Railway station Crimea list. Railway stations of Crimea. Railway stations of Crimea

Railways of Crimea

Back in the 20s of the XIX century, the British proposed to Alexander I to connect the Feodosia and Moscow railway lines. The emperor would agree then - and the first passenger railway in Russia would be laid from Moscow to the Crimea. However, the first was the Tsarskoye Selo Railway.

The first experiments with laying a railway track in the Crimea over rough terrain took place in 1840. The Sevastopol engineering team explored on the slopes of Kilen-beam the limestone rock, more dense than Inkerman. Then they built a special scooter railway from the quarry to the pier in Kilenbalochny Bay. On the ground every three meters, support racks were installed, and cast iron wheels rotating on the axles were fixed on the top in the nests of the racks. Wooden freight platforms with a length of 8 and a width of 2.5 m moved along these wheels. Since the roads had a slight slope to the pier, platforms with a stone were held with ropes. Barges were loaded by dumping 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 Ship side. How long this road lasted is unknown.

The next railway that appeared in Crimea had nothing to do with passenger traffic: it was intended for military purposes. During the Crimean War, Balaclava almost two years turned into a base of the British army. At this time, the British not only opened shops and hotels here, created a promenade, but also built a railway leading from Balaklava to Sevastopol, to Sapun-mountain.

They approached the work thoroughly: from the UK they delivered 1.8 thousand tons of rails, 6 thousand sleepers, 300 tons of boards and about 2 thousand tons of various cargo, including cranes and pile driving machines. In England, a team of railroad laying and maintenance specialists was also hired. Construction began in February 1855, and seven weeks later the main line of the railway, with a length of about 11 km, was already ready. Later, several more branches were built, the total length of the road was about 23 km.

Steam locomotives pulled the cars on a flat section of the track, heavy horses and mules took up the matter on steep slopes. 4 steam locomotives and 215 horses were delivered to Crimea from the UK, 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 left Balaklava every hour from 7 a.m. to 7 p.m. For the first time in history, an ambulance train was formed on the Balaklava Railway - a train specially equipped for transporting and treating the wounded. The railway in Balaclava worked until the very end of the war, after which the British took it apart and sold it to Turkey.

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

Theodosius 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 the creation of 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 canvas near Feodosia, but the financial collapse stopped everything. Three years of railway construction changed both the city and its inhabitants. At that time, Theodosius turned from a provincial, God-forsaken outback, 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. The real chance to get the railway again appeared at Feodosia much later.

After the Crimean War, various projects began to appear on the construction of a railway that could connect the peninsula with the mainland.

However, it was possible to realize the plan only in 1875. The railway in Crimea acquired real shape after the right to build it was granted to the largest industrialist and not a novice in the railway business, Peter Gubonin. The terms (3 years) and the pace of construction were determined - and indeed, it was completed very quickly, even by today's standards.

A road of 665 km in length from Lozova station through Dzhankoy to Sevastopol was built in 4 years. At the same time, the Crimean site was very difficult due to the terrain features.

The most time-consuming work on the highway turned out to be on the Mekenzievy Gory - Sevastopol section. The foothill topography of the area when approaching Sevastopol posed a difficult task for the builders. From the station Suren (modern station Verhnesadovoe) the railway line had to be raised to a height of 150 meters above sea level, and then lowered by a 10-meter mark to the edge of the Sevastopol bay. Therefore, due to large differences in elevation and complex terrain, six railway tunnels were broken, the total length of which is 2 km. And each of them got his own name. The first tunnel from Simferopol is Sukharnoye with a length of 331 m. 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 is the shortest tunnel - Grafsky, 125 meters long, named after Count M.I. Voinovich, who commanded the Sevastopol squadron from 1889 to 1890.

After Grafsky, the railway again hides in the next tunnel, called White from the color of limestone - Inkerman stone. Its length is 437 m.

The fourth tunnel - the longest - Gypsy 559 meters long, by the name of the beam in Inkerman.

The fifth, going to Kilen-beam, is Trinity 294 meters long, it passes in the Trinity beam.

The sixth, 228 meters long, decorated with an arch with relief ornament and edicules for sculptures, was on the Ship side, pierced under the Lazarevsky barracks and received the name City. At the end of South Bay, a railway station was built.

Another interesting engineering facility on the Simferopol-Sevastopol line is the Shavrinsky excavation with a length of over 500 meters. It was cut in a sandstone rock more than 130 years ago according to the project of engineer Shavrin without using technology - only with a hand tool. Most likely, this was done in connection with the cost of building a rock bypass.

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

The construction of viaducts is a very important department of engineering, especially in countries with large irregularities on the earth's surface. In Russia, in the Crimea, during the construction of the Lozovo-Sevastopol railway, they had to resort to their help.

Viaduct at 1517 km

The railroad path crosses Sivash along the bridge and bulk dam, going from the Chongar Peninsula (one of the large protrusions of the northern coastline of the bay) to the Crimean coast between the Sivash and Salt Lake.

According to the original plan, the railway was supposed to go several tens of kilometers from Simferopol. But the city authorities, not wanting to miss such an advantageous opportunity, provided land for construction for free. As a result, the railway slightly changed the planned route and passed along the western marshy outskirts of Simferopol. The Melitopol - Simferopol section was officially commissioned on October 14, 1874. The first passenger train arrived on the same day, although the first freight train arrived on June 1 of the same year.

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

Initially, only 6 trains a day came to Simferopol - 2 passenger and 4 freight trains. 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 railway station that the famous March of Vasily Agapkin “Farewell to the Slav” was first performed. Thus began a tradition that lasts for many years: trains to Moscow and Kiev today go to the sounds of this music.

Built at the end of the year before last, the building of the Simferopol railway station, periodically sponsored by the authorities, stood until World War II, when, as a result of numerous bombings, it did not leave stone unturned. The last thing the German troops blew up, retreating in 1944, was the pipe of the boiler 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 in the war, a grandiose construction project unfolded. The whole country participated in the construction of the station. The new station immediately became, and still is, the pride of Simferopol, a symbol of the city. In those days it was a grandiose building.

The author of the project, the architect Aleksey Dushkin, represented the “gate of the Crimea” in the form of an airy Italian palazzo. Construction took five years. In 1951, the station was commissioned. Cinematographers liked this station, for example, in the adaptation of Shakespeare’s comedy Twelfth Night in 1955, the columns of the station’s gallery became part of the chambers of the protagonist, the Duke of Orsino.

The station is a magnificent example of southern architecture, organically blended into the subtropical landscape. The station complex consists of three parts: the main and service buildings, and the clock tower. 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-style triumph. The style of the main station building can be defined as Italian: the main building was built in a symmetrical projection, and two galleries were arranged on two sides of it, creating space for the patio. The design of the patio resembles the Italian courtyard of the Livadia Palace.

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

The clock tower has a height of 42 meters. On each side of the tower are the dials of watches with a diameter of about three meters, the numbers have zodiac signs. The length of the minute hands is 2 meters, the sentries are 1.5 meters. The watches were made at the Moscow Watch Factory in 1951. The clockwork is set in motion by weights, 250 kilograms each. The watch starts every nine days. The clock tower is actually a water tower. There is a reservoir in it, into which pumps pump water from an artesian well located in the same tower. The tower spire is crowned with a five-pointed star. Sochi has a twin station, built a year later.

Station Simferopol in the peak summer months allows up to 50 thousand people daily.

Dzhankoy station was opened in 1874 as part of the launch site Melitopol - Simferopol. In 1892, the station became a hub. The railway junction was twice destroyed: during the Civil and World War II.

And the railway finally came to Feodosia only in August 1892. The line stretched from the station Dzhankoy, in some places using the railway facilities of 1857-1860. The road led to the Feodosiya port, the shortest path to which from the north passed along the seashore. As a result, the route was laid along an artificial embankment near a water slice. On another artificial embankment, which completely changed the coastline in the port area, port facilities were erected. During the construction of the embankments, a section of the sandy beach was destroyed. Near the summer cottage of the publisher A.S. Suvorin, the railway cut a hill. For convenient access to the dachas and the sea, a three-arch stone bridge with an openwork fence was put in this place.

At first, the trains went only to the Bolshoi railway station (now Aivazovskaya station), which is in the suburbs of Feodosia. With the device of the port line, the Feodosia-Port station appeared, which eventually became the main city station.

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

The modern station was rebuilt in 1955 according to the project of the Dnepropetrovsk architect I. Zaraysky.

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 canvas with all the necessary equipment and roadside infrastructure cost the treasury 3,159,543 rubles in silver. At the same time, stations were built, at approximately equal distance from each other, as the railway men say, through the stage. This was not done by chance: steam locomotives needed regular replenishment of water and fuel.

Over time, some sub-stations, due to the economic development of the region, have become large stations: Kolay (now Azov), Seytler (Nizhnegorsky), Grammatikovo or Ichki (Soviet), Islam-Terek (Kirovskoe), 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 along the Kerch Vladislavovka-Kerch Kursk-Kharkov-Sevastopol Railway opened.

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 allowed, finally, to begin the 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 \u200b\u200blaying a railway line to Evpatoria appeared in 1873 during the laying of the Lozovaya – Sevastopol line, but only in 1914 did the issue of the railway acquire strategic importance (the World War begins).

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

In 1920, the Dzhankoy-Armyansk section was commissioned. The railway station of the city of Armyansk is connected by a single-track railway line to the Krasnoperekopsk station, the distance is 18.2 km., The Vadim station, the distance is 15 km.

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

The construction of railways in the Crimea is associated with another name - a talented Russian writer, an outstanding engineer Nikolai Georgievich Garin-Mikhailovsky took part in the design of the railway from Sevastopol to Simferopol through Yalta. Garin-Mikhailovsky insisted on the creation of an electrified railway, trying not to damage the nature of the South Bank and eliminate the pollution of the healing Crimean air with 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. For 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 long-distance trolleybus route Simferopol-Alushta-Yalta - the most beautiful in the Crimea.

In general, it turned out to be difficult with the railway in the Crimea. The idea of \u200b\u200blaying a road right along the southern coast of Crimea in the 80s of the XIX century and at the beginning of the XX century became literally an idefix of the local public. As for the Southern coast of Crimea, there in general all undertakings were pursued by evil rock, and his intervention “in the end, rudely interrupted the course of affairs and stopped it.” The brilliance of engineering plans, the struggle of groups, passion, intrigue ultimately did not lead to anything - not a single project was ever implemented. And what plans were not there! The project of F. Batalin “Sevastopol-Yalta” with 11 tunnels and an embankment along the coast 85 miles long fell off due to the death of Alexander III; the project of the engineer Gronsky died with him at sea (the wreck of the ship "Vladimir"); Von Hartmann’s Bakhchisaray-Yalta project was unable to raise the necessary capital, etc., etc. In the end, 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 the entire coast if possible. N.G. was appointed the chief engineer on this issue. Garin-Mikhailovsky. However, unfortunately, neither one nor the other was destined to materialize.

All new options appear: the road "Sevastopol-Yalta-Alushta" with the prospect of extending it to Feodosia; road "Simferopol-Alushta-Yalta"; Suren-Yalta road through the main ridge of the 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 “Stukenberg electric tram” with several tunnels and bridges (the main mastermind is the owner of “Foros” G.K. Ushkov).

Endless debate continued until 1915, when the “Crimean Railways Society” was finally recognized and the final design of the Sevastopol-Alushta road was approved with the joint-stock company Ushkov led and guaranteed by the government. Despite the First World War, there was every hope that construction would begin and be completed. The government intended to use the South Bank as a giant "sanatorium" for the wounded, that is, the railway was already needed as a strategic facility. But the "evil rock" was relentlessly following on the heels: at first some unseemly speculation and financial turmoil appeared in the case, and then everything was completely lost in the approaching chaos of the revolution and the Civil War. In Soviet times, this enterprise was considered unprofitable and dangerous due to possible landslides and seismic unreliability of the region. So it didn’t happen to be on the Crimean South Coast railway.

The article used materials:

1. Wikipedia

2. The official website of the Sevastopol writer Ivanov VB

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 the habitat of an ancient person on Crimean land totals about 100,000 years. Having survived the era of the Neolithic, Eneolithic, as well as the Bronze and Early Iron Ages in the Crimea, the peoples of the Dnieper were replaced. Despite strife and war in the era of antiquity and the Middle Ages, the Crimean Khanate and the Ottoman Empire, the economy of Crimea changed and developed rapidly.

The first railway line on the Melitopol - Simferopol Peninsula was launched by the Russian Empire on October 14, 1874. Then, the following were commissioned in turn: Simferopol - Sevastopol (1875), Dzhankoy - Feodosiya (1896), Vladislavovka - Kerch (1900), Ostryakovo - Yevpatoriya (1915), Dzhankoy - Armyansk (1935) , Armyansk - the border of the Ukrainian SSR (1944), Kerch - the port of Crimea (1951), Inkerman I - Inkerman II (1953) and Inkerman II - Reed Bay (1969). These railway lines serve more than 150 stations, locomotive depots in Simferopol, Dzhankoy, Kerch, a carriage depot in Dzhankoy, passenger depots and other structural units.

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

The path of the Crimean Railway began at the beginning of the 19th century. Nowadays it’s hard to imagine how you could manage without a railway. And just some 200 years have passed. Trains, trains, stations, firmly entered our lives. We are used to the fact that by train, we can get to almost anywhere in the world. Sitting in the car and listening to the rhythmic tapping of the wheels, we do not think about how it all began and was built.

A bit of 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 highway.

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

The next railway was not yet passenger, but only cargo and military. During the Crimean War, the British built on Balaclava:

• The shops;
• Hotels
• Quays;
• The railway from Balaklava to Sevastopol.

Then, the dispatching service was first introduced and strictly controlled the movement of trains.  Mostly the military moved 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 emergence of railways on the territory of the Crimean peninsula, took place only in 1875. On September 1, the first freight train arrived at Sevastopol station.

Dnieper railway

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

During the events of 2014, all new railway equipment was exported from Crimea to Ukraine. The condition of the remaining equipment left much to be desired. At the end of October 2014, it was decided to partially, and in some places to completely replace equipment and rail tracks. In December of the same year, after the initiative of the Ukrainian side, freight and passenger communication with the Crimea from Ukraine was discontinued.

Crimea Railroad borders:

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

A new Taman-Kerch railway bridge is under construction. A complete renewal of the Crimean Railway is planned. After completion of construction, the flow of cargo and passenger flows will resume, which will greatly facilitate the economic and tourist component of Crimea.

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

Railway stations of Crimea

Rail transport is one of the most convenient and popular modes of transport among passengers. Trains are loved, first of all, for safety. According to statistics, this is the safest mode of transport.

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

• In the city of Simferopol - in 1874. The project developer was A.N. Dushkin. The constructed building looked like a real monument of architecture. 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, a second time during the war. In the 50s it was restored;

• Evpatoria - resort - the first railway appeared here at the beginning of the last century. Construction lasted 3-4 months and the line began from the Sarabuz station. From Evpatoria, a train runs to Bakhchisarai;
• Kerch - the station is connected with the Crimean Railway. Railway communication appeared at the dawn of the 20th century;
• Feodosia - the route is connected with Lozovo - Sevastopol track system. From Feodosia regular routes to Armyansk, Kerch, Vladislavovka;
• Armyansk - the station appeared in 1900. Connects with some cities of the Crimean peninsula;
• Dzhankoy - a modern station. There is no trace of the old buildings. Trains run to Kerch, Armyansk, Feodosiya.

The time and departure of routes must be specified in the control room of the stations, since there is a winter and summer schedule.

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

The main branches of the railway

The main branches of the road, which are operating now, are:

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

Cities that are directly connected by rail: Sevastopol, Vladislavovka, Armyansk, Crimea. Many people wonder if 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 take a train to Krasnodar - to the port of Kavkaz - by ferry to the port of Kerch - then by bus to the desired city.

The railway station of Sevastopol was built in 1875 in connection with the arrival of the first freight train to the city. The station was repeatedly destroyed, in particular, as a result of the earthquake in the Crimea in 1927, as well as during the Great Patriotic War. In 2001, a general reconstruction of the station building was carried out.

It is noteworthy that the station was built on the site of Peresyp - this is the name of the place where the swamps and marshy salt lakes located in the South Bay at its mouth were filled with stones.

It should be noted that in the 19th century Sevastopol became the main central base of the entire Black Sea Fleet, in connection with this, the need to create a rail link with the center of the country became obvious.

After World War II, the station was restored according to the project of the talented architect V.P. Bogoyavlensky, who made significant changes to the initial appearance of the station - so, here appeared neat turrets decorated with spiers, and other decorative elements.

The building of the sea station of Yalta

The station building was built in the 30s according to the project of architect 3.V. Peremilovsky, and in 2010 its reconstruction began. The history of the seaport and port of Yalta is closely connected with the history of the city itself.

Like all coastal cities of the Mediterranean, starting from the ancient times of the emergence of maritime trade relations, Yalta developed according to the principle: a convenient harbor, marina, the village around it, port, city. It was around the Yalta port and station that the city itself gradually grew.

In the Great Patriotic War, the building was destroyed, and then reconstructed by the architect P.I. Bronnikova. In the 70s, an extension was added on the south side, which housed various services of the seaport. The decorative composition in front of the main facade was made by the sculptor I.P. Shmagun.

Bus station of Sevastopol

The Sevastopol bus station is the second largest transportation hub of this glorious city after the neighboring railway station. It is well known that the most convenient transport for moving around the Crimea is either your own car, or minibuses and buses. Here, at the bus station, is the starting point of many routes, a dense network covering the Crimean coast and leaving the country.

Recent repairs have turned the bus station into a comfortable place for passengers. The ticket office is equipped with modern equipment, which reduces queues, there are comfortable armchairs in the waiting room in case the flight is waiting, there are several cafes, and the car fleet is represented by the most modern buses and minibuses, which makes the trip, no matter how long or short it is, convenient.

In addition, the bus station is located in close proximity to the South Bay. Therefore, if time permits, you can just walk around the neighborhood and get a little closer acquainted with the hero city of Sevastopol.

Yalta Bus Station

Yalta Bus Station - a bus station serving mainly routes in the Crimea. From here you can reach all points of the peninsula: to Kerch and Feodosia in the east, to Yevpatoria in the west, to Dzhankoy - at the exit from the Crimea.

Train station in Simferopol

Simferopol train station is truly one of the main symbols of the city.

The building is made of white Inkerman stone, designed by architect A.N. Dushkina. The construction of the building began in 1946. The old station was destroyed during World War II in April 1944 - the German invaders, retreating, burned down the building. The construction of a new station ended in 1951.

The architectural ensemble of the station consists of three structures: the main building, the service complex and the clock tower, which are interconnected by arches and galleries. The station tower, forty-two meters high, is considered the dominant feature of the surrounding buildings. The tower houses watches that were made in 1951 at the Moscow Watch Factory. The tower spire is decorated with a five-pointed star.

Sights of Crimea