The first station in Khovrino was small and wooden; it was built in 1870 at the expense of the industrialist E.V. Molchanov, who bought a manor nearby. In 1908-1910, the station began to be used to connect the Nikolaevskaya railway with the newly built Moscow circumferential railway, and it was decided to replace the station. The new station was solemnly opened on July 15, 1910. A station building with a high platform and two residential buildings appeared there. The station was built according to a typical scheme: the main lobby with exits to the city and the platform was located along the central axis, on the sides of it there were two waiting rooms. One was designed for passengers of I and II classes, and the other - for III class. This division was observed even at small stations. The office of the head of the station and the room of the telegraph operator were also among the mandatory premises.The one-story building, lined with decorative bricks, was built in the traditions of industrial architecture, decorated with cornices and pilasters.Floor covered metlakh tiles part of which has survived to this day. The ceilings were decorated with molded cornices. The station was heated by stoves in the basement, the smoke came out through the channels, warming the walls. The architect of the project is unknown.
During the electrification of the Moscow - Kryukovo section in Khovrino, new passenger platforms were built, the station remained aloof from the main traffic. Later, it was cut off from the station by new railway tracks, and the old building housed a school for passenger car conductors, then it was used as workshops. Now the station is empty. Residential houses near the station still belong to the railway - workers live there.
- How to get there Art. Khovrino - you can get there from the Leningradsky railway station
Platform Workers' Village
Photo: Wikipedia
The platform Workers' settlement of the Belarusian direction appeared in 1951 during the electrification of the Belarusian direction from Moscow to Odintsovo. After the war, on part of the territory of the former Kuntsevsky military camp, German prisoners built residential quarters according to a single architectural plan with good landscaping. The architecture of the houses was a simplified version of the Stalinist Empire, with balconies, bay windows, figured pediments. The brickwork was completely plastered and supplemented with stucco elements, rods, cornices. The smooth field of the walls was covered with bright lemon-yellow paint, all the architectural details were white. This color scheme of the microdistrict has not changed over the years, and for this unusual coloring the entire district was called the country of Limonia. Some of the houses have survived to our time, reminding us of the existence of this city toponym for more than fifty years.
The platform pavilion was built as an entrance gate to Kuntsevo. It consists of a central capital part and two open summer verandas on the side. In the center there is a small waiting room, ticket offices and a technical room. Entrance is possible only from the passenger platform, but earlier there was also a main portal with a stone porch from the side of the forecourt, which is currently walled up. Now it is one of the last surviving pavilions of the Stalinist Empire era in the country, and Russian Railways is going to demolish it during the construction of new stations to run express trains to Skolkovo.Archnadzor believes that the pavilion does not interfere with the reconstruction, and if the historical entrance from the side of the square is restored, on the site of which one of the new paths will be laid, then it can be successfully used.
- How to get there Art. Working village - you can get there from the Belorussky railway station
Station station Kuntsevo-1
Photo: Wikipedia
The station of the station of the city of Kuntsevo near Moscow, included in Moscow in 1960, was built according to the project of the architect Strukov. He worked on the Moscow-Brest railway in 1891-1910 and became the author, including the Brest - now Belorussky - station.
Station Kuntsevo-1 is neo-gothic, reminiscent of a small castle. The asymmetrical composition with a high tower in one of the corners, lancet windows, and a parapet like a crenellated fortress wall running along the perimeter of the roof enhance the similarity. From the side of the city, the house is crowned with a tower with a pediment and a pointed roof. Initially, the main area of the walls was not plastered: against the background of dark red brick, white overhead details stood out - lancet architraves, buttresses, decorative turrets. The entire area around is closed by a low fence, symbolizing the fortress wall. Now the station is completely plastered and painted in the corporate gray-red colors of Russian Railways.
- How to get there Art. Kuntsevo-1 - you can get there from the Belorussky railway station
Fili Station
Photo: yamskoyepole.ru
At the Fili station of the Belarusian direction, there is a unique ensemble made in the style of constructivism - there are no analogues to this complex at any railway station within the capital.The station appeared in 1870 as a small stop on the Moscow-Smolensk railway. At the beginning of the 20th century, it was transformed into a full-fledged station, at the same time the first station building appeared, about which there is practically no reliable information.
Since 1916 near began development industrial enterprises , due to which passenger traffic increased, Fili was expanded. Already in the 1930s, a small constructivist station and a post for centralizing arrows and signals were built for passengers, which made it possible to collect all the controls in one building. The station was a symmetrical one-story building with an elevated central part - there was a waiting room - and side wings. In accordance with the principles of constructivism, the station has no decor - the walls are smooth. To illuminate the waiting room and the interior, large windows with continuous glazing were made to almost the entire height. The only decoration of the façade is the name of the Fili station, written in a type typical for constructivism. The gable roof is hidden behind the extensions of the facade walls - it is not visible from the ground.In a similar style, a centralization post was also built - a multi-tiered tower with windows. Part of the corners were rounded so that the perpendicular load-bearing walls seem to flow into one another.
- How to get there Art. Fili - you can get there from the Belorussky railway station
Water towers at Podsolnechnaya station
Photo: liveinternet.ru/community/1809964
Water towers at Podsolnechnaya station appeared back in the 40s of the 19th century - simultaneously with the construction of the St. Petersburg - Moscow railway line according to the exemplary project of the architect Rudolf Zhelyazevich, who created most of the buildings of the Nikolaev Mainline. And the chief architect of the St. Petersburg-Moscow railway was Konstantin Ton, the author of the Cathedral of Christ the Savior.
Such towers were built at all stations of III and IV classes at passenger platforms at the places where locomotives stop. The road was immediately made double-track, and each tower served its own path, so the towers were built in pairs - one opposite the other. The station complex had a pronounced center of symmetry; not only towers were erected relative to it, but also passenger platforms, wooden stations, ways for loading and unloading freight cars. The towers themselves served as a kind of front gate, framing the entrance. Inside them, on the second floor, there was a water tank, and on the first floor, water-lifting pumps and steam engines were installed. From the tank, water was fed by gravity into the tender of the steam locomotive through a special wall tap. The overlap between the first and second floors was arranged in the form of a vault with a central support. Very soon, such an arrangement of towers was recognized as unreasonable, since each track had to build its own building, and to refuel steam locomotives with water, it was necessary to go to the main tracks and occupy them for the time of refueling. Therefore, in the future, they began to construct one tower for the entire station, and water was poured through special outlets through columns at the places where locomotives stopped.
To date, only two pairs of towers of the Nikolaev railway have survived - at the Podsolnechnaya station in the Moscow region and on the Ridges in the Chudovo - Malaya Vishera section. In addition, several single towers at Akademicheskaya and Burga stations survived.
- How to get there Art. Podsolnechnaya - you can get there from the Leningradsky railway station
Pavshino station
This station in Krasnogorsk was built 22 km from the Vindavsky, that is, Rizhsky, station in 1901 - it was part of the Moscow-Vindavskaya railway. The following year, it was expanded, since cargoes for Moscow came here, here built the station, which has not survived to this day, and service houses for employees. All buildings were woodenonly the employees' house survived. His actual address is1st Railway dead end, 6.It is an H-shaped wooden building. The house is still residential, it has retained the entire original structure, and in some places the details of the decor have survived: sheathing from a profile wagon board of two types, platbands, roof decorations, paneled doors, window frames, stoves.
The building is a valuable example of residential development and deserves to be given the status of an object. cultural heritage regional significance. However, literally last week The building was demolished to create a new residential area. These plans are dissatisfied with local residents who are collecting signatures against the new construction.
- How to get there Art. Pavshino - you can get there from the Rizhsky railway station
Station house in Pokrovsky-Streshnev
Photo: logoworks.narod.ru
The station on the Moscow-Vindava railway was opened in 1901, the same year along the way they began to build the first railway stations in the same style. The railway station in Pokrovsky-Streshnevo was built in 1908. It was erected according to the project of Stanislav Brzhozovsky, who specialized in railway topics. The architecture of this station echoes the buildings of the Pokrovskoye-Streshnevo estate, located nearby. For example, the corner turret repeats the look and proportions of the towers in the manor fence. The facades of the brick part were decorated with majolica, the roof was supported by figured metal brackets. The wooden canopy rested on carved wooden columns, had a roof of complex shape, ending in a high spire. In addition to the station, three brick residential buildings for employees were built at the siding, one house stood next to the station and two more - on the opposite side of the tracks.
In 1945, the section of the road from the Rizhsky railway station to Nakhabino was electrified, instead of steam-powered trains, electric trains came, for which a new platform was built. Over time, the connecting branch from the Pokrovskoye-Streshnevo junction to the Okruzhnaya railway turned out to be unnecessary. The station was adapted for a warehouse of railway equipment. In the 1990s, the wooden canopy fell into disrepair - it was dismantled, the majolica on the building was covered over. Around the same time, two of the three residential buildings that stood at the siding opposite the station disappeared. Since 2011, the station house has been considered an architectural monument of regional significance. In the spring of 2014, Russian Railways unexpectedly put the station up for auction, and the building turned out to be privately owned by Anika Firm LLC. However, already in May, the company put the monument up for sale -"under the sauna or bike club" . The cottage needs restoration.
Podmoskovnaya station
Photo: advis.ru
Another station of the Moscow-Vindava railway, Podmoskovnaya, was the main destination for cargo directed to Moscow along the new line. There was a locomotive depot, a settlement for employees and a wooden station. Due to a delay in the construction of the Vindavsky railway station for several months in 1901, Podmoskovnaya was the terminal station for all trains coming to Moscow, and its wooden station served as the metropolitan one. It was located at a considerable distance from the depot, was one-story, and was heated by five stoves of various sizes. The building was decorated with many carved details - brackets, platbands, decorative beams like half-timbered . Above the right wing was an elegant carved turret.
The station was used for its intended purpose until 1945. From this year suburban trains they began to stop at the newly built Red Baltiets platform, which exists today, and the station turned into a railway telephone exchange providing communication between all points from Moscow to Nakhabino.
In 2001, the telephone exchange was closed - the station was abandoned, burned several times. Nevertheless, the building has never been rebuilt or overhauled, retaining its historical layout and many original details. In 2008, it received the status of a cultural heritage site. The depot with administrative houses was opened after restoration in July 2015 - now there is the Museum of Railways and the repair of existing steam locomotives. However, the station itself remains unrestored.
- How to get there Art. Podmoskovnaya - you can get there from the Rizhsky railway station
Platform Kalanchevskaya
Photo: dic.academic.ru
Imperial pavilions are small station buildings intended for official meetings of persons of the imperial family or their short stay during stops along the way. One of these pavilions has been preserved near the Kalanchevskaya platform. It was built in 1896 according to the project of Genrikh Voinevich to meet Nicholas II, who arrived in Moscow for the coronation, with a delegation of Moscow officials and representatives of the nobility. It is a square red brick building with white details, a dome over the entrance and a flagpole over the central part. Adjacent to it was a wide platform about a hundred meters long, covered with a "carved roof of an elegant design." Inside the pavilion, furniture for the royal family and massive oak benches with monograms for the rest of the public were placed. Inside the portico, above the entrance, there was an image of a double-headed eagle, which in some incomprehensible way was preserved throughout the Soviet years and has come down to our time.
However, shortly before the coronation, the ceremony of the emperor's entry into Moscow was changed and the tsar's train arrived at the Brest - now Belorussky - station. This was due to a large number of people meeting: on Kalanchevskaya and Myasnitskaya streets, traffic jams would simply form from those who wanted to look at the imperial family. L In the summer of 1896, Nikolai nevertheless stopped at this pavilion on his way to the Nizhny Novgorod exhibition.
After the February Revolution, the Imperial Pavilion was occupied by the Council of Workers' Deputies of the Zheleznodorozhny District of Moscow. Subsequently, the station was adapted to serve passengers, opening a waiting room and suburban ticket offices in it.
- How to get there Art. Moscow-Kalanchevskaya - on foot from the square of three railway stations (Yaroslavsky, Leningradsky and Kazansky) and the Komsomolskaya metro station
Platform Paveletskaya-Tovarnaya
Photo: watertowers.ru
The Paveletsky direction came to Moscow one of the last - its construction began in 1897. It was considered extremely profitable, it was supposed to go to the central regions of the country grain cargoes from the black earth regions. After At the railway station, on previously empty lands, many industrial enterprises grew up, connected with the railway by sidings, and the station itself became a major transshipment point.
Not far from the station, first called Saratov, and then Paveletsky, they built a "radial locomotive depot for thirteen stalls" of a fan type. The remains of buildings are still preserved near the Tovarnaya platform, they are used as workshops or utility rooms and are clearly visible from passing trains.
In 1889–1899, a water tower was built on the edge of the station to supply water to steam locomotives and the depot itself. Structurally, it is a hollow brick cylinder, conditionally divided by cornices into four floors, although there are no interfloor ceilings inside. At the level of the third floor, a riveted metal tank for water rests on the ring of external walls, from which it diverged through the pipeline system to the station buildings. Another water tank is located at the level of the fourth floor of the tower.Now the building is not used and abandoned. Its entrance is closed.
- How to get there Art. Moscow-Paveletskaya-Tovarnaya - on foot from the Paveletsky railway station and the Paveletskaya metro station
Train station at Potylikha station
Photo: ruspics.livejournal.com
Potylikha is a half-station of the Moscow District Railway, built in 1905–1908 to unload the Moscow railway junction and streamline the movement of transit cargo. The name comes from the surrounding area - indeed the rear of the then Moscow. Potylikhi Station is the tallest station building in Moscow: it has five floors. Built in 1905-1907 according to the design of Alexander Pomerantsev and engineer Lavr Proskuryakov.
The railway passes through the Moscow area Potylikha along a high embankment, so for convenient monitoring of trains and lifting passengers to the platform, such a high building was required. It included rooms for the telegraph, signalmen and switchmen, service apartments for employees. Access to the platform was carried out from the fourth floor through a balcony and an elegant metal bridge thrown over the railway embankment (the bridge has not been preserved). Passengers could climb the stairs to the exit to the platform or use an electric elevator - this is probably the first case of equipping the station with an elevator on domestic railways. The upper floor of the station was occupied by a switch and signal control post with large arched windows and a separate balcony for the attendant. Through the windows or from the balcony, the duty officer observed the situation at the half-station and adjacent connecting branches.
After the cessation of passenger traffic along the Ring Road, the station was transferred to housing. In the 1990s, it stood abandoned, and in the middle of the 2000s, the station was taken out of the housing stock and transferred to offices. At the same timerestored, but with errors and without understanding the functional purpose. The façade facing the railroad tracks was especially damaged. The restored building is still not in use.
- How to get there Potylikha station - located on the street. Potylikha, near the metro station "Kutuzovskaya"
Kanatchikovo Station
Photo: Wikipedia
If you walk along Kanatchikovsky passage, and then go down a few steps to the railway tracks, you can get to the beginning of the 20th century. A small elegant station, benches on the platform, neatly trimmed bushes, flower beds, beautiful cast-iron lanterns skillfully woven into a forged metal fence.
The railway station was designed by Alexander Pomerantsev, chief architect of the railway, in a style of classical architecture unusual for the Okruzhnaya. Arched windows with stucco moldings, semi-columns on the facade of a two-story building, and even two lion heads guarding the main entrance - all this looks more like a noble estate than a public building. Inside there were waiting rooms of three classes: in the first there were soft sofas and an iconostasis, in the second, passengers were offered to sit on wooden benches, and in the third class there were no seats at all.
Across the road, two typical residential buildings for station employees have been preserved. One of them (Kanatchikovsky pr., 3) is pure modern, and the second (Kanatchikovsky pr., 1, building 1) is almost impossible to recognize due to the huge number of reconstructions and the late plastic facade. A little closer to Vavilova Street there is a heavily rebuilt post for the central control of the arrows and signals of the Kanatchikovo station (Vavilova, 5b) with characteristic arched windows on the second floor, through which the attendant could see the approaching train in advance, and now a built-up balcony, coming out of which one could make sure the correctness of the route prepared for the reception or departure of this train.On a fenced and heavily overgrown industrial area (Kanatchikovsky pr., 9b) there is a dilapidated track barracks No. 53, in which the track brigades lived.About ten years ago there was also a watch house, but it was demolished - a new building replaced it.
In front of the station, a passenger platform with a warehouse and lanterns from 1908 has been preserved. Seemingly old-fashioned lanterns are at many stations of the Ring Road, but there, supports for canopies were used as lanterns, arranged above the exits to the trains. And only at Kanatchikovo station are the lights real.
- How to get there Kanatchikovo station - located in Kanatchikovsky passage, it can be reached on foot from the metro station "Leninsky Prospekt"
From "Yandex-photos", I'll post another portion of rare photos from there. For example, here it is. Photo of the tracks of the Kievsky railway station in Moscow in 1936. Taken from "the very sky", the Photographer climbed up the openwork trusses supporting the glass roof over the station platform and took this memorable shot. I wonder if there are any stairs leading there, or if the author of the photo used climbing equipment.
Diesel locomotive Gakkel GE1 (Shchel1), one of the world's first main diesel locomotives, built in 1924 in Leningrad. And who's on the pedestal? Is it not his designer Yakov Modestovich Gakkel himself? Here, there is a photo where the same person was filmed in the very center of a group of comrades standing in front of a diesel locomotive. Most likely it is he, and the photo was taken in November 1924, immediately after the tests of the diesel locomotive began
Car "Russo-Balt", adapted for movement by rail. Under the tsar, the railway authorities went on such inspection trips.
A group of comrades, shot against the background of C10-12, Surami Italian in the early 30s in Georgia. There is no signature under the picture and we can only guess who they are, these people, and what they have to do with the locomotive standing behind them.
Hungarian diesel train DP (three-car) in Sukhumi, 1950. Photo from the magazine "Spark". I remember how much I was struck by the sight of this train when I first saw it in old newsreel footage from the early 50s. It was filmed in Abkhazia and was driving along the road right along the coast of the Black Sea.
Railway workers in front of the only Soviet passenger electric locomotive PB21. Filmed clearly after the war (judging by the shoulder straps). But where is Georgia or Perm?
Most likely Georgia. Here is a photo of the same people, but against the backdrop of more exotic vegetation than we have in the Urals. The electric locomotive PB21 was sent to Georgia in 1952, so both photos were taken in the early 50s.
And this is Nikita Sergeevich Khrushchev himself on the footboard of an electric locomotive of the "F" series. The photo was taken during Khrushchev's visit to France in 1960. The General Secretary decided to personally "accept" the electric locomotives made by Alstom for the USSR. By the way, isn't this electric locomotive the same one that is now in the museum at the Finland Station? That one has the designation Fk07, and this one in the photo is Fp07. But, as we know, the letter "k" appeared in the name of the locomotive only after its modernization in the USSR. So it is quite possible that the only electric locomotive of the F series that has survived in Russia is exactly the one that Khrushchev stepped on.
This photo was most likely taken in the same place and at the same time. Only General de Gaulle is already at the door of the electric locomotive. Unfortunately, the Soviet comrades did not save the electric locomotive, on board of which the foot of the President of France stepped.
On the sleepers - above the water
All lovers of the aesthetics of the worlds of the Strugatsky brothers will appreciate this location in the Losiny Ostrov park. The abandoned railway line, flooded in places, lost in the thick of the forest and bifurcating, seems long forgotten.
It turned out to be not very difficult to find it - it originates not far from the Belokamennaya MCC station. By the way, the station even has a historical building built in the early 20th century. There are almost no people here - it seems that you have already gone far from Moscow and now you have left at the old half-station.
Directly behind the platform is a fenced area. The lone guard says that there are not very many people who want to see the road, and points the way.
If you go by car, then you can safely put the Abramtsevo clearing into the navigator: there the rails intersect with the road. However, to watch the branch from the very beginning, you will have to go to the aforementioned station.
The first 500 meters of the "piece of iron" runs almost parallel to the MCC branch. The tracks are covered with sleepers, the new LED traffic light is red. Here the rails seem less abandoned - we even had an assumption that the road is still sometimes used. However, we were quickly convinced of the opposite, as soon as we went a little into the forest after the “piece of iron”.
Near the clearing, the road winds in a lowland, so after the rains, the rails were under water. Do not drive, but it looks more than picturesque.
200 meters have to go parallel to the rails, because the water reaches almost to the knee. Tree branches converge over the road dome - it turns out this Railway right into the fairy forest. On the side of the road is a ruined house, abandoned, apparently, for a long time. It is possible that this could be a building for railway workers. If you move a little away from the road, then there are foundations of several more buildings heavily overgrown with grass and moss. A pole was found near the crossing - most likely, a traffic light was once attached to it.
Finally, you can go down and walk along the sleepers. Here, on the road, the consequences of the hurricane are perfectly visible - fallen trees are everywhere. Somewhere it is impossible to climb over them - you have to go around. The rails are brown with rust - it is clear that no one has ridden on them for a long time.
It seems that the road has not been used since the time when the sleepers were changed, but along the slopes of the road there are cut down trees, to put it mildly, not the first freshness. Most likely, they have been lying here since the time of the hurricane in the early 2000s. They are neatly cut, which suggests that this road was still in use at the beginning of the century.
Sleepers deserve a separate discussion. Among them there are both concrete and wooden. If you look closely, then on concrete sleepers you can find the years of their replacement - from 1983 to 1985. That is, the road has not seen repairs for more than 30 years. Going deeper into the thicket, you can find old sleepers in the ditches for draining water. Most of the concrete ones are dated 1967. It seemed that this was all, but under them there were still replaced wooden ones. Thus, in the mid-80s there was at least a third repair of the road.
As it turned out a little later, the road was indicated on the maps of Moscow in the early 30s, that is, these very wooden sleepers could have been laid even when laying the "piece of iron". She disappeared from the maps much later.
Meanwhile, we, having crossed another fallen tree along the slope, come out into a relatively open space. Somewhere in the tall grass, the rails are finally lost, and you can only navigate along the sleepers. The open space is a whole clearing of fallen trees and wet, squelching earth underfoot. It is impossible to go deep without the risk of falling into a swamp.
Trees lie on the rails in a dense flooring, so you can walk without fear.
In the meantime, our path again went into a deaf thicket. Here, surprisingly, the road was less affected by the hurricane, but in some places puddles still spoil the walk. The total length of this branch is about 4 kilometers, and, judging by the map, it must split somewhere. We deliberately did not look where the road leads - we decided that it would be more interesting that way.
On the old maps of Losiny Island, summer cottages really appear. However, no matter how we wandered around the neighborhood of the road, we found nothing but one foundation. Birds sing somewhere in the distance. It seems that trains never ran here, and the rails were laid simply by mistake ...
Finally, we came across a switchman's booth. It was possible to try to translate the arrow, but it was already very rusty and did not give in. The booth practically collapsed. Digging through old records, we find that the switchman has really been gone for a very long time, and often, while the branch was functioning, the driver himself had to stop and switch the switch. Based on the observations local residents, back in 2003, trains ran here.
But the bifurcating branch confused us. We were completely sure that it would lead to different objects, but it turned out that the branches converge at one destination. There is barbed wire, behind it there are obviously some warehouses - you can’t go any further, and you can only look at them from afar.
The Moscow Railway informed MK that the railway line from the Belokamennaya MCC station, located on the territory national park"Elk Island", was laid to the military unit and is currently not in use. In the future, it is planned to dismantle this branch - the railway workers have already sent a corresponding proposal to the design organization.
However, it became interesting to us: what kind of military unit is this? Digging through the sources, we see that Losiny Ostrov was used by artillerymen somewhere else in mid-nineteenth century. Then there was no talk of a holiday village, and even more so of a city, but a small farm stood here. It was her who was chosen by the Artillery Directorate.
But if warehouses appeared in the 19th century, then the branch is clearly younger. According to some reports, it appeared around the 1930s of the last century. Since the object was strategically important, the branch was also heavily guarded. Apparently, from time to time the guards' booths, which, according to some sources, stood along the roadsides, finally collapsed.
The road acquired special significance during the war. Every day, several echelons passed through it, and the crossing at the Abramtsevo clearing was especially carefully guarded. Already after the war, the reinforced security was removed, but those very destroyed buildings near the clearing itself, which we initially took for old dachas, turned out to be guard houses.
Judging by the maps of the 1930s, somewhere near the warehouses there were two ponds, which, however, are now filled up.
Until the branch was laid, the entrance was carried out from the side of the Yaroslavl highway through the Paper Prosek. Back in the 70s there was a pointer to the GUTMO base. This abbreviation means the General Directorate of Trade of the Ministry of Defense.
Marginal Communications
By the way, in Moscow such an object is not the only one. A chic place for a walk can be found not far from the Electrozavod (or the Moscow Electric Lamp Plant) - there the branch runs parallel to the MK MZHD. Its length is approximately 4 kilometers. The tracks were built back in the 20s of the last century and connect several industries at once. The road is half-dismantled, numerous arrows have been dismantled, but it is quite possible to find entourage locations here. In general, after the liquidation of the branch on ZIL, this industrial railway became the longest unused in Moscow.
In total, there are 4 crossings on the branch, and it itself is strongly curved. It seems that she seems to go around some invisible obstacle. Indeed, it turns out that the Khapilovka River used to flow here. Now it has been hidden in a sewer, but the curvature of the road itself remains. It appears that the transfers no longer work.
Most often, such roads were built by enterprises in order to facilitate their own logistics routes around the city, and not to create traffic jams. These roads were on their balance sheet, and now, due to the fact that production facilities are being moved out of Moscow, there is no need for such branches.
The press service of the Moscow Railway told us that there really were a lot of such objects, but the official department has nothing to do with them. “There are branches on the territory of the city that do not belong and are not serviced by Russian Railways. These railway tracks are on the balance sheet of various enterprises. We have no information about how many there are, where they are located, etc. The fate of these branches is in the hands of the owners.”
The walk itself takes about two hours. It is best to walk in such places in comfortable shoes, because after Moscow rains the slopes of the roads are washed away. The road itself also looks very picturesque, in lush greenery - there seems to be no feeling that there will be, as they say on the Internet, “syringes crunch like snow underfoot.” Sometimes it even seems that a locomotive whistle is about to be heard behind...
In general, there is no impression of complete desolation, as in Elk Island. It seems that sometimes the road is even used. The Moscow Railways confirmed to us, however, that they have nothing to do with this road and do not serve it. “The railway line from the Lokomotiv Moscow Central Circle station, located in the Preobrazhenskoye metropolitan area, is not owned or serviced by Russian Railways. These are access roads that are on the balance sheet of a third-party organization,” the ministry said.
Once this branch had strategic knowledge. During the war, the factories to which the rails were laid produced strategically important products and shells. Now, most of the factory buildings have been given over to offices, and at the once huge electric lamp factory, you can rent a photo studio for yourself ...
After wastelands, very urban, heavily littered, at some point we find ourselves almost in the forest. The bright green contrasts strongly with the brown rails, which already seem to be a continuation of the trees - large thick roots.
In some places, abandoned buildings come across - most likely, switchesmen's booths or other outbuildings.
By the way, to walk along this branch in comfort, you can even book a tour.
"You don't have to go to places like this alone"
Such locations attract both photography lovers and other seekers of non-standard places for walking.
However, in order for walks and photo shoots not to be overshadowed by unpleasant meetings and other surprises, we decided to draw up a small set of rules for those who want to visit such places. Roman Vaseykin, a photographer and tourist with many years of experience, gave some recommendations.
“Any walk in such places should begin with the collection of information. You need to clearly understand where you are going, what can threaten you there, ”says Roman. In his opinion, in the case of Elektrozavod, the real danger is people. “As far as I remember, it was a rather marginal quarter, and the inhabitants there were appropriate. It is not worth going to such places alone. Even if you are confident in your abilities.
In the case of Elk Island, people are most likely the least danger. But getting injured and not calling for help is quite likely. And here one more person is just a guarantee that qualified people will come to your aid. In general, you always need to calculate the worst-case scenario and be prepared for it.
Among other things, you need to be attentive to hanging wires - after all, for example, at the Electrozavod, the entire branch was electrified. And wire breaks are also a reality of such places.
If we talk about photo shoots, then it’s better to just take all the uncomfortable, but entourage clothes with you, and go in what is most convenient.
Maxim Khaldeev, a mountain tourism instructor, does not recommend visiting such places at all. But if a person has already decided to arrange such a walk for himself, then he is in solidarity with his colleague: first you need to collect information. Then - decide what you need to take with you. “Of course, no one says that you need to pack like a hike, but it’s worth considering what to go in and what is good to take with you. Someone takes some means of self-defense, someone constantly carries a first aid kit with them - all this is useful.
So, according to old maps, they looked for railways and dug them out.
+ Original taken from germanrus in
Siberian archaeologists discovered a section of the railway laid under Nicholas II more than 100 years ago. The historical discovery was made during excavations in the area of the construction of a new bridge across the Yenisei.
The find came as a surprise.
First, because of its scale.
Secondly, it is interesting that the railway line was hidden deep underground.
Krasnoyarsk and Novosibirsk archaeologists during excavations at the construction site of the bridge across the Yenisei discovered a section of the railway, laid in the 1890s. The find came as a surprise, and for several reasons at once. Firstly, because of its scale: scientists often find small fragments of old railway tracks- rails, sleepers, crutches, but the 100-meter road was discovered for the first time.
Secondly, the railway line was hidden deep underground - under a one and a half meter layer of soil.
Unique finds - fragments of the railway discovered by archaeologists on Mount Afontova - have already replenished the exposition at the Museum of the History of the Railway, dedicated to the 115th anniversary of the Krasnoyarsk Railway (the anniversary date is celebrated this year). The length of the section of the railway track, located next to the Trans-Siberian Railway, is about 100 meters. Note that archaeologists discovered it under a rather thick layer of soil - more than 1.5 meters deep.
The railway was found by scientists quite by accident: they wanted to get to the bottom of the ancient cultural layer on Mount Afontova, at the same time they discovered the tracks. According to archaeologists, the find surprised them: it is clear that work is being carried out near the Trans-Siberian Railway, so one could expect that they would come across individual details - fragments of sleepers, crutches, but not a whole railway line! This, the participants of the expedition admit, is the first time in their memory. And the road was preserved, in fact, by chance. We can say, because of someone's negligence. AT Soviet time this site was used as access roads to the switch plant, then it became no longer needed, but they did not demolish it, but simply covered it with earth.
“Mostly, during the excavations, Afontova Gora was and still is of interest to us. And in order to get to the cultural layer, we needed to get rid of man-made debris. rusted through old equipment, etc. All this rested under a thick layer of earth - apparently, so many years ago they decided to remove all this disgrace out of sight. Actually, we found the section of the railway in the same place - it hid under a thick layer of soil. Judging by everything, in Soviet times they built new ones, modern ways, and the old ones, from a technical point of view, of no value, decided not to demolish (why waste money and effort?), But simply fall asleep. Well, then time did its job - the thickness of the earthen layer increased many times over the years.
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