Stations of the Crimean railway. Railway stations in Crimea. Pridneprovskaya railway

The route of the Crimean Railway began at the beginning of the 19th century. Nowadays, it’s hard to imagine how it was possible to get along without the railway. And only some 200 years have passed. Trains, electric trains, stations have become firmly established in our lives. We are used to the fact that by train we can get to almost anywhere in the world. Sitting on a carriage and listening to the rhythmic tapping of the wheels, we don’t think about how it all began and was built.

A little history

The British government proposed to the Russian Emperor Alexander 1 to connect Feodosia and Moscow by railway lines. The Emperor then did not agree and the Tsarskoye Selo line became the first route.

But still, attempts to build a railway to Crimea did not stop. The first railway track was laid in 1840. It was a scooter line that stretched to Kilenbalochnaya Bay. Already in 1943, a horse-drawn railway was built to transport large loads.

Next Railway, was not yet passenger, but only cargo and military. During the Crimean War, the British built on Balaklava:

• The shops;
• Hotels;
• Embankments;
• Railway from Balaklava to Sevastopol.

At the same time, a dispatch service was introduced for the first time and strictly controlled the movement of trains. Mostly military personnel traveled along the Crimean Railway. This route worked until the end of the war, after which the British dismantled the first Crimean railway and sold it to the Turks.

After the Crimean War, there were many different projects for the construction of the railway. But the appearance of railways in the territory Crimean peninsula, came true only in 1875. On September 1, the first freight train arrived at the Sevastopol station.

Pridneprovskaya railway

The Crimean Railway is an enterprise that belongs to the state and was founded on the basis of the branches of the Crimean Directorate of the Dnieper Railway in 2014. Until March 15, 2014, the administration was subordinate to the Dnieper Railway, subsequently to the Council of Ministers of the Crimean Republic.

During the events of 2014, all new railway equipment was transported from Crimea to the territory of Ukraine. The condition of the remaining equipment left much to be desired. At the end of October 2014, a decision was made to partially, and in some places completely, replace equipment and rail tracks. In December of the same year, after the initiative of the Ukrainian side, cargo and passenger traffic with Crimea from Ukraine was stopped.

The Crimean railway borders:

• With the Dnieper railway, which is closed;
• Odessa road is also closed;
• The North Caucasus road is working. Ferries Kerch-Caucasus, Caucasus-Kerch operating.

Construction of a new one is underway railway bridge Taman - Kerch. A complete renovation of the Crimean Railway is planned. After completion of construction, the flow of cargo and passenger traffic will resume, which will significantly facilitate the economic and tourist component of Crimea.

Tourism and transport connection, especially railway, is of great importance. In recent years, the flow of tourists to Crimea has increased. Vacationers from all over the world want to visit here. That's why it's so important further development railway lines.

Railway stations of Crimea

Rail transport is one of the most convenient and popular types transport among passengers. People love trains primarily for their safety. Statistically, this is the most safe look transport.

Traveling around Crimea by train is very comfortable, primarily thanks to the well-coordinated work of the station staff. The first railway points appeared:

• In the city of Simferopol - in 1874. The developer of the project was A. N. Dushkin. The constructed building looked like a real architectural monument. From the station you can get to Sevastopol, Dzhankoy, Evpatoria, Feodosia;
• Sevastopol - the station opened in 1875. In 1927, the building collapsed due to an earthquake, the second time during the war. Restored in the 50s;

• Evpatoria is a resort - the first railway appeared here at the beginning of the last century. Construction lasted 3-4 months and the line started from Sarabuz station. There is a train from Yevpatoria to Bakhchisarai;
• Kerch - the station is connected to the Crimean Railway. Rail travel dates back to the dawn of the 20th century;
• Feodosia - the route is connected with the Lozovo - Sevastopol track system. From Feodosia there are regular routes to Armyansk, Kerch, Vladislavovka;
• Armyansk - the station appeared in 1900. Connects with some cities of the Crimean Peninsula;
• Dzhankoy is a modern station. There is no trace left of the old buildings. Trains go to Kerch, Armyansk, Feodosia.

The times and departures of routes need to be clarified at the station control room, as there are winter and summer schedules.

Currently, each railway station of the Crimean Railway is equipped with everything necessary. All conditions have been created for passenger comfort.

Main lines of the railway

The main branches of the road that are still in operation are:

• Ostryakovo-Evpatoria;
• Salt Lake - Clean;
• Vladislpvovka - Crimea;
• Dzhankoy - Feodosia-Armensk.

Cities that are directly connected by railway: Sevastopol, Vladislavovka, Armyansk, Crimea. Many people wonder whether it is possible to get to Crimea by train? It is possible, but with transfers. In order to get to Crimea by train, you need to go by train to Krasnodar - to the port of Kavkaz - by ferry to the port of Kerch - then by bus to the desired city.

Railways of Crimea

Back in the 20s of the 19th century, the British proposed to Alexander I to connect Feodosia and Moscow with a railway line. If the emperor had agreed then, the first passenger railway in Russia would have been built from Moscow to Crimea. However, the first was the Tsarskoye Selo Railway.

The first experiments with laying railway tracks in Crimea over rough terrain took place in 1840. The Sevastopol engineering team explored limestone rocks on the slopes of Kilen-Balka, denser than Inkerman. Then they built a special scooter railway from the quarry to the pier in Kilenbalochnaya Bay. On the ground, support posts were installed every three meters, and cast iron wheels rotating on axles were fixed along the top in the sockets of the posts. Wooden cargo platforms 8 m long and 2.5 m wide moved along these wheels. Since the tracks had a slight slope towards the pier, the platforms with stones were held with ropes. Barges were loaded by dropping limestone directly into the hold.

Then, in 1843, a horse-drawn railway was built in Sevastopol; its length was about 1 km. It was used to transport stone from quarries during the construction of the Admiralty on the Korabelnaya side. It is unknown how long this road existed.

The next railway that appeared in Crimea had nothing to do with passenger transportation: It was intended for military purposes. During the Crimean War, Balaklava became a British army base for almost two years. At this time, the British not only opened shops and hotels here, created an embankment, but also built a railway leading from Balaklava to Sevastopol, to Sapun Mountain.

The work was approached thoroughly: 1.8 thousand tons of rails, 6 thousand sleepers, 300 tons of boards and about 2 thousand more tons were delivered from Great Britain various cargo, including cranes and machines for driving piles. A team of railway specialists was also hired in England to lay and maintain tracks. Construction began in February 1855 and seven weeks later the main railway line, about 11 km long, was ready. Later, several more branches were built, the total length of the road was about 23 km.

On the flat part of the route, the carriages were pulled by steam locomotives; on steep slopes, heavy-duty horses and mules took over the work. 4 locomotives and 215 horses were delivered to Crimea from Great Britain, 17 mules were brought from Turkey. 190 wagons were used to transport goods. The train schedule was strictly controlled by the dispatch service. The train departed from Balaklava every hour from 7 am to 7 pm. For the first time in history, a sanitary train was formed on the Balaklava railway - a train specially equipped for transporting and treating the wounded. The railway in Balaklava operated until the very end of the war, after which the British dismantled it and sold it to Turkey.

The formation of the railway network in the Northern Black Sea region was accompanied by great passions. The railway for port cities was a guarantee of economic prosperity - it is not surprising that there was fierce competition between the cities of the region for the right to have a railway.

Feodosia tried to become a railway pioneer in Crimea. In 1857, the Main Society of Russian Railways, whose founders were the largest banking houses of Paris, Amsterdam and London, began work on creating the first nationwide network of Russian railways. One of the branches was supposed to come to Feodosia. The construction concession was given to the French, and they even built the first 60 versts of the line near Feodosia, but the financial collapse stopped everything. Three years railway construction changed both the city and its inhabitants. At this time, from a provincial, God-forgotten outback, Feodosia turned into a fabulous magnet that attracted people and money. In the 1860s, the city experienced a real construction boom - the cost of land increased several times. Feodosia again had a real chance to get a railway much later.

After the Crimean War, various projects began to appear for the construction of a railway capable of connecting the peninsula with the mainland.

However, the plan was realized only in 1875. The railway in Crimea acquired its real shape after the right to build it was issued to the largest industrialist and no stranger to the railway business, Pyotr Gubonin. The terms (3 years) and pace of construction were determined - and indeed, it was completed very quickly, even by today's standards.

A 665 km long road from Lozovaya station through Dzhankoy to Sevastopol was built in 4 years. At the same time, the Crimean section was very difficult due to the terrain.

The most labor-intensive work on the route was on the Mekenziev Mountains - Sevastopol section. The foothill terrain of the area when approaching Sevastopol challenged the builders difficult task. From the Syuren station (modern Verkhnesadovoe station), the railway line had to be raised to a height of 150 meters above sea level, and then lowered to a 10-meter mark to the edge of the Sevastopol Bay. Therefore, due to large differences in elevation and difficult terrain, six railway tunnels were dug, the total length of which is 2 km. And each of them received his own name. The first tunnel from Simferopol is Sukharny, 331 m long. It owes its name to Sukharnaya Balka, in which at the beginning of the 19th century the Maritime Department built a factory for the production of crackers.

The second - the shortest tunnel - Grafsky, 125 meters long, named after Count M.I. Voinovich, who commanded the Sevastopol squadron from 1889 to 1890.

After Grafskoye, the railway disappears again into another tunnel, called White from the color of limestone - Inkerman stone. Its length is 437 m.

The fourth tunnel is the longest - Tsygansky, 559 meters long, named after the beam in Inkerman.

The fifth, leading to Kilen-balka, is Troitsky, 294 meters long, it runs in Troitskaya balka.

The sixth, 228 meters long, decorated with an arch with relief ornaments and aedicules for sculptures, was located on the Korabelnaya side, was built under the Lazarevsky barracks and was called Gorodskaya. At the end South Bay a railway station was built.

Another interesting engineering object on the Simferopol-Sevastopol line is the Shavrinskaya excavation with a length of over 500 meters. It was cut into a sandstone rock more than 130 years ago according to the design of engineer Shavrin without the use of technology - only with hand tools. Most likely, this was done due to the cost of constructing a bypass around the rock.

On September 15, 1875, the first freight train arrived at the Sevastopol railway station. The construction of the Lozovo-Sevastopol railway was completed, connecting the city with Simferopol, and through it with central part Russia, taking another step towards the revival of Sevastopol and the Black Sea Fleet.

The construction of viaducts is a very important branch of engineering, especially in countries with large uneven ground surfaces. In Russia, in Crimea, during the construction of the Lozovo-Sevastopol railway, it was necessary to resort to their help.

Viaduct at 1517 km

The rail track crosses Sivash via a bridge and a dam coming from the Chongar Peninsula (one of the large protrusions of the northern coastline bay) to Crimean coast between the stations Sivash and Salt Lake.

According to the original plan, the railway was supposed to pass several tens of kilometers from Simferopol. But the city authorities, not wanting to miss such a profitable opportunity, provided land for construction free of charge. As a result, the railway slightly changed the intended route and passed along the western swampy outskirts of Simferopol. The Melitopol - Simferopol section was officially put into operation on October 14, 1874. On the same day the first one came passenger train, although the first commodity arrived on June 1 of the same year.

Thanks to the railway, real industrial enterprises appear in the city, opening up enormous opportunities for using local resources. The first such enterprises were a branch of the Moscow confectionery factory “Einem” and the factory of A.I. Abrikosova.

At first, only 6 trains came to Simferopol per day - 2 passenger and 4 freight. The trains were small: steam locomotives of those times could pull no more than seven cars and at the same time reach speeds of up to 25 km/h. At first there were also few passengers.

There is a version that in 1912 it was on the platform of the Simferopol station that the famous march of Vasily Agapkin “Farewell of the Slav” was first performed. Thus began a tradition that has continued for many years: trains to Moscow and Kyiv still leave today to the sounds of this music.

Built at the end of the last century, the building of the Simferopol station, periodically patched up by the authorities, stood until the Second World War, when, as a result of numerous bombings, no stone was left of it. The last thing that German troops blew up when retreating in 1944 was the boiler room pipe of the station. Two years later, construction began on a new building.

The station was conceived as the main gate of the all-Union health resort - the main health resort of the whole country. On the site of the old station destroyed during the war, a grandiose construction project took place. The whole country took part in the construction of the station. New station immediately became, and still is, the pride of Simferopol, a symbol of the city. At that time it was a grandiose building.

The author of the project, architect Alexey Dushkin, imagined the “gate of Crimea” in the form of an airy Italian palazzo. Construction took five years. In 1951 the station was put into operation. This station was loved by filmmakers, for example, in the film adaptation of Shakespeare's comedy "Twelfth Night" in 1955, the columns of the station gallery became part of the chambers of the main character, Duke Orsino.

The station is a magnificent example of southern architecture, organically integrated into the subtropical landscape. The station complex consists of three parts: the main and service buildings, and the clock tower. The parts of the station are organically connected by a system of arches and galleries.

The main building is built of white Inkerman stone in the post-war Soviet "triumph" style. The style of the main station building can be defined as Italian: the main building was built in a symmetrical projection, and on both sides of it there are two galleries, creating space for a courtyard. The design of the patio resembles Italian courtyard Livadia Palace.

On the roof of the station building there is a building made in the form of an ancient temple.

The station clock tower is 42 meters high. On each side of the tower there are clock dials with a diameter of about three meters, with zodiac signs located at the numbers. The length of the minute hands is 2 meters, the hour hands are 1.5 meters. The watch was manufactured at the Moscow Watch Factory in 1951. The clock mechanism is driven by weights, each weighing 250 kilograms. The watch is wound once every nine days. The clock tower is actually a water tower. It contains a reservoir into which pumps pump water from an artesian well located in the same tower. The tower's spire is crowned with a five-pointed star. There is a twin station in Sochi, built a year later.

Simferopol station at peak times summer months handles up to 50 thousand people daily.

The Dzhankoy station was opened in 1874 as part of the Melitopol - Simferopol launch section. In 1892 the station became a junction. The railway junction was destroyed twice: during the Civil and Great Patriotic Wars.

And the railway finally came to Feodosia only in August 1892. The line was extended from the Dzhankoy station, in some places using railway structures from 1857–1860. The road led to the port of Feodosia, the shortest route to which from the north was along the seashore. As a result, the route was laid along an artificial embankment at the water's edge. On another artificial embankment, which completely changed the coastline in the port area, port facilities were erected. During the construction of embankments, the site was destroyed sandy beach. Near the dacha of the book publisher A.S. Suvorin, the railway cut through the hill. For convenient access to the dachas and the sea, a three-arched a stone bridge with an openwork fence.

At first, trains ran only to the Bolshoi Station railway station (now Aivazovskaya station), which is in the suburbs of Feodosia. With the construction of the port line, the Feodosia-Port station appeared, which over time became the main city station.

The first Feodosia-Port station was made of wood - it was built as a temporary station, but it served for almost a quarter of a century. And only in 1914, according to the design of the St. Petersburg architect P.I. Chernyshev, a white stone (from Inkerman limestone) city station was built, which lived until the autumn of 1941 - during the Second World War the station was destroyed.

The modern station was built in 1955 according to the design of the Dnepropetrovsk architect I. Zaraisky.

The road was built by the labor of hired workers, mainly from the central Russian provinces. As it was later calculated, more than 110 miles of road with all the necessary equipment and roadside infrastructure cost the treasury 3,159,543 silver rubles. At the same time, stations were erected, approximately at an equal distance from each other, as the railway workers say, across the stretch. This was not done by chance: the locomotives required regular replenishment of water and fuel.

Over time, some stops in view economic development the region became large stations: Kolay (now Azovskoye), Seitler (Nizhnegorsky), Grammatikovo or Ichki (Soviet), Islam-Terek (Kirovskoye), Vladislavovka.

In Feodosia in 1913, one of the four elevators of the Southern Railways was located (this state-owned enterprise owned all the railways of Crimea).

In 1900, traffic opened on the Kerch Vladislavovka - Kerch Kursk-Kharkov-Sevastopol railway.

This event had a strong influence on the further development of Kerch, giving it a predominantly industrial character. First of all, the opening of the railway made it possible to finally begin construction of the Kerch seaport, which needed the road to transport and export goods (the port project was approved back in 1899).

For the first time, the idea of ​​laying a railway line to Yevpatoria appeared in 1873 during the construction of the Lozovaya-Sevastopol line, but only in 1914 the question of the railway became strategic importance(World War begins).

By a resolution of the Council of Ministers of April 22, 1915, a decision was made to build the Sarabuz (now Ostryakovo) - Yevpatoria railway line; 2 million rubles were allocated for this, not counting the cost of rails and rolling stock. And already on October 21, 1915, traffic on the new railway line opened.

In 1920, the Dzhankoy-Armensk section was put into operation. The railway station of Armyansk is connected by a single-track railway line with the Krasnoperekopsk station, distance - 18.2 km, and Vadim station, distance - 15 km.

The railway in the north of the Arabat Spit once connected the salt mines, sand pits and recreation centers with Genichesk.

The construction of railways in Crimea is associated with another name - the talented Russian writer, outstanding engineer Nikolai Georgievich Garin-Mikhailovsky took part in the design of the railway from Sevastopol to Simferopol via Yalta. Garin-Mikhailovsky insisted on creating an electrified railway, trying not to cause damage to the nature of the Southern Coast and to prevent pollution of the healthy Crimean air by steam locomotive smoke.

The Black River, according to his plan, was to become a source of energy. Here he planned the opening of Russia's first hydroelectric power station. Over the course of 8 months, 22 route options were considered, but the death of Garin-Mikhailovsky prevented the construction of the road. His research was used in the construction of the intercity trolleybus route Simferopol-Alushta-Yalta - the most beautiful in Crimea.

In general, it turned out to be difficult with the railway business in Crimea. The idea of ​​laying a road right along the southern coast of Crimea in the 80s of the 19th century and at the beginning of the 20th century literally became an idefix of the local community. As for the southern coast of Crimea, all undertakings there were haunted by an evil fate, and its intervention “in the end, rudely interrupted the progress of the matter and stopped it.” The brilliance of engineering ideas, the struggle of groups, passions, and intrigues ultimately led to nothing - not a single project was ever implemented. And what plans there were! F. Batalin’s project “Sevastopol-Yalta” with 11 tunnels and an embankment along the coast 85 miles long was abandoned due to the death of Alexander III; engineer Gronsky's project died with him at sea (the wreck of the steamer "Vladimir"); Von Hartmann’s project “Bakhchisaray-Yalta” was unable to raise the necessary capital, etc., etc. Ultimately, in 1902, a state interdepartmental commission was appointed to resolve the issue of the road, which established that it should be electric, have a narrow gauge and serve, if possible, the entire coast. N.G. was appointed chief engineer on this issue. Garin-Mikhailovsky. However, unfortunately, neither one nor the other was destined to come true.

More and more new options are appearing: the Sevastopol-Yalta-Alushta road with the prospect of extending it to Feodosia; road "Simferopol-Alushta-Yalta"; road "Suren-Yalta" through the main ridge Crimean mountains; a new version of the Bakhchisaray-Yalta road with a six-kilometer tunnel and dead-end branches to Simeiz and Alushta (project by S.N. Chaev); a variant of the “Shtukenberg electric tram” with several tunnels and bridges (the main inspirer is the owner of Foros, G.K. Ushkov).

Endless debates continued until 1915, when finally the “Society of Crimean Railways” was recognized as valid and the final project of the Sevastopol-Alushta road was approved, with the Ushkov joint-stock company at the head and with government guarantees. Despite the First world war, there was every hope that construction would begin and be completed. The government intended to use South coast as a giant “sanatorium” for the wounded, that is, the railway was already needed as a strategic object. But “evil fate” relentlessly followed on the heels: first, some unseemly speculation and financial troubles appeared in the matter, and then everything was completely lost in the ensuing chaos of the revolution and Civil War. In Soviet times, this enterprise was considered unprofitable and dangerous due to possible landslides and seismic unreliability of the area. That’s how it never happened to be on the Crimean South Coast Railway.

Materials used in the article:

1. Wikipedia

2. Official website of the Sevastopol writer Ivanov V.B.

3. S. Tkachenko “Crimean Truth”

4. N. Dremova “135 years ago the construction of the railway was completed in Crimea”

5. Vladimir Shavshin “Stone Chronicle of Sevastopol”

Traces of habitation ancient man on Crimean soil is about 100,000 years old. Having survived the Neolithic, Chalcolithic, as well as the Bronze and Early Iron Ages in Crimea, the peoples of the Dnieper region were replaced. Despite the strife and wars in the era of antiquity and the Middle Ages, the Crimean Khanate and Ottoman Empire, the economy of Crimea was changing and developing rapidly.

First railway line on the Melitopol - Simferopol peninsula launched Russian Empire October 14, 1874. Then they were put into operation in turn: Simferopol - Sevastopol (1875), Dzhankoy - Feodosia (1896), Vladislavovka - Kerch (1900), Ostryakovo - Evpatoria (1915), Dzhankoy - Armyansk (1935) , Armyansk - border of the Ukrainian SSR (1944), Kerch - port of Crimea (1951), Inkerman I - Inkerman II (1953) and Inkerman II - Kamyshovaya Bay (1969). These railway directions serve more than 150 stations, locomotive depots in Simferopol, Dzhankoy, Kerch, wagon depot in Dzhankoy, passenger depots and other structural divisions.

In the future, it is planned to build a railway bridge across Kerch Strait Taman - Kerch, reconstruction of the Kerch - Armyansk line, as well as the construction of the Proletnaya - Kerch road and new stations.