losinoostrovskaya station to the Beskudnikovo station, from where, in fact, the Savelovskaya road was supposed to begin.
The question also arose about the future station. The location for the station was chosen on the outskirts, near Butyrskaya Zastava, where the price of land was low. The Savelovskaya line was extended from Beskudnikovo station to Kamer-Kollezhsky Val. Having received permission from the Moscow City Duma after numerous delays, the builders brought sand, stone and other materials to the Butyrskaya outpost. The construction of the building was planned to be completed by the winter of 1899. However, the work was unexpectedly suspended, since the Vindavo-Rybinsk Railway offered the board of the Moscow-Yaroslavl-Arkhangelsk Road Society to buy from them a section of the Savelovskaya road from Beskudnikovo station to Savelov. The proposed new owners were going to build the passenger station in another place.
Meanwhile, by the beginning of 1900, the main work on the Savelovskaya branch was completed, and a temporary movement was opened. Trains to Savelov departed from the Yaroslavl station, which caused significant inconvenience to passengers: having reached the “10th verst post” along the Yaroslavl road, they were forced to transfer to the carriages of the Savelovskaya road.
In the summer of 1900, the Moscow-Yaroslavl-Arkhangelsk road was transferred to the treasury, and the sale of the Moscow section of the Savelovskaya line to the Vindavo-Rybinsk railway did not take place.
In September 1900, construction of the station resumed. The work was supervised by engineer A.S. Sumarokov. There is an assumption that it was he who became the author of the project. The station building was quite modest, not even having a main entrance, mostly one-story and only two-story in the center to accommodate service apartments. Separately from the passenger station, a so-called military barrack was set up, which was significantly larger in size than the station building. It was supposed to house a temporary passenger station. At some distance the cargo yard also spread out its tracks.
Construction work was completed by the spring of 1902. On Sunday, March 10 (old style), the station, named Butyrsky, was consecrated and the first train departed from it. “The new station building,” Moskovsky Leaflet wrote then, “and the entire station yard in the morning were decorated with flags and garlands of greenery, in which the main entrance was buried. At about 12 o’clock in the afternoon, a service train arrived from the Yaroslavl station with officials and invited representatives from other railways. The celebration began with a prayer service in the 3rd class hall in front of the shrines from the local church. At the end of the prayer service and sprinkling of the building with holy water, all those present were invited to the 1st class hall, where champagne was served."
Regular train service began. At first, there were two pairs of trains per day: a passenger train departed at 10:35 am, and a mail train departed at 7:30 pm.
The construction of the railway line and station transformed the life of a quiet corner of Moscow from Novoslobodskaya Street to Maryina Roshcha on the one hand, and to the Butyrsky Farm and Petrovsko-Razumovsky, where previously only cab drivers, craftsmen and gardeners lived, on the other. Not far from the station, industrialist Gustav List built a new factory with a workforce from the suburbs in mind. Moscow homeowners, in anticipation of an influx of guests, built about 30 new houses in the district, and land prices rose sharply.
Let us remember that the station was built outside the city outpost, that is, outside of Moscow. However, the Moscow City Duma, realizing the prospects opening up for this area, drew up documents in mid-1899 for a new distinction between the city and the district, and since 1900, part of the suburban lands became part of Moscow. Thus, residents of the suburban settlement of Butyrki became Muscovites thanks to the railway and the station.
Long years Butyrsky Station (later renamed Savelovsky) successfully carried out its work, but as transportation grew, especially suburban ones, it began to lag behind the times and fell into disrepair. In the 80s of the 20th century, a decision was made to overhaul and restore it. The project was prepared by the team of the Moszheldorproekt Institute under the leadership of Y.V. Shamraya. The work took several years. Train traffic did not stop; ticket offices operated in temporary premises.
On September 1, 1992, 90 years after its construction, the renewed and rejuvenated station opened its doors again. It became two-story, but retained the same architectural appearance. Today, Savelovsky Station is a modern passenger complex offering railway passengers a wide range of services.
The following publications were used in preparing the material:
1. History of railway transport in Russia. T. I: 1836-1917 - St. Petersburg, 1994.
2. Railway transport: Encyclopedia. M.: Great Russian Encyclopedia, 1994.- 559 pp.: ill.
3. Moscow railway. Through the years, across distances./Ed. I. L. Paristogo.-M.: "Railway Transport", 1997.
4. Stations of Russia. Children's Encyclopedia, N 11.- 2001.
Project by local historian Alexey Molchanov (Kimry)
First, a little history of the railway itself:
The railway line from Moscow to Savelovo began to be built at the end of the 19th century on the initiative of Savva Mamontov, shareholder and director of the Moscow-Yaroslavl Railway Company and a famous philanthropist. The line was opened in December 1900 on the Beskudnikovo - Savelovo section and was initially connected to the Moscow-Yaroslavl Railway via the Beskudnikovskaya branch. The Moscow - Beskudnikovo section appeared in March 1902 (the delay was due to the choice of the site for the construction of the station). The Verbilki - Bolshaya Volga branch opened in the early 1930s, was dismantled during the war, restored in the 1950s and extended to Dubna in 1969.
Well, we come to the Svelovsky station, board the train to the very last station and hit the road. 32 stops await us. The phrase sounds: - “NEXT STOP “TIMIRYAZEVSKAYA”, CAUTION, THE DOORS ARE CLOSING.” By the way, this phrase, “beware the doors are closing...” appeared not so long ago, and the railway workers adopted it from metro workers in the 70s. Initially, the drivers stretched their hand up and said the phrase: “READY, THE TRAIN IS DEPARTURE...” And so, let's go!
Stop point "Timiryazevskaya"
It bears its name, like the metro station of the same name, from the Moscow region located here. The current Timiryazevsky district in the north of Moscow is, first of all, the Agrarian University. K. A. Timiryazeva. The entire history of the area has been associated with this educational institution for a century and a half. This university received its current name in 1923 from the famous physiologist, naturalist and founder of the Russian and British scientific schools of plant physiologists Kliment Arkadyevich Timyazev. The surname Timiryazev goes back to the eastern male name Timir-Gaza, or more precisely to its colloquial form Timiryaz. Timir-Gaza is formed from the Tatar word timir, which translated into Russian means “iron, iron” and the Arabic gazi - “warrior, warrior”. Thus, this name literally translates to “iron warrior.”
Stop point "Okruzhnaya"
Everything is much simpler here; because it is located near the intersection with the Moscow Circular Railway. And then it turned out funny: after many years, the Moscow Circular Railway (current MCC) became a passenger railway, and the platform on it was named after the nearby platform.
Stop point "Degunino"
The platform got its name from the village of Degunino, located nearby. As for the toponym “Degunino” itself, there is no clear opinion, although many scientists explain the origin of the name from the word “degun” (in the languages of the Baltic peoples it meant “scorched earth”). Perhaps this was the name of the black cultural layer - a characteristic feature of an ancient settlement that existed here for a long time.
Station "Beskudnikovo"
It got its name from the village that was once located here. The original name of the village - Bezkunnikovo - is associated with the word "kun", which in the old days meant money. The dictionary of the Old Russian language gives a derivative word from it “bezkunny”, that is, without money. However, it could have another meaning. The fact is that in the XV-XVI centuries. The word "kun" also referred to certain types of taxes. At that time, peasants were not yet serfs. The government and private owners, settling empty lands with strangers, usually exempted them for some time from paying taxes.
In the archival materials of Academician S.B. Veselovsky makes a remark that the village of Beskunnikovo could have received its name either from the special position of its first inhabitants, freed from the “black kunas,” or from its owners who belonged to the noble family of Beskunnikov, which later disappeared.
Stop point "Lianozovo"
Named after the village, now a district, in the north of the capital, located between the Moscow Ring Road (MKAD), the Savelovskaya railway and two other microdistricts - Altufev (in the northeast) and Bibirev (in the southeast). However, sometimes Lianozovo and Altufyevo are perceived as a single whole, and there are good reasons for this. The fact is that the last owner of Altufyev from 1888 to 1917 was a major entrepreneur Georgy Martynovich Lianozov. At his expense, a holiday village was built between the village of Altufev and the Savelovskaya railway, which later became part of the present Lianozov. In the history of Moscow, this is a rather rare case when the name of an oil industrialist, an undoubted opponent of the new government in Russia, turned out to be immortalized. However, even now, more than 100 years after the October Revolution, in Moscow there is the Lianozovo district and the Savyolovskaya railway station of the same name; An electromechanical plant, a sausage factory, a dairy plant, and a recreation park bear the name of Lianozov.
Mark station
The most frequently flown station in our direction! This is due to the fact that there are no large residential areas here, just a large flea market, now in its place there is a road to the Severny microdistrict. And so the station is actively used by freight trains.
It was named in honor of the German industrialist Mark Hugo Mavrikeyevich, a major host and philanthropist. G. M. Mark was a co-owner of the trading house in the form of a general partnership "Wogau and Co", which turned into the largest commercial and industrial complex, numbering about 20 enterprises throughout the Russian Empire. G.M. Mark actively invested his capital in the construction of the Savelovskaya line in order to expand his business thanks to the settlements that this road would connect.
Stop point "Novodachnaya"
The first stop after we left the aisles of the capital. This station appeared not so long ago. Opened in 1964, named after the village of Novodachnaya, which was previously located on this territory.
The area around Dolgiye Ponds became a summer cottage in those years. Near one of them, the Dolgoprudnaya stop appears, around which the village gradually begins to grow. Soon the so-called “new dachas” appear - somewhat closer to Moscow, near which the Novodachnaya stopping point appears.
Stop point "Dolgoprudnaya" and the city "Dolgoprudny"
This is the first large city we meet outside of Moscow. Formed in 1931 as a station village. City status was obtained in 1957.
The history of Dolgoprudny begins with the Vinogradovo estate, now included in Moscow. The estate has been known since 1623, when, under Boris Godunov, who was elevated to the vacated Russian throne, it belonged to his sworn enemy, the disgraced Gabriel Grigorievich Pushkin, the ancestor of the legendary poet. In 1638, the estate was inherited by the grandson of Gabriel Grigorievich, Matvey Stepanovich Pushkin, who owned it for half a century until he was exiled by Peter I for the participation of his son Fyodor in the Streltsy revolt. Fedor was hanged, and his father was exiled to Siberia. This was the end of the Pushkins’ ownership of the Vinogradovo estate. From those distant times, only the foundation of the temple and the Long Ponds, built for fish breeding and other economic needs, have survived to this day. The ponds received this name due to their great length and bizarre shape. It was along Dolgiye Ponds that in 1900 the Dolgoprudnaya platform of the Savelovsky railway direction was named, which later gave the name to the new city of Dolgoprudny.
Stop point "Vodniki"
It was named in 1945 after the nearby village of Vodniki. Former name - 19 km. After the canal was put into operation, ship repair workshops were opened, which received the name Khlebnikovsky after the nearby railway station. They were led by riverman A.I. Shemagin. A very difficult task immediately fell upon his shoulders: within a short time, not only to organize the conversion of former warehouses into the premises of mechanical and woodworking shops, to expand the channel of the Klyazma, thus preparing a place for the wintering of ships, to begin the construction of a power plant, but also to create conditions for living shipyard workshop workers and their families. For this purpose, the barracks barracks, which previously housed prisoners - canal builders, were converted. Several of them were converted into a primary school, a nursery, a store, and a first aid station and a bathhouse were opened. This is how a working settlement began to form with the name “Second section of Moscow-Volgostroy”, which was popularly called the “village of water workers”, the name stuck, and in 1937 it was given a new name - Vodniki. For the convenience of its population, a railway platform was built, which since 1945 has been called “Vodniki”.
Stop point "Khlebnikovo"
It was named after the village of the same name, which was once located here.
The origin of the name Khlebnikovo is still unclear. The ancient cities of Moscow, which emerged in 1147 and Dmitrov in 1154, were connected by the Dmitrovsky tract, which passed through the Klyazma River. It becomes clear that already in the twelfth century there was a settlement for transportation across the river. The Dmitrovskaya road originated from the Resurrection Gate of the Moscow Kremlin. For the Moscow principality, Dmitrov was the closest port. Well, if we assume that the first trade routes “from the Varangians to the Greeks” passed along rivers, perhaps warehouses for transported grain “bread” arose on the banks of the Klyazma, which became the root of the name “Khlebnikovo”.
Stop point "Sheremetyevskaya"
It is logical to assume that the stop got its name from the airport located nearby. But in fact, everything is the other way around. Sheremetyevo Airport was named after two nearby objects - the Sheremetyevsky residential village and the Savyolovskaya railway station of the same name. In these places were the possessions of the Sheremetev counts.
The surname Sheremetyev itself goes back to a nickname that has Turkic roots. According to one version, it means “having a quick, easy step,” or “rough, quick-tempered, hot.” Perhaps it came from the Chuvash language, where there is a word seremet - “poor, unfortunate, pitiful, worthy of pity.”
There is also a hypothesis that translated from Turkish this name means “man of lion’s courage.” Finally, it cannot be ruled out that the surname Sheremetyev is derived from the Turkic proper name Serimbet, which literally means “worthy of praise.” Later, under the influence of the Ukrainian language, this surname acquired its modern form: Sheremet.
Station and city "Lobnya"
And so, we arrive at the second major city on our way! He became large not so long ago. In 1902, the Lobnya railway station was opened. The station was named after the Lobnenka River, a station village began to form around it; in the 1911 directory it was called the “Lobnya dacha area.” There are several versions about the origin of the name of the village, and then the city. According to one of them, in ancient times there was a place of execution here, where robbers who plied their trade on the highway from Moscow to the Bolshaya Volga (today's Rogachevskoye Highway) were brought for execution. Hence the name of the Lobnenka River, once full-flowing, but now a small stream, which is mentioned in the Watch Books of the Patriarchal Treasury Order of 1680.
The second version is more prosaic. According to it, the name of the city comes from the Baltic loba, lobas valley, river bed. Lobnya received city status in 1961, uniting several villages and hamlets under its jurisdiction. This place was promised more than 6,000 years ago. The first organized settlements appeared here in the 4th millennium BC, as evidenced by archaeological finds. Fortified settlements were built by the Finno-Ugric peoples in the first millennium BC. In the 9th century the Vyatichi and Krivichi came here. The first mention of the inhabitants was preserved in the spiritual charter of Prince Ivan Kalita dated 1339. In the 16th-17th centuries, villages and hamlets were included in the Seletsk tithe of the Moscow district.
Depot station
Everything is more than clear here. It got its name from the Lobnya Motor Carriage Depot, located here. The history of this enterprise begins in 1957, when all locomotive workers and part of the locomotives themselves were transferred to the newly built repair shops of the depot near the working village of Lobnya from the Moscow Butyrskaya depot, otherwise the depot was closed and ceased to exist. Since then, the depot has served all trains from the Savelovsky and Belarusian directions. In 2017, the Lobnya depot celebrated its anniversary - 60 years since its foundation. Congratulations!
Stop point "Lugovaya"
“Don’t forget... Lugovaya station!” - the 1966 film tells us a story where the name of this station is mentioned. But in fact, the events of this film unfold not here, but in Eastern Ukraine. The directors took the Lozovaya station near Kharkov as a basis and simply changed its name a little.
But still, our Lugovaya can rightfully be called one of the most beautiful and picturesque stations in the Savelovsky direction. The platform is located near the village of the same name. This name is not connected at all with the area where it is located (although the nature here is very beautiful), but with the educational institution formed in this village. In 1913, on the initiative of the founders of domestic grassland farming, Professors V. Williams and A. Dmitriev, the creation of an educational and demonstration farm for courses in grassland farming and the formation of the village of Kachalkino began on the site of the Kachalkinsky state forest dacha. The organization in Kachalkino becomes the first station in Russia to study forage plants and fodder area. In 1922, it was transformed into the State Meadow Institute (now the All-Russian Research Institute of Feeds named after V.R. Williams). In 1944, the main part of the Lugovaya dacha settlement was laid out to the east of the platform, in which, in particular, a village school and club were built. Thus, the main city-forming object in this area becomes not an industrial enterprise, as is often the case, but an educational institution. The village "Kachalkino" is renamed "Lugovaya".
Stop point "Nekrasovskaya"
Located near the village of Nekrasovsky. The platform arose in 1960 on a six-kilometer section between the Lugovaya platform and Katuar station. A petition with a request to build a platform was written to the Ministry of Railways of the USSR by Hero of the Soviet Union, ace pilot Alexey Maresyev, who lived nearby in the village of Nekrasovsky at his dacha, and whom local residents approached on this issue.
The origin of the name “Nekrasovsky” is shrouded in darkness. In the reference book “Geographical names of the Moscow region: toponymic dictionary” (author E.M. Pospelov) he wrote this: - “It is generally accepted that the name was given in honor of the Russian poet N.A. Nekrasova [Russian. speech, 1978, 4:123], although there is no official indication of the memorial nature of the name.”
The very name of the great Russian poet is derived from the ancient Russian non-ecclesiastical male personal name Nekras - “ugly”, “terrible”. The name was given out of superstition - in order to deceive the “evil spirits”. These are the names of many peoples with the meaning “freak”, “tail” and the like; there are also Scoundrels.
Catuar station
The station owes its exotic name to a merchant and industrialist of French origin, Lev Ivanovich Catuar. At the beginning of the 20th century, he owned ceramic factories here and donated his funds for the construction of the station. Catuar took an active part in the design and construction of the Savelovskaya branch, for which the station was named after him. A small settlement arose near it, which grew over time and in 1954 received the status of an urban-type settlement. From the Soviet years, I think many of you still remember cheap ceramic tiles from the Catuara factory. So this very plant was created in the pre-revolutionary years by Lev Ivanovich and initially specialized in the production of bricks, which were very cheap and accessible. Perhaps there are Catuara bricks in the historical buildings of Kimry... Then the plant began to specialize more in the production of ceramics. Now the plant no longer exists, but the name of its owner continues to live.
Stop point "Trudovaya"
It was opened in 1954. New names of stations and stopping points, both on the Savelovskaya line itself and on the Verbilki - Bolshaya Volga branch, speak of the enthusiasm of the canal builders. “With the rapid pace of competition and technology, Kanalstroy is leading to the Big Volga,” they said then. The name of the Trudovaya platform near Iksha is also in the spirit of that time, especially since in the Iksha area there are also settlements of the Moscow Canal. Thus, the name of the Trudovaya microdistrict comes from the heroic years of industrialization, the selfless work of hundreds of thousands of people to develop the Soviet country.
Station "Iksha"
The village of Iksha arose in 1889. It received its name from the station of the same name, and that in turn from the river and Iksha (a small tributary of the Yakhroma River). Scientists believe that the Merei (Finno-Ugric tribe) left us this name. The hydronym Iksha (variant Iksa) is often found in the North: Iksha (Vyga village), Iksha (Vetluga village), Iksa and Ixozero (Onega basin), Iksa (Vychegda village), Iksa (Pinega basin).
This common use of the hydronym gives reason to assume that it is an ancient river term, which is reflected in the modern Mari language, where iksa means “stream, small river.” In addition, the Iksa/Iksha rivers are also found in the Ob basin, below Novosibirsk, and in the Urals, in the Tavda basin.
The village of Iksha was famous for its deposits of sand and stone in nearby quarries, a mill on the Ikshanka River and its nail factory (opened in 1908), which produced shoeing nails for horses and long, thin shingles for roofs. Previously, residents from neighboring villages worked at the plant: Ignatova, Bazarova, Ortishcheva, Khoroshilova. In the 1930s In connection with the construction of the canal, the nail factory was moved to Moscow.
Well, friends, we have already traveled half the way and are continuing our historic trip along the Savelovsky railway. We will pass a number of stations we meet along the way and get acquainted with the history of their names and creation. We are going to the town of Dmitrov near Moscow.
Stop point "Morozki"
Unfortunately, I have to disappoint you, my reader, due to the fact that I did not find anything about this name. I only know that this stop was opened in 1964 and received its name from the gardening partnership of the same name located nearby, and then in turn it was officially created by a decision of the State Planning Committee of the Russian Federal Service for Social Markets in 1967.
Recently one of my readers shared her version. It says that this area was previously located in a lowland, even before the construction of the canal. In such areas, frosts often occurred almost until summer and from the beginning of autumn. With the construction of the canal, there were fewer frosts. When the canal was built, this lowland was filled in and the frosts stopped. There were no frosts, but the name remained.
If any of you know a little more about the history of this partnership and the origin of its name, or have a different version, please share, I will be glad to learn a little more!
Stop point "Tourist"
One of the oldest stations in our direction, which was opened in 1901. The original name of this stop was Vlakhernskaya station (after the Spaso-Vlaherensky convent). Later, the station was demoted to a platform, and they got rid of the monastery name in 1936, calling the platform, apparently, almost the first word that came up. At least, I didn’t find anything on the map that could be associated with this name - except perhaps a ski resort located nearby. Near the station is located the village of Dedenevo (emphasis on the second syllable!), which, in turn, comes from the distorted name of one of the Horde khans who besieged Dmitrov in 1293. The main attraction of this village is the Spaso-Vlaherensky convent, founded in 1852 by Anna Gavrilovna, a representative of an old noble family, who owned this village. The monastery got its name from the Blachernae Miracle-Working Icon of the Mother of God. Now the monastery is gradually being restored and anyone can come to it and venerate the shrines.
Station and city "Yakhroma"
"I'm lame!!!" - his wife screamed, tripping and falling on the bridge over the river.
According to legend, Prince Yuri Dolgoruky was crossing the river with his wife, who, while crossing, stumbled, dislocated her leg and screamed in fear: “I’m lame!”, which was supposedly the reason for the appearance of this name.
In fact, the name of the Yakhroma River belongs to the language of the ancient Finno-Ugric population. It distinguishes the structural elements “yakhr” and “oma”. The word "yakhr" in the Meri language was a geographical term meaning "lake". The second part of the name is found in the Finno-Ugric river names of our north: Kuloma, Kondoma. Thus, "Yakhroma" means "lake river". Historical and geographical data confirm this explanation.
The name of the city is ancient, but its history is surprisingly short - it begins in 1841 with a village near Pokrovskaya, a cloth factory - which belonged to the old merchant family of the Lyamins. Yakhroma experienced its “golden age” in the 19th century, thanks to the same cloth factory. The most important attraction of the city is the majestic Trinity Cathedral, built in 1895 by the famous Moscow businessman, politician and philanthropist Ivan Artemyevich Lyamin.
The cathedral became the work of his whole life, he donated the lion's share of his capital to it, and his labors were rewarded and remained for centuries.
Another attraction of the city is the famous lock No. 3, the most beautiful and unusual of the 11 locks of the Moscow Canal. The towers on the gateway gates are decorated with nothing but caravels of Columbus. Huge “model sculptures”, shining in the sun with a copper sheen, are only 4-5 times smaller than the originals.
The city of Yakhroma itself became such only in 1941, uniting several large villages.
Station and city "Dmitrov"
The largest and oldest city we meet on the way to Savelovo. Its glorious history is very long and interesting. It begins in 1154, when the city was founded by Prince Yuri Dolgoruky on the lands of the ancient Finno-Ugric tribe Merya. Named in honor of the Holy Great Martyr Demetrius of Thessalonica - the heavenly patron of the son of Yuri Dolgoruky, Vsevolod the Big Nest, born that year. “In the summer of 6662, Prince Yuri’s son Dmitry was born, then in Polyudye on the river on Yakhroma, and with the princess he founded a city in the name of his son and called Dmitrov, and called his son Vsevolod,” the chronicle tells us about the founding of Dmitrov.
Dmitrov arose as a fortified city on the border of the Rostov-Suzdal principality. Its purpose was to block the paths to the Suzdal lands, which went along the Yakhroma River and the Dubna River, from enemies. During its history, Dmitrov was repeatedly destroyed by internecine princely wars, six times it was burned by the Tatar-Mongol conquerors, but each time the city was reborn from the ashes, recovering and continuing to live.
In 1781, Dmitrov became the center of the district, which, in addition to the territory of the modern Dmitrovsky district, also included Sergiev Posad, and, among many Russian cities, received its own coat of arms.
In the 18th-19th centuries, Dmitrov remained mainly a trading city. The share of merchants here reached 10-15%, while the national average of merchants was about 1.3% of the urban population. By the end of the 18th century, a new revival in local trade began, which affected the development of Dmitrov.
The Savelovskaya railway actually saves Dmitrov from the unfavorable economic situation in which he finds himself in connection with the construction of the Yaroslavl railway through Sergiev Posad and Nikolaevskaya through Klin. The next rise of the city is also associated with the revival of the waterway to the north. In 1932-1938, there was a GULAG division in the city - Dmitrovlag, which was engaged in the construction of the Moscow Canal. The construction gave impetus to the industrial development of the city, the population increased 3 times.
On November 26-27, 1941, an offensive of fascist German troops unfolded in the area of Dmitrov; they managed to cross the canal and gain a foothold on Peremilovskaya Heights (south of Dmitrov), but on November 29 they were driven out from there, after which the counter-offensive of the Red Army began.
In the 1960s-1980s, the city was built up with apartment buildings and acquired the main features of its modern appearance. For the 850th anniversary of the city (2004), a large-scale campaign was carried out to improve and develop the city.
Kanalstroy station
The station was opened in 1940. The loud name speaks for itself. This is one of the most necessary and at the same time tragic pages in the history of the young Soviet state. The history of this village, and now a microdistrict of the city of Dmitrov, is closely connected with the history of the construction of the Moscow Canal. One of the Dmitlag labor correctional camps was located here, where prisoners who built the canal lived and worked in terrible conditions.
The village achieved its current economic growth thanks to the Dmitrov Flexible Packaging Plant, founded in 1979. The plant was one of the first to begin producing combined materials. It was in Dmitrov, for the first time in the USSR, that laminated tape based on aluminum foil was produced.
Stopping points “75 km”, “94 km”, “124 km”
Here you can understand without me why they are called that, because they are located these very kilometers from Moscow. But it would be wrong not to name the settlements next to them. The village of Ivashevo is located at the 75th kilometer platform, the Gudok SNT at the 94th kilometer, and the Progress SNT at the 124th kilometer.
Stop point "Orudevo"
Until 2007 - Orudevo station (the tracks were dismantled and now there is one working track).
The stop got its name from the village of Orudevo located here
The name “Orudievo” itself has several versions of origin: one “tool” means “work”, “plough”; according to another, the best blacksmiths lived in these places and deftly “handled” their hammers.
The village of Orudevo has been known since ancient times. There is evidence from 1555 that Tsar Ivan the Terrible “donated” the village to the Moscow Novospassky Monastery in memory of his uncle, Yuri Ivanovich. In 1627, the village of Orudevo was mentioned again, this time as the patrimony of the Novospassky Monastery. In documents of 1627-1679. The wooden Church of the Intercession, which later burned down, was mentioned for the first time. On January 20, 1720, a decree was issued on the construction of a new wooden church.
In 1876, a braided weaving factory was founded in the village. Over 100 peasants from nearby villages worked on it. Later, it began to play a vital role in the development of the village, as did the railway, opened in 1901, which began to deliver the products of this weaving factory to large cities. The area has rich peat deposits. Intensive peat mining began here back in the 1930s. The majority of the population worked in this sector of the national economy. The village is also famous for its famous fellow countryman. The goalkeeper of the famous “red machine” Vladislav Tretyak was born here in 1952. In the 90s, when chaos began in the Russian economy, peat extraction work in the village was stopped. The peat mining industry died.
Today Orudyevo is one of the largest concentrations of gardening partnerships and dacha villages along our route.
Station "Verbilki"
It is also named after the village located here.
There are two versions of the origin of the name of this village. The first version says that the village was named so from the willow bush that grows here. Why not? Indeed, in Rus', villages were often named after the area or the plants that were located there, for example, “Lapukhovo” or “Ivnyaki”.
Another says that in ancient times villages and villages that consisted of one peasant household were often called by the name or nickname of the first settler: Fedotovo, Savinovo, etc. Such names with the ending “o” are short adjectives formed from their own name, and answer the question “whose?” When these settlements arose, people did not yet have surnames. In addition to names, there were nicknames. Perhaps there was a name or nickname Verbol or Verbil, because the “o” at the end of the word makes it possible to ask the question: “whose village?” - Verbolovo. In ancient times, these lands were inhabited by Finno-Ugric tribes. Most of their inherent names were lost over time, since the Slavs who came later to these lands turned out to be genetically stronger. The ancient name Verbol fell out of use, was forgotten, became incomprehensible, and Verbolovo remained only in a document.
The settlement began to be called Verbilki with the opening of a porcelain factory in 1766 by merchant Franz Yakovlevich Gardner. A workers' settlement immediately appeared near it. In 1892, the factory was purchased by M. S. Kuznetsov.
After the revolution of 1917, the enterprise was nationalized and became known as the Dmitrov Porcelain Factory. His products were awarded a large gold medal at the World Exhibition in Paris (1937) and a silver medal at the World Exhibition in Brussels (1958).
Stop point "Vlasovo"
You and I are often indignant and wait for the name of this stop to be announced, especially in the spring, because of the people who come here with gardening tools, animals and seedlings. When chickens fly around the carriage and goats walk (I personally saw it, it’s an impressive sight). But they can also be understood, people are now increasingly turning to the earth, to the natural, their own, because what is sold in our stores forces us to do this.
But let's get back to history. The station was opened in 1917. It got its name from the Vlasovo tract, which is located not far from the station. And it, in turn, received its name from the hermit, magician and healer Vlas, who lived there.
In a large swamp near the station, the Vlasovskaya peat power plant was put into operation in 1927, which supplied electricity to part of the settlements and enterprises of the region. Until the 1990s, the station was used for crossing electric trains and was the final stopping point. In 1997, an additional track development was created at the station (an additional track was connected to the main track), but in the 2000s the additional tracks were dismantled, and the station was demoted to a stopping point.
Station and town "Taldom"
We arrive at the last major city on our way. Many people are always interested in its so un-Russian and incomprehensible name. So where did it come from?
Most researchers believe that it came from the Finnish tribes who lived on these lands until the 9th century, and is derived from Finnish words with the root “Tal” - house and “Talouden” - economic. Another version of some researchers is this: in the 13th-14th centuries, the Mongol-Tatars came here with fire and sword, and it was they who founded Taldom. Indeed, translated from Tatar – “Talduy” means “camp”, “stop”. And finally, there are many Slavic versions. For example, in the old days a bishop drove through this area, saw smoke and shouted: “There is smoke there!” - later the phrase was distorted and supposedly from these words, and the name “Taldom” came about.
Taldom developed thanks to trade. Through it, goods were transported from the Volga - from the cities of Kashin, Kalyazin, Uglich - to Moscow and back. The inhabitants of Taldom derived income from the traders' camp (justifies the second version of the origin of the name). Since the beginning of the 19th century, fairs began to be held in Taldom twice a year. But, despite the growth of trade, Taldom remained a small village.
By the beginning of the 20th century, Taldom was one of the centers of the vast shoe manufacturing region, one of the large trading villages with fairs that brought together shoe buyers from all over Russia. At the same time, the village became part of the shoe region with its center in the rich village of Kimra. Taldom merchants actively trade with Kimr merchants. An additional incentive for the development of the village was our Savelovskaya line, which, through the efforts of local merchants, was drawn directly through the village, and not to the side as originally planned.
After the revolution, the shoe industry of the residents of Taldom declined sharply. Only during the NEP years did handicraft shoe production begin to revive, but it did not reach its former scale. As the NEP was winding down, the shoe industry declined again and by the mid-1930s it disappeared completely and completely.
The city changed its name 3 times: in November 1918 it received city status and was renamed Leninsk, then again in 1930 it was renamed Sobtsovsk, in honor of the local “expropriator of expropriators” Nikolai Sobtsov, who was killed in May 1918 during an anti-Bolshevik hunger riot in Taldom . However, the name “Sobtsovsk” lasted less than six months. In March 1931, the city returned its historical name Taldom; The area, accordingly, began to be called Taldomsky and still bears this name.
Stop point "Lebzino"
It was difficult, but I still tried to figure out the origin of this name. I will express my opinion on this matter. If you know the true history of the name, write in the comments. I think the history of this name is very similar to what I said about Verbilki. Villages were often named after its first inhabitant or some person who was either highly respected or hated by his fellow villagers. The same thing happened with Lebzin. In my opinion: the name comes from the nickname “lebza”. “Lebza is a nickname, possibly from the dialect version of the word fawning: “who fawns” (fawning - “to fawn, to fawn, to fawn, to flatter, to caress, to look after, to wriggle, to please, to drive up; to sneak around, to gossip”); (Dahl's dictionary)". There is also a surname and a whole clan of Lebzins. Explaining the surname Lebzin, E.A. Grushko and Yu.M. Medvedev derive it from a nickname meaning “flatterer, deceiver” (P. 264). Perhaps there was a person among the residents whom they really did not like and at first behind their backs, and then openly began to call him that. The name stuck and was later reborn as the name of this village. So the offensive curse became the name of the village, and then the Savelovsky station.
Station "Savelovo"
So we have reached the end point of our trip through the names and histories of the stations and settlements located next to them! We are coming to the glorious city of Kimry at its south-eastern railway gate - to the Savyolovo station! I will not talk here about the history of the area and the Savelovsky plant; I think you already know a lot, but I’ll tell you about the name itself.
The history of this name, specifically for our city, is very vague and incomprehensible. The station receives it in 1900 from the two villages of Staroye and Novoye Savelovo. These villages have been known for a long time. Our Savelovo is not alone, I counted at least 4 more settlements with the same name, 2 of which are even in our Tver region.
After searching, two versions of the origin of this name were developed.
The first is simpler, and it says that the old village probably receives it on behalf of the first inhabitant of Savely (an older interpretation of the name Savely). Perhaps, once upon a time a man with that name came to this place and built his first house here, starting to cultivate the land. Indeed, in ancient times, all the land was divided between the peasants who cultivated it, and had its own name. For example, Vanyata (Ivan) cultivated the land near the village of Kimra, and the locals said: “Whose land is Vonyata. Vonyatino’s property” - this gave the name to the village of Vonyatino (now gone). Perhaps the same story happened with our Savelov: “Whose land is Savela, Savyolov’s possession.” This version was suggested to me by the director of our museum, Vladimir Petrovich Pokudin, for which I thank him!
The second version says that the name of the district of our city is rooted in the name of the old, noble, noble family of the Savelovs.
This family descends from the Novgorod mayor, boyar Kuzma Savelkova, who lived in the middle of the 15th century.
The most famous representative of this family is Ivan Petrovich Savelov, he is known in Russian history as Patriarch Joachim of Moscow and All Rus'. It was during the years of Joachim’s patriarchate that the famous head of the Old Believers, Archpriest Avvakum, was kept in the earthen prison of Pustozersk, and then in 1681 he was burned. More than 50 participants in the famous Solovetsky uprising were also executed, who did not accept the innovations in Orthodoxy made by Patriarch Nikon.
It becomes clear that the family was very noble and respected in the state if its representatives occupied such high government positions. Of course, the sovereign bestowed such families with numerous gifts, including lands with peasant souls. I think the village near the village of Kimra became a gift to this family or its purchase, because in Rus' villages were also very often named after their owners. Documentary evidence of this fact has not been preserved, because before 1546 practically nothing was known about the village of Kimra, and this village already existed then and was quite large. It was only later that it was divided into Old and New Savelovo for the reason that the inhabitants became crowded, and some of them moved away from the main village, first forming a farmstead, and then a new village. There is only an armorial, where the Savelov family was included in the VI part of the family book of the Moscow, Oryol, Tver and Voronezh provinces (Armorial, VII, 16). This means that this family also owned a number of Tver lands and villages.
This name stuck with the village, which began to develop and subsequently gave its name to the new industrial area of our city.
(Digest of articles)
Reference data Object Year Note Savelovskaya railway road Pl. Novodachnaya Pl. Dolgoprudnaya Pl. Watermen Art. Khlebnikovo Pl. Sheremetyevskaya Railway to the MKK Moskovsko-Savelovskaya line
Based on materials from the “Report on the construction of the Moscow-Savelovskaya Railway” - St. Petersburg: 1902. - p. 267.
The construction of the Moscow-Savelovskaya line was carried out by the Moscow-Yaroslavl-Arkhangelsk Railway Society. The technical conditions for the construction of the line were approved by the Engineering Council of the Ministry of Railways and approved by the Minister of Railways M.I. Khilkov on December 24, 1897.
The road began in Moscow at Butyrskaya Zastava on the connecting branch between the Moscow-Brest and Nikolaevskaya roads. It connected Moscow with the city of Savelovo and had an operational length of 121 versts. The line is single track. The guiding slope is 8%o, the smallest radius of curves is 200 fathoms. The longest distance (Dmitrov-Kuznetsovo) is 22.85 versts, the shortest (Klyazma-Lobnya) 5.21 versts. The capacity is two pairs of passenger trains and five freight trains per day, the average speed of trains is 20 versts/hour.
During the construction of the main track roadbed, the volume of excavation work was: 161,058.64 cubic fathoms for embankments, 48,579.29 cubic fathoms for excavations. The largest volume of the embankment was at the 63rd verst 5133.5 cubic fathoms, the largest volume of the excavation at the 30th verst 4819.56 cubic fathoms. The volume of earthworks for the construction of station platforms is 24,503.79 cubic fathoms, and the total core volume of earthworks on the line is 273,692 cubic fathoms. On the line, 87 artificial structures were built: 16 open bridges with openings of 0.5-0.7 fathoms, 51 metal bridges with openings from 1 to 7 fathoms and 5 with openings from 8 to 28 fathoms, 2 overpasses and 13 stone pipes with holes from 0.5 to 3 fathoms.
Rails from the Bryansk, Yuzhno-Dneprovsky and Putilovsky plants weighing 24 lb/ft (32 kg/m) and 35 feet long were laid on the track. The joints were made by weight, the linings were laid on the joint sleepers and on all curves with a radius of less than 500 fathoms through the sleeper. The track was ballasted from local quarries located at 39, 76 and 122 versts. 72 turnouts were laid at separate points. The telegraph line is two-wire.
The line had 9 stations: one III class (Dmitrov), six IV class (Savelovo, Taldom, Beskudnikovo, Lobnya, Iksha, Kuznetsovo) and two V class (Klyazma and Yakhroma). Water supply at the Iksha, Dmitrov, Kuznetsovo and Savelovo stations was carried out from open (river) sources, at the Lobnya station from an artesian well. 3 passenger and 8 freight locomotives, 16 passenger and 280 freight cars and platforms were purchased for the line.
The cost of work according to the preliminary price list was 7,337,336 rubles, and the actual cost was 9,043,393 rubles. This is largely due to the fact that the cost of work and supplies increased during the construction of the line. By the time construction was completed, the line became the responsibility of the treasury.
There was one more circumstance. Initially, the concession for the construction of the Moscow-Savelovskaya line was issued to the Second Association of Access Roads, which intended to begin its construction in 1897. However, the Board of the Moscow-Yaroslavl-Arkhangelsk Road Society, fearing that the new line, being in the hands of the Second Society, would cause losses (diverting some of the cargo and passengers), entered into a petition to transfer the construction of the new road to it. At the same time, it pledged to build separate passenger and freight stations in Moscow at Butyrskaya Zastava. The government granted this request and the concession for the Moscow-Savelovskaya line was ceded to the Moscow-Yaroslavl-Arkhangelsk Road Society with the Second Company of Access Roads paying the costs of preliminary surveys (75 thousand rubles). As it turned out later, these studies did not correspond either to the technical conditions for the construction of a new line or to the objectives of the Society. It had to be carried out in 1897. additional up to 500 miles of exploration in several directions, including the cities of Kalyazin and Kashin. But before the completion of detailed surveys, a preliminary cost sheet was drawn up based on the survey data of the Second Society, which then differed significantly from the actual costs.
In the autumn of 1898 excavation work has begun on the connecting branch with the Moscow-Yaroslavl-Arkhangelsk highway and near Savelov. At the same time, the supply of materials (brick, stone, timber) began along almost the entire line. Locally, the possibilities for obtaining rubble stone were limited, and there was no cut stone at all. It was delivered from Podolsk, Tarussa and Yelets. The average transportation of stone by rail was about 100 versts, then by horse 55 versts. Therefore, its cost on site (not in practice) reached 75-120 rubles. per cubic fathom. The original cost estimate did not include such costs.
The volume of imported stone amounted to 75% of the total need. Boulder stone in significant quantities could only be prepared near Dmitrov and on the Volga near Savelov. Hopes for obtaining cheap timber from the Volga also did not materialize. Its transportation along the Moscow-Yaroslavl line was difficult, and horse-drawn (when the work site was 50-55 miles away) significantly increased the cost of timber. In this regard, it was decided to purchase forest materials from government and private dachas located along the future road. However, the proximity of Moscow still led to a relatively high cost of timber, which also led to an increase in costs.
Such circumstances also influenced the increase in the cost of construction compared to the initial calculations. Procurement of some materials and preparation for work were carried out in the winter of 1897. even before the direction of the road is approved. Late approval of the direction (for example, the design of the section from the 85th to the 123rd verst was approved only in August 1898, i.e. 4 months before the scheduled completion date of construction) led to a delay in construction and a change in the completion date of the line construction .
In 1899 there were serious violations of rail delivery deadlines. The laying of the track reached the 50th verst by July, and then was stopped for more than a month due to the lack of rails. It resumed in September, but proceeded intermittently - in October we reached the 85th mile, in November to the 102nd, and to the final destination Savelovo in December. This situation delayed the progress of work on track ballasting, construction of buildings and increased the cost of temporary operation of the pine tree. In addition, heavy rains during the summer months prevented the normal progress of work. In 1899 Due to constant rains, the water level in the Klyazma, Yakhroma, Dubna and Volga rivers was 1.5 fathoms higher than the low water until the fall; the entire route from Dmitrov to Savelov was flooded with water. The Nevsky Mechanical Plant delayed the delivery of bridge trusses for more than a year. The last truss for the bridge across Dubna (25 fathoms long) was riveted in December 1899, a year later than the contractual date.
Temporary traffic on the road was opened in February 1900. to the 85th verst, and only in January 1901 did regular traffic begin on the Beskudnikovo-Savelovo line, and from 1902 along the entire road. Acceptance of the road into operation was carried out by the Commission chaired by senior inspector F.A. Golitsynsky. Upon acceptance into operation, it was necessary to carry out additional work to eliminate subsidence of the subgrade, widen the station platforms, install drainage systems, upland ditches and drainage ditches at stations, fill up entrances to crossings and others with a total volume of about 7,000 cubic fathoms. Additional strengthening of the slopes of excavations, embankments, and river beds with a total area of about 24 thousand square fathoms was required. Finishing work was carried out on a number of artificial structures for a total amount of more than 7 thousand rubles. Additional work was carried out on laying and ballasting the track at a total cost of 87 thousand rubles, as well as on the construction of office and residential buildings and other facilities. The total cost of eliminating defects on the main line was 753 thousand rubles.
At Khlebnikovo station
Newspaper "Udarnik" (Dmitrov) 1935 No. 200
Here is the canal route. The old station and old tracks will be demolished. The canal passes through the territory of the old station. A new railway track has been erected. This is a large mound 13 meters high. Now urgent work is underway to strengthen the slopes and lay new tracks. About half a million cubic meters of earth were placed into the new embankment. The embankment stretches far and ends with a large wooden platform with the new building of the Khlebnikovsky station. The slopes of the embankment are strengthened by grass and turf.
What attracts the most attention is the double-track bridge, under which the canal passes. Volga steamships will pass under this bridge. The depth of the canal excavation here reaches 9 meters. The bridge stands on huge concrete bulls. Several thousand cubic meters of concrete were laid here. And on the bulls there are two spans of metal structures. Their weight is also not small - 361 tons. Metal structures were installed by Stalmost. During these days, the structures on the bridge are being painted.
The deadline for the bridge and tracks to be completed is approaching. The leadership of the Khlebnikovsky district undertook to transfer traffic along the Savelovskaya railway as part of the production campaign named after the 18th anniversary of the October Revolution. with the equipment of the passenger platform with all operational services on October 10.
Will this commitment be fulfilled? - Will. The Khlebnikovsky district is in first place in terms of the implementation of the work plan throughout construction. Already on August 29, the Khlebnikovsky district reported on the implementation of the August plan.
From Khlebnikovo the embankment towards Moscow reaches the river. Klyazma. Concrete bulls were also erected here, on which a bridge across the Klyazma is installed. The length of the bridge is 121 meters. On this bridge, new metal structures are installed in only one span. For the second track, an old span is used. This will be done by the forces of Khlebnikovsky construction. Using hydraulic jacks, the old truss weighing 140 tons will be moved and installed on new foundations. Train traffic will not stop during the transfer.
Work at Khlebnikovo station is in full swing. The channel is being cleared. The excavators working here have finished their work and are evacuating. The canal slopes are being prepared for lining.
On this section, all those traveling from Moscow for the first time encounter the picture of the construction of the great canal, which is destined to play a huge role in the reconstruction of Moscow.
Savyolovskaya railway
L.A. Sotnikova
added: K. Gladkova
In 1898, Moscow authorities decided to build a railway that would connect Moscow with the northern regions of Russia. A convenient place was found to build a station.
However, the land along which the road was to be built belonged to a convent, located in the forest not far from the current Novodachnaya platform. Negotiations began on the purchase of land. The monastery requested an amount of two million gold rubles, which at that time was a huge amount. Moscow authorities tried to bargain, but to no avail. In the end, the money was collected by popular subscription and paid.
In 1902, the construction of the Savyolovskaya Railway station building in the Art Nouveau style was completed.
The first stations and terminals appeared along the railway. They received their names, as a rule, from nearby villages and villages, landowners' estates, or simply from the names of large landowners who lived in these places.
The Mark station was named after the German engineer Mark, who built this road.
The station was named in honor of the Moscow merchant Beskudnikov, who subsidized the construction, and the residential area of modern Moscow was named after the name of the station.
The Dolgoprudnaya platform was built in the late 1930s, when the construction of the Dirigablestroy shipyard began. It got its name from the nearby Long Ponds estate.
The Khlebnikovo platform is named after the large ancient trading village of Khlebnikovo, which before the revolution housed the trading warehouses of the Moscow merchant Khlebnikov, and where the artists of the Lukutinsk varnish workshop lived.
The railway itself was named Savelovskaya, as it connected ancient Moscow with the ancient city of Savelov, located on the right bank of the beautiful Volga. The lands around Savelov once belonged to the Savelyev princes.
The first draft force on the Savyolovskaya railway was a horse, and it was called “Horse Horse”. Now the horse-drawn horse is depicted in a mosaic on the walls of the Savelovskaya metro station. The horse-drawn train was replaced by a steam train, and then by an electric train.
The Savyolovskaya railway passes through the most picturesque places in the northern Moscow region. In the 1960s - 1980s, on electric trains one could meet numerous groups of tourists and so-called health groups who went to relax in nature.
History of the Savyolovskaya Railway
Article from the website "Savelovskaya wilderness"
http://savelrr.ru
Over the entire period of its existence, the Savyolovsky radius was considered the most “deaf”, and the Savelovsky station the most “quiet”. Even Ilf and Petrov, in their famous work “The Twelve Chairs,” said: “The smallest number of people arrive in Moscow through Savelovsky. These are shoemakers from Taldom, residents of the city of Dmitrov, workers of the Yakhroma manufactory, or a sad summer resident living in winter and summer at Khlebnikovo station "It won't take long to travel here to Moscow. The longest distance along this line is one hundred and thirty miles." How true these words are! Although today there is no Taldom shoe artel or Yakhroma manufactory. The Khlebnikovo station no longer exists; only the stopping point of the same name remains. However, cities such as Dolgoprudny, Lobnya, Pestovo, Kirishi appeared on the map, growing from station villages and owing their birth precisely to the Savelovskaya branch, and the distance along the Savelovsky passage is no longer “one hundred and thirty miles”! At the same time, the Savelovskaya branch remained a “deaf” line, essentially a dead-end radius, since it was never completed to the end, and now it is unlikely that it ever will be. Let's remember how it all began...
After the opening of the St. Petersburg-Moscow steel railway in 1851, railways, both state-owned and private, began to be actively built across the territory of the central provinces of the Russian Empire. In the northern regions of Russia and in the upper Volga region, the joint-stock Moscow-Yaroslavl-Arkhangelsk railway was actively built, which subsequently connected cities such as Sergiev Posad, Alexandrov, Rostov-Velikiy, Yaroslavl, Kostroma, Vologda and Arkhangelsk with Moscow. At the same time, the upper Volga region was insufficiently covered by railway transport. First of all, the lack of a new type of transport was especially acute in the city of Rybinsk - the last point on the waterway of goods from Astrakhan along the Volga. Above Rybinsk, the Volga was practically unnavigable, and cargo from large barges was transferred to flat-bottomed boats, which were sent up the Volga, Mologa and Sheksna.
The industrialists of Rybinsk clearly understood the advantages of railway transport, which is why in 1869 the joint-stock company "Rybinsk-Bologovo Railway" was established, which began construction of the Rybinsk - Sonkovo - Bologoe railway line. This line with a total length of 298 km was built in record time - in 1871 the line was completely put into operation. The new road also passed through the ancient cities of Bezhetsk and Udomlya of the Tver province, connecting them with the capitals. In the future, as new lines are built (Chudovo - Novgorod - Staraya Russa, Bologoe - Staraya Russa - Dno - Pskov - Vindava, Tsarskoe Selo - Dno - Novosokolniki - Vitebsk, Moscow - Voloklamsk - Rzhev - Velikiye Luki - Novosokolniki - Rezekne - Riga - Vindava) the road is transformed first into Rybinsko-Pskovsko-Vindavskaya, and then into Moskovsko-Vindavo-Rybinskaya with administrations in St. Petersburg and Moscow.
In 1898, the Rybinsk - Pskov - Vindava Railway opened traffic on the Sonkovo - Kashin line (55 km), and then a year later on the Sonkovo - Krasny Kholm line (33 km). The line Kashin - Sonkovo - Krasny Kholm is now part of the Savelo radius. Based on this, we can, with a slight reservation, consider 1898 as the date of “birth” of the Savelovskaya road. In the same 1898, the Moscow - Yaroslavl - Arkhangelsk Railway opened traffic on the Yaroslavl - Rybinsk line (length 79 km). Thus, Rybinsk and Sonkovo become transit points on the way from Yaroslavl to St. Petersburg, Pskov, Riga and Vindava (now Ventspils is the largest port city on the Baltic Sea in Latvia).
In the late 90s of the 19th century, the Moscow-Yaroslavl-Arkhangelsk Railway received the right to build a railway north of Moscow to the village of Savelovo on the Volga, which was supposed to pass through the ancient city of Dmitrov, the only large settlement along this radius. The current cities of Yakhroma, Taldom, Kimry were not cities as such at that time, and such cities and urban-type settlements as Dolgoprudny, Lobnya, Iksha did not exist at all in those days. At the same time, the construction of this line was considered quite promising, since the main task of the Savelovskaya branch at that time was not passenger transportation, but the transportation of goods from the Volga from transshipment near the village of Savelovo to Moscow, and in the future, a double of the Volga waterway from Savelovo to Rybinsk via Kalyazin and Uglich. The construction of a railway line in Savelovo made it possible to significantly speed up the delivery of goods from the Volga to Moscow, since it provided the shortest route, especially since the flat-boats on which goods were transported along the Volga from Rybinsk to Tver were fairly slow-moving vehicles. Later, in the 30s of our century, in connection with the construction of the Moscow-Volga Canal and the Ivankovsky, Uglich, Rybinsk reservoirs on the Volga, the Savelovskaya branch largely lost its original purpose.
The Moscow-Savelovo line was initially built from the Yaroslavl radius, starting from Losinostrovskaya station, then to Beskudnikovo, and then through Yakhroma, Dmitrov, Orudevo, Verbilki, Taldom to Savelovo. This line was built quite quickly and already in 1900 the first trains arrived in Savelovo. To ensure the refueling of steam locomotives with water, large water towers were built at the Iksha, Dmitrov and Savelovo stations, two of which (in Dmitrov and Savelovo) still adorn the cities of Dmitrov and Kimry with their monumental appearance. Considering the prospects for the construction of the Savelovsky radius in the direction of Rybinsk, it was decided to build the last one at the Moscow hub - the Savelovsky station. For this purpose, the Savelovskaya line was extended from Beskudnikovo station to Kamer-Kollezhsky Val at Butyrskaya Zastava. However, for various reasons, the station was not built for a long time, and trains to Savelovo continued to depart from the Yaroslavsky station, and sometimes even from Losinostrovskaya, which caused a lot of inconvenience to passengers. Finally, in 1902, the grand opening of the Savelovsky station took place on Butyrskaya Zastava Square, which was a small one-story building that did not even have a main entrance from the square. It’s not for nothing that people still affectionately call Savelovsky “Old Savely.” The total length of the Moscow - Savelovo line was 130 km. To refuel steam locomotives with water, a high water tower was built near the station, similar to the tower at the Losinostrovskaya station of the Yaroslavl radius (both towers have survived to this day). With the opening of the Savelovsky station, the Losinostrovskaya-Otradnoe-Beskudnikovo line remained auxiliary and existed until the end of the 1980s, when its last section from Beskudnikovo station to Institute Puti station was dismantled. There were no other capital stations on the Savelovskaya line until the 1980s, with the exception of the station in the city of Dmitrov, which still adorns one of the central squares of the city with its picturesque and at the same time austere appearance.
With the opening of the Moscow - Savelovo line, a real prospect arose for the construction of direct lines Moscow - Rybinsk and Moscow - Cherepovets. The management of the Moscow-Vindavo-Rybinsk Railway considered the option of connecting Rybinsk with Savelovo by building a branch through Uglich and Kalyazin. Work is also beginning on the construction of the Kashin - Kalyazin and Krasny Kholm - Vesyegonsk lines, with the prospect of extending this line from Vesyegonsk to Cherepovets. In turn, the Moscow - Yaroslavl - Arkhangelsk Railway begins preparatory measures for the construction of the Savelovo - Kalyazin line. The construction of all these lines was carried out extremely slowly, the reason for which was disputes between the two roads - the Moscow-Rybinsk-Vindavskaya road wanted to buy the Savyolovskaya branch from the Moscow-Yaroslavsko-Arkhangelskaya. In addition, the industrialists of Kashin proposed to completely abandon the construction of a road along the right bank of the Volga, and to build it along the left; for this purpose, build a bridge across the Volga below Kimry and connect Savyolo directly with Kashin. Of course, this option did not suit the residents of Kalyazin, Uglich and Myshkin, since the railway would go to the side. In the end, after a lengthy litigation, the previously designed version of the Savelovo - Kalyazin - Uglich - Myshkin - Rybinsk line with a Kalyazin - Kashin branch was approved. As a result, due to these red tape, by the beginning of the First World War, only a small line, Krasny Kholm - Ovinishte (35 km), was actually put into operation.
Things were a little better with another construction project - to ensure the shortest route from St. Petersburg to Rybinsk, a line was built from the Mga station, located at the 49th kilometer of the St. Petersburg-Vologda radius. This line was supposed to intersect with the Kashin - Sonkovo - Vesyegonsk - Cherepovets branch at the Ovinishte station. Another plan for the Rybinsk - Pskov - Vindavskaya road - the construction of the Maksatikha - Savelovo - Aleksandrov branch, remained on paper - even at that time there was simply no money for this construction. As a result of subsequent military actions and revolutions in Russia, construction was carried out at an even slower pace. As a result, by the end of 1918, traffic was opened along the St. Petersburg - Rybinsk (Mologsky) railway from Mga station to Sandovo station (line length 356 km), and the Savelovo - Kalyazin line (54 km) was also put into operation. In 1919, the Ovinishche - Vesyegonsk line (42 km) came into operation, and in 1920, the Mologsky radius from the Sandovo station was extended to the Sonkovo - Vesyegonsk line, which it joined near the Ovinishche station (at this place the Ovinishche checkpoint is now located -2). The length of the Pestovo - Ovinishte-2 section was 75 km, and the total length of the Mologsky passage Mga - Ovinishte-2 was 392.5 km. The length of the Savelovsky passage Moscow - Kalyazin - Vesyegonsk is 375 km. Around the same time, work on the construction of a bridge across the Volga near Kalyazin was completed, after which traffic along the Kashin-Kalyazin line was opened. The opening of this section closed the reserve route from Moscow to St. Petersburg, passing through Kalyazin, Ovinishte, MGU.
The devastation and poverty that reigned in Russia after the Civil War did not allow the implementation of former plans. The issue of building the Kalyazin-Uglich-Rybinsk line was generally removed from the agenda, and work on the construction of the Vesyegonsk-Cherepovets line, although carried out, was carried out at an extremely slow pace. Work on the construction of the Rybinsk - Ovinishte line also turned out to be practically frozen. As a result, trains traveling from Rybinsk to Moscow and St. Petersburg were forced to make a detour through Sonkovo. The Savelovskaya branch again attracted attention only during industrialization. The master plan of the Greater Volga, which implied the creation of a cascade of dams on the upper Volga, as well as the construction of the Moscow-Volga Canal, approved by the government within the framework of the GOELRO program, also included the development of a transport network for construction needs. In connection with the approval of the Dmitrovsky version of the Moscow-Volga Canal, the section of the Savyolovsky radius from Moscow to Dmitrov was changed to two tracks, and grandiose bridges were built at the intersection with the future canal (two in Dolgoprudny and one on the Vlakhernskaya stretch (later renamed Tourist) - Yakhroma). To ensure the delivery of building materials to the construction site of the first Volga hydroelectric complex near the village of Ivankovo, in the early 30s of the 20th century, a 39-kilometer line was laid from the Verbilki station of the Savelovsky radius to the Bolshaya Volga station, where the headquarters for the construction of the hydroelectric complex was located. From here, construction materials were delivered to Ivankovo by cable car. Another construction headquarters was located near Dmitrov, where the Kanalstroy station was built. The new names of stations and stopping points, both on the Savelovskaya line itself and on the Verbilki - Bolshaya Volga branch, speak of the enthusiasm of the canal builders - Shock, Competition, Pace, Technique... “With the shock Pace of Competition and Technique, Kanalstroy leads to the Bolshaya Volga” - they said then . The name of the Trudovaya platform near Iksha is also in the spirit of that time, especially since in the Iksha area there are also settlements of the Moscow Canal.
In connection with the construction of the Uglich reservoir in the late 30s of the 20th century, it was also necessary to ensure the supply of building materials for the future dam. In this regard, we again remembered plans for the construction of the Kalyazin - Uglich - Rybinsk line. In a short time, a 48-kilometer line was built from Kalyazin station to Uglich. The construction of the Uglich - Rybinsk section, which was supposed to pass near the ancient town of Myshkin, was never carried out, due to which the Moscow - Rybinsk train still makes an almost 100-kilometer detour through Sonkovo, changing the direction of movement twice (in Kalyazin and in Sonkovo). Due to the flooding of the bed of the Uglich reservoir in the late 30s, it was necessary to move the tracks in the area of the Sknyatino station and the Krasnoe stop near Uglich. The ancient village of Sknyatino was completely flooded, all that remained was the station village. The city of Kalyazin was almost completely flooded. The oldest (so-called first) part of the city - Podmonastyrskaya Sloboda - and half of the central (second) part completely went under water. Only a few streets in the city center and the entire third part - Svistukha - have survived from old Kalyazin. The only reminders of its former beauty are the two churches preserved in Svistukha and the bell tower of St. Nicholas Cathedral, which miraculously survived (they did not have time to dismantle it before the flooding), standing alone surrounded by the waters of the reservoir.
The fate of another “construction site of the century” - the Rybinsk Sea - is no less sad. A huge reservoir swallowed up the ancient inhabited region, the beauty of which was admired by M.E. Saltykov - Shchedrin in his work "Poshekhon Antiquity". The waters of the reservoir flooded the ancient city of Mologa, part of the city of Poshekhonye, and almost the entire city of Vesyegonsk, which was essentially moved to a new location. Of course, with the start of construction of the Rybinsk hydroelectric complex, work on the Vesyegonsk - Cherepovets line was stopped, and the bridge built across the Mologa River was blown up and flooded. They also never returned to plans for the construction of the Rybinsk-Ovinishte line. So, due to the confluence of a number of tragic circumstances, the Savelovskaya line was never completed either in the Moscow-Rybinsk direction, or in the Moscow-Cherepovets direction, or in the St. Petersburg-Rybinsk direction. At the same time, the Savelovskaya branch remained a backup route from Moscow to Leningrad. In the 1930s, a direct train between the two capitals was introduced into regular service, running entirely along this reserve route. The train ran on this route until 1999.
During the Great Patriotic War, the development of the railway network in the area of Leningrad and adjacent regions was strategically important. For this purpose, a whole series of connecting lines were built, which made it possible to somewhat delay the siege of Leningrad in time, and then to improve the supply of food and ammunition to the Soviet troops on the approaches to the besieged city. This also affected the Savelovsky (Mologsky) radius, on which in 1941 the lines Kabozha - Chagoda (48 km), Nebolchi - Okulovka (103 km) and Budogoshch - Tikhvin (75 km) were built. Thus, in 1942, the Savelovsky, Rybinsky and Mologsky passages consisted of the following sections. As part of the Northern (Yaroslavl) railway: Moscow - Dmitrov - Verbilki - Kalyazin - Uglich; Dmitrov - 81 km (MBK); Verbilki - Big Volga; Kalyazin - Sonkovo - Ovinishte - Vesyegonsk; Yaroslavl - Rybinsk - Sonkovo - Bezhetsk; Ovinishte - Pestovo. As part of the Kalinin Railway: Bezhetsk - Bologoe. As part of the Oktyabrskaya railway: Pestovo - Kabozha - Nebolchi - Budogoshch - Kirishi - Mga; Kabozha - Chagoda - Podborovye; Nebolchi - Okulovka; Budogoshch - Tikhvin. The Verbilka - Bolshaya Volga branch was dismantled during the Second World War for the needs of the army.
In the post-war period, the main efforts were devoted to the restoration of damaged tracks and structures. In particular, the Verbilki-Bolshaya Volga line was restored in view of the prospects for organizing the Joint Institute for Nuclear Research and the science city of Dubna. The direct train Moscow - Leningrad via the Savelovsky and Mologsky passages is also being restored. In the 50s of the 20th century, electrification of the Savelovsky radius began. This is due to the gradual growth of cities near Moscow, and later with the summer residents who appeared during the “thaw”. The cities of Dolgoprudny and Lobnya, which expanded from the station villages, sharply increased passenger traffic on the Savelovskaya line, and commuter trains powered by steam locomotives could no longer cope with it. The successful experience of electrification of other directions of the Moscow hub was the reason for the transfer to electric traction of the Savelovsky direction, the least active one. In principle, the electrification of the Savelovsky passage was planned back in the 30s, and not on direct current, but on alternating current. This was due to plans to test the first AC electric locomotives in the USSR, type OR22-01, but in the end they were carried out at the testing site of the Ministry of Railways in Shcherbinka. The first electric trains on the Savelovskaya branch set off in 1954, after the completion of the installation of the contact network from Moscow to Iksha. A year later, electric trains ran from Moscow to Dmitrov. Also, along the entire Moscow-Dmitrov section, electric locomotive traction began to be used for passenger and freight trains. In other sections, steam locomotive traction is still maintained. The Savelovsky, Rybinsky and Mologsky passages serve the Yaroslavl (Vspolye), Rybinsk, Sonkovo, Bologoe, Khvoynaya and Leningrad-Moskovsky depots with steam traction. To provide the Moscow-Dmitrov line with electric traction, the Lobnya electric depot was put into operation, the construction work of which was completely completed by 1960. North of Dmitrov the traction is still steam.
At the end of the 50s, another reorganization of the railways followed. The Bezhetsk - Bologoye line was included in the Oktyabrskaya Railway, and the Moscow - Dmitrov - Verbilki - Kalyazin - Uglich line with the Verbilki - Bolshaya Volga branch was included in the Moscow Railway. A few years later, the sections Savelovo - Kalyazin - Uglich, Kalyazin - Sonkovo - Ovinishte - Vesyegonsk, Ovinishche - Pestovo and Sonkovo - Bezhetsk became part of the Oktyabrskaya Railway. This organization of the Savelovsky course continues to this day. The decision to transfer these lines to the Oktyabrskaya Railway was caused by the need to carry out all (at that time quite large) freight turnover across the territory of the Tver region within the boundaries of one (Oktyabrskaya) railway. However, this decision entailed a number of significant inconveniences for passengers, which continue to affect us to this day, and also broke the traditionally established ties between the north of the Moscow region (Dmitrov, Taldom) and the cities of Kalyazin, Kashin, Uglich.
At the end of the 60s, work on electrification continued. First of all, they are caused by the development of the science city of Dubna. In 1970, work was completed on the electrification of the Dmitrov - Verbilki and Verbilki - Bolshaya Volga sections. Moreover, on a dead-end branch running from the Bolshaya Volga station through the entire city of Dubna to the factories located on its opposite outskirts, a siding (Dubna station) was built, to which overhead lines also extended. After the introduction of the Moscow - Dubna electric trains, commuter trains with diesel traction are assigned for communication with Taldom and Savelovo (Kimry) from the Verbilki station. Long-distance trains are replacing electric locomotives with diesel locomotives in Dmitrov. At the beginning of the 70s, the final replacement of steam traction with diesel locomotive traction took place throughout the Savelovsky, Rybinsk and Mologsky passages. The last steam locomotives operated on the sections Sonkovo - Vesyegonsk, Sonkovo - Pestovo until approximately 1975. In 1978, the Verbilki - Taldom - Savelovo section was electrified; this was the last non-electrified section of the Savelovsky radius within the Moscow Railway. The Mga - Kirishi - Budogoshch section was electrified along the Mologsky passage (early 70s) - i.e. within the Leningrad region. In many ways, electrification is facilitated by a sharp increase in summer cottages in the vicinity of the two capitals. In the 80s, stone stations were built in Bely Gorodok, Kashin, and Sandovo. Electric express trains Moscow - Dubna were also put into circulation - these were the first luxury trains in Russia! They replaced the Moscow-Dubna passenger trains, which were driven by electric locomotives (and first by diesel locomotives). Before the opening of the Dubna station, passenger trains Moscow - Bolshaya Volga on locomotive traction ran on this radius.
Unfortunately, in recent years there has been an increasingly sharp tendency to move from creation to destruction. The only joyful event of the last decade was the reconstruction of the Savelovsky station in the early 90s. The old "Savely" has turned into a modern two-story station, without losing its architectural qualities at all (unlike the Kursk, enclosed inside a tasteless "glass"). However, this event was also overshadowed by trouble - from May 1999 the station became a suburban station, and the remaining long-distance trains Moscow - Rybinsk and Moscow - Sonkovo were transferred to the Belorussky station. Direct trains Moscow - St. Petersburg, Moscow - Uglich and Moscow - Vesyegonsk have completely sunk into oblivion - all that remains of them are trailer cars in the Moscow - Sonkovo compound train. And since the summer of 2002, the Moscow-Sonkovo train also disappeared. Now cars to Uglich, Vesyegonsk and Pestovo are attached to the Moscow - Rybinsk train. To travel from Moscow to the stations Bezhetsk, Udomlya, Khvoynaya, Nebolchi, Kirishi, you can now only consider options with a transfer...
The Savelovo - Kalyazin section is still not electrified (although in the early 80s electrification was planned and preparatory measures were carried out - reinforced concrete sleepers and long rails were laid to operate the line at high speeds). In many ways, electrification was prevented by the border of two railways (Moscow and Oktyabrskaya) at the Savelovo station. After the electrification of the Verbilki-Savelovo section, long-distance trains pass Dmitrov and Taldom without stopping, which causes a number of additional inconveniences for the residents of these cities.
It is painful to see how something that has been created over the course of a century is being destroyed. Thus, in recent years the number of stations on the Savelovsky radius has decreased. The patrols to the points of Tempy, Vlasovo, Lebzino, Sknyatino have been removed. The sidings and receiving and departure tracks at the former Strelchikha station have been dismantled (for more than 20 years now), and the freight tracks at Orudyevo station have been dismantled. Many patrols along the Mologsky passage also ceased to exist. Most of the wooden stations have fallen into disrepair. More often they are simply demolished, replaced by small brick ticket offices without waiting rooms, more like switch booths. And not everywhere - often suburban ticket offices are simply destroyed as a class. For example, at the recently closed Sknyatino crossing, the remains of the station were pulled apart on logs by local residents, and then the station was completely burned down... One of the few positive examples is the new station in Taldom, built in 1993. Also, a small semblance of a station was built in Yakhroma.
It’s scary to watch how weeds stretch along the passenger platform of the former second track (say to Vlasovo or Lebzino)! Yes, of course, break not build! And so, until the end of time, the overhead wires of the contact network will hang over the dismantled tracks, and summer residents will climb the stairs every week into a crowded suburban train car at a stop marked only by a half-rotten wooden post on the embankment of the track, stretching into the endless distance of the Tver-Volga wilderness. Sad!
Savyolovskaya railway
Article from the website hlebnikovo.nm.ru, 2003.
In 1897-98, construction of the Savelovskaya railway began. It passed west of the Dmitrovsky tract and the village of Khlebnikovo.
Of decisive importance in the construction of the road was the will and intentions of the Chairman of the Board of the Moscow-Yaroslavl-Arkhangelsk Railway Society, Savva Ivanovich Mamontov, who insisted on the construction of the Savelovskaya line.
The new line was laid between the Nikolaevskaya and Yaroslavl highways. The places there are interesting: it’s just a stone’s throw from Savelov - the old Russian resort of Kashin, not far away is the historical Uglich. And there, like that fairy-tale stone, to the left is the path to the Baltic states, straight to St. Petersburg, to the right is Rybinsk, Yaroslavl. This is probably enough to characterize the Savyolovsky path.
Excavation work began in fine September 1897. The Savelovskaya line began with the laying of a connecting branch from the 10th verst of the Moscow-Yaroslavl road, from marshalling tracks through the current Moscow city district of Otradnoye, past the future "Institute of the Way" to platform No. 1 - Beskudnikovo.
The line was built as a single-track line with a capacity of two pairs of passenger trains and five freight trains per day with an average train speed of 20 versts per hour.
Few people know that at the beginning the Savelovsky station and the route from it to Beskudnikov were not planned. Trains went through Losinoostrovka to Yaroslavsky station.
Despite the absence of a station, under pressure from business circles, the road was accepted.
On January 26, 1901, the Minister of Railways, Prince M.I. Khilkov reported to Emperor Nicholas II about the opening of “correct traffic from Beskudnikovo station to Savelovo”
In the calendar for 1905 (publishing house V. Gatsuk, Moscow) listing all stations opened in 1901 on the Savyolovskaya railway:
Moscow - Beskudnikovo 10
Moscow - Khlebnikovo 20
Moscow - Lobnya 25
Moscow - Iksha 43
Moscow - Yakhroma 56
Moscow - Dmitrov 61
Moscow - Kuznetsovo 84
Moscow - Taldom 104
Moscow - Savelovo 121
In 1902, the Savelovsky station came into operation. It practically closed the series of capital passenger stations; no more stations were built in Moscow.
Interestingly, the construction of the station in Butyrki sharply increased land prices in this district. By May 1898, Gustav List, a famous industrialist, had built a factory (now Borets) - workers were expected from the suburban area by rail. The housing market reacted immediately. Homeowners, in anticipation of an influx of guests, employees, and craftsmen near Butyrki, built about 30 new houses during this time with increased rent for apartments. The City Duma, seeing the usefulness of the Savelovskaya station for Moscow, in 1900 petitioned Emperor Nicholas II on the need to annex the lands “to the composition of the population of Moscow.” So, thanks to the railway, the residents of Butyrka became Muscovites.
The Savyolovskaya railway, as noted above, was single-track for a long time, then, with an increase in the number of trains, siding tracks were built at Beskudnikovo, Khlebnikovo, Lobnya and other junction stations. The train stopped, waited for the oncoming person, and then set off on its further journey. Already in the “Modern Calendar” for 1909, the publishing house A.D. Stupina is already listed as the Moscow-Butyrki station, and Lobnya and Savelovo are designated by the letter b (large station).