Dushanbe train schedule. Railway of Tajikistan. How I became the first passenger of the new train Trains at Dushanbe station

The train schedule for Dushanbe station displayed on this page is for informational purposes only and does not contain operational changes related to repair work and other circumstances. When planning a trip, it is recommended to check the schedule at the station information desk.

Trains at Dushanbe station

Today, the train schedule at Dushanbe station includes 2 long-distance train flights, of which 0 operate daily. Since Dushanbe is a dead-end station, no transit trains pass through here, and the stop is the starting or final stop for all flights. Most trains on the schedule arrive from populated areas: Moscow at 16:16, respectively. Trains departing from Dushanbe station follow the routes - Dushanbe - Moscow departing at 02:21 respectively. When planning a trip, it is worth considering that the schedule of some trains, such as 329З Dushanbe 1 - Moscow-Kazanskaya (departure - 02:21), 330Ч Moscow-Kazanskaya - Dushanbe 1 (16:16, -) have a special schedule, so it is recommended to check the schedule for a specific date.

Dushanbe railway station (Dushanbe-1) began its history in 1936. In the early 60s, a new station building was built on the site of the old station. After Tajikistan gained independence, the station was reconstructed. Today it is a three-story building that houses all the railway infrastructure we are used to: ticket offices, waiting rooms, rest rooms, toilets, storage lockers, catering facilities, information service and much more. The total passenger traffic amounts to several hundred thousand passengers per year.

Please note that Dushanbe-1 is not the only railway station in the city (there is also Dushanbe-2 station).

Dushanbe-1 railway station is located 3 km from the city center.

The station has 2 platforms and 3 departure routes. Both passenger and freight trains operate from the station. The station's technical fleet includes more than 2,000 freight cars, 440 passenger and 56 diesel locomotives.

Dushanbe railway station schedule in 2019

Below you can see the train schedule from the Dushanbe railway station: upcoming flights, travel times.

The online scoreboard from Yandex currently does not display the full schedule of the Dushanbe-1 station; the service primarily has information about connections with Russia.

If you need information about train schedules within Tajikistan, you can find them directly at the station or on the official website of the Tajikistan Railways.

Buy a ticket from Dushanbe railway station

If you are planning your trip from Dushanbe to Russia, it is convenient to purchase a ticket online. Russian Railways opens the sale of tickets to destinations in Tajikistan and the CIS countries 45 days in advance. It is also important to take into account that purchasing a ticket early makes it possible to purchase it at the best possible price, since Russian Railways operates on a dynamic pricing system. Choose the appropriate option and buy a ticket without leaving your home, on the official website of Russian Railways or the Tutu.ru portal.

Main directions

Dushanbe is a dead-end station, i.e. no transit trains pass through the station - it is the starting or ending station for all flights. From here flights regularly depart to Russia, the cities of Uzbekistan, Turkmenistan, Kazakhstan, as well as suburban electric trains.

Trains

Every week on Tuesdays and Saturdays there is one train from Dushanbe-1 station to Russia. It departs at night, at 3:07 am. Its route runs through the cities of Uzbekistan and Kazakhstan, and the train crosses the border with Russia in the Astrakhan region.

Most often, passengers travel from Dushanbe to Moscow. The train arrives at the Kazansky station after almost 3 days on the road.

Already on the territory of Russia, the Dushanbe-Moscow train passes several more large cities, the first of which is Volgograd. The train stops here after 2 days on the road.

You can also get to Ryazan without transfers. Ryazan-2 station is the last stop before arriving in Moscow.

But there are no longer direct routes to the Northern capital from Dushanbe station. But thanks to the well-developed railway network of Russia, you can get to St. Petersburg with just one change in Moscow or at the Gryazi-Voronezhskiye station in the Lipetsk region.

On my first day in Dushanbe, while sitting in a cafe over a portion of kurutob, I saw a news report on TV. There were trains, bridges and tunnels, mountains and gorges, flags and of course President Emomali Rahmon. Although I did not know Tajik, the essence of the report was clear - a new railway had been launched. Before the trip, I knew that the new railway route to the Fergana Valley () was ready to open in Uzbekistan, but it turned out that the Tajiks did not waste time, finishing their “construction of the century” a week earlier than their neighbors, connecting Dushanbe with Kurgan-Tube and Kulyab. I arrived on Thursday, August 25, and on that day the train carried the president along the new railway. On Sunday, as I learned at the station, the first public passenger flight was scheduled.

The old narrow-gauge railway and the new line have nothing in common: the first went strictly south from Dushanbe, the second - strictly south from Vakhdat. On the eastern side, the Dushanib agglomeration ends much faster than on the western side:

There are mountains ahead. Their height reaches 1300 meters above sea level, but by the standards of Tajikistan this is too low to give them a separate name:

But in the mountains there are shepherds:

And small pack caravans travel not only in Afghanistan:

The path looks flimsy and haphazardly laid, reminiscent of either a narrow-gauge railway or an industrial branch. Apparently, there are simply some other standards and dimensions - the train was not moving fast, but quite smoothly:

And they looked at us, waved their hands, sometimes everyone they met seemed to shout something:

-There’s something (....) like a kitchen on wheels driving there, and dragging the whole city with it!" (c) "One Hundred Years of Solitude." From a carriage window it is strange to watch, for example, two teenagers riding a donkey to fetch water:

Behind the first ridge the villages stretched again:

Bakhor station (translated as Spring) is the only one on the new section:

Higher up the mountains is a cement factory with concrete mixers lined up in a row. The head of the train told me how the “Chinese” helped build this line, and how, along with the railway, new industries appeared one after another.

Ahead is the first tunnel, 2340 meters long under the Sultanabad pass - not very high (the surrounding peaks barely reach 1400 meters), but too steep for the train. There are a total of 5 bridges and 3 tunnels on the new section, and this one is the longest:

Behind the tunnel there is a clear view of the descent from the pass, giant banners with slogans right on the mountain slopes, a green village with the charming name Tutbuloki-Sarisang at the bottom of the valley and Yavan visible in the haze:

The hieroglyph of the path is so complex that directions and landmarks are quickly lost “on the ground,” but it can be appreciated on Wikimapia. The train goes through deep excavations:

And through a couple of tunnels 680 and 735 meters long:

View of the same path from below, through the most natural Gates of Khatlon, on which, only in the direction of movement, the title frame was shot. The longest bridge on the new line and its embankment higher up the slope are visible:

And in general, comparing the Angren-Pap and Vahdat-Yavan railways, I can say that the Uzbek one is certainly an order of magnitude more complex and interesting in a technical sense, three times longer and twice as high, but the Tajik one is not inferior to it in picturesqueness, and the profile is the same It wouldn't be any more difficult - the climb and descent are much faster.

And the “TalCo” stele in the title frame is not accidental. Beyond the pass there is the industrial Yavan - a large village (33 thousand inhabitants), actually more of a city (for some reason Tajikistan is extremely stingy with this status), which grew up in the 1960s at the end of the railway stretched here from Termez. Even from the pass, in the opening of the rocks, the structures of a cement plant built by the Chinese flashed:

The Java Electrochemical Plant, launched in the 1960s, was destroyed by the civil war and is now being restored with the help of China. But it was precisely for this reason that a new line was actually built: here the ore is used to produce raw materials for the aluminum plant in Tursunzoda, the real breadwinner of the republic, which in its best years provided up to 80% of its exports. However, old Karimov knew where to strike: by blocking the Yavan-Termez line, he broke this production chain, leaving the plant without the main source of raw materials, and the industrial giant began to die before our eyes - by 2015 its load fell from 90 to 30%, about the same Its share in Tajik exports also decreased. It was this threat of economic catastrophe, more serious for Tajikistan than the oil embargo for Russia, that pushed the country into the arms of China. Now the plant is coming to life, and this has its own moral about the futility of various sanctions, embargoes, infrastructure blockades and trade wars: an alternative will be found sooner or later, but the hatred from what was experienced during the search will remain... Multi-storey workshops without walls look unusual for the former USSR , but only with a frame of beams:

Both for Karimov and for Rakhmon, the construction of new railways was not at all a whim: the Angren-Pap line connected a third of the population and the largest agricultural region of Uzbekistan to the center, and the Vahdat-Yavan line connected the main industrial complex in Tajikistan. So even if the train I was on has already been cancelled, it doesn’t mean anything - first of all, the new line is freight. At the Yavan station, on the day of my trip, the stage and canopy over the stands, where government officials and journalists met the presidential train three days earlier, had not yet been dismantled.

And we went down to Khatlon, which opens straight to Afghanistan and is probably somewhat similar to it. Hot, dusty, but abundant, and at the same time frighteningly alien land:

The Khatlon region in Tajikistan is the smallest and most populous - more than 2.5 million people live here. It began with the Kulyab (1939) and Kurgan-Tube (1944) regions, respectively abolished in 1955 and 1947 and again created in 1977 and 1973. In 1988, they were again united not with the central region, but only with each other in the Khatlon region , named after the ancient land of Khuttal, a rich province of Tokharistan that replaced ancient Bactria. The last time the two regions were separated was in 1991-92 for just a few months. The official center of Khatlon is Kurgan-Tube, but the actual center is still Kulyab as the homeland of the ruling clan.

Most of Khatlon is a sun-scorched dusty desert, along which the fertile valleys of Kafirnigan, Vakhsh and Surkhob and low soft ridges between them stretch in narrow strips. But the sign of the local stations (on the right is a typical station) is the water tanks on the first track:

Khatlon in Tajikistan was the center of both civil wars of the 20th century: the Basmachi fought here for a long time in the 1920s, and that war devastated the region, many of whose inhabitants fled from the power of the atheists to Afghanistan. The indigenous inhabitants of its steppes were the Lokais - a warlike tribe of nomadic Uzbeks living on both sides of the Amu Darya, and the villages and cities were inhabited by real Arabs - within the framework of Islamic civilization they were a global people, their communities were often in the farthest corners of the former Caliphate, and in only There are several tens of thousands of Arabs living in Central Asia, the older generation of whom has not yet forgotten their native language in one of two dialects that are incomprehensible to each other - Kashkadarya (with Uzbek influence) and Bukhara (with Tajik, as here). In Soviet times, more Tajiks and Uzbeks were brought here, partly from the north (to the Kulyab region), partly from the impoverished Karategin (to the Kulyab-Tyube region), thus creating a terribly explosive mixture, which again exploded from the shock caused by the collapse of the USSR. It seems to me that Khatlon is similar to Afghanistan - poor, patriarchal, restless, not demarcated... I don’t know whose photo captured the cemetery with ram skulls on pikes, but I would venture to guess that Lokai:

There are more and more blue channels outside the window:

And finally the railway crosses the stormy Vakhsh, piercingly blue. In terms of water flow, it is actually about the same size as the Klyazma, but the profile of the riverbed makes it one of the most energy-efficient rivers in the world, which is why the Nurek hydroelectric power station has already been built on the Vakhsh and the Rogun hydroelectric power station with the highest dams in the world is being built. In fact, the Vakhsh, in the upper reaches of Surkhob (not to be confused with another Surkhob in Khatlon) is the main river of Tajikistan:

View of the railway bridge from the road, from the town of Sarband (16 thousand inhabitants), which, unlike Yavan, is much more like a village - I simply didn’t notice it from the highway:

In Sarband there is another brainchild of the old railway and a victim of the civil war - the Vakhsh nitrogen fertilizer plant (“tuki” is an outdated name for mineral fertilizers, which here remained in the name of the plant). There seems to be no talk of its restoration yet. View from the railway:

On the other side of the road is a brand new water park:

Ahead is the Kurgan-Tyube station with trains that have been stationary for several years:

Located 6 kilometers from the city, this station is the most important railway junction in Tajikistan. Under the Soviets, the Termez-Yavan broad gauge railway, the Dushanbe-Nizhny Pyanj narrow gauge railway and its branch to Kulyab converged here, that is, a total of 5 directions! Now there are three of them left, but for a country of dead-end lines this is a lot. Station in the 1960s:

People from the train immediately scattered around the platform to communicate and take photographs, but outside there was emptiness, where even among those taking photographs, only I thought to go out, that is, almost no one was traveling by train in Kurgan-Tube.

We talked with a young Tajik from Dushanbe, a local connoisseur of railways, and exchanged impressions about railway affairs in different countries. “Only,” said the interlocutor, “I just don’t understand why you always scold America on TV! They say that they are all stupid there and will soon fall apart. They have such technologies, for example, a braking system that is the same for the entire train , that is, the driver gave a signal - and each carriage begins to brake on its own, the stopping distance for the heaviest trains is reduced! No, don’t get me wrong, I don’t like America myself, but you shouldn’t underestimate it!” I even agreed with him that America really shouldn’t be underestimated, but the technology know-how he voiced was only for the American railways themselves - in the USSR, automatic braking and control have been in use since the 1970s.

I don’t know if there was any movement here in 2010-16:

Diesel goes to Kulyab along a line built back in the hungry 1999 to replace a narrow-gauge railway, and on the second path the diesel locomotive clings to the cars of the train to Shaartuz, which will go further along the Soviet railway towards the now unattainable Termez:

Vitaly stayed overnight in Kurgan-Tube in order to return to Dushanbe in the morning to get registration, and I entered an empty and unbearably dusty carriage. The guide brought me a mattress with a pillow and a bowl of fruit, and I signed up in the barn book. On Thursday, the President traveled from Dushanbe to Kulyab, and this train was not even publicly accessible, but simply its first flight, and I became its first passenger.

And outside the dusty window everything was screaming that we were heading towards Afghanistan:

In some places the train kicked up dust, like waves behind a motor boat, and according to the conductor and the policeman who came to support the conversation, this dust was carried along the route by the fact that there had been no trains here all these years. I can’t believe this with my mind as much as I can believe it with my feelings:

There are only a few stations along the way. Station Jalaluddin Rumi, I don’t know exactly what it was called under the Soviets, is now named after the great Sufi poet, who was born in 1207 in these parts (or rather, in Afghan Balkh), and died in Turkey, where he founded the Sufi order Mawlawiya with his famous whirling dervishes. The station here is noticeably more capital than at most stations, but also standard - the same, for example, at the Khanaka station in:

The journey from Dushanbe to Kurgan-Tube takes about 4 hours, another almost an hour - parking, and two and a half hours to Shaartuz. True, the train was moving very slowly and was about 40 minutes late - apparently, in this part of the road they didn’t even bother to put the tracks in order. Between Burebovo and Kabodian there is another bridge over the Vakhsh (which I was unable to photograph) and a low ridge, beyond which we return to the Kafirnigan valley. The train goes overhead, through dead flying sands, but on the left it’s a stone’s throw to a fertile valley. On the other side are the Koikitau and Tuyuntau mountains, and behind it is Uzbekistan:

Here is the Shaartuz station. I stepped out of the stuffy carriage into the hot and dry, straight Afghan air. A good-natured policeman took me to the police station and wrote down my passport details - I don’t mind, but he got a report that so-and-so was checked and no violations were found.

About Shaartuz with its surroundings, the exotic southern corner of the post-Soviet world - in the next part.

TAJIKISTAN-2016
.
and obtaining registration.
Neighborhoods of Kulyab. Vose, Khulbuk and Mount Khoja-Mumin.
Nurek. City of unfulfilled dreams.
Sughd region- there will be posts.
Pamir- there will be posts.
Western Fergana- there will be posts.
. Review and table of contents.