Strelok station of the rich South Ural railway. History of the South Ural Railway. Development during the war years

South Ural Railway

Full name Branch of Russian Railways - South Ural Railway Abbreviated name YuUZhD Formation date December 13, 1933 Gauge 1520 mm Operating length 4545.2 km States Russia Adjacent roads Sverdlovskaya
West Siberian
Privolzhskaya
Kuibyshevskaya Subordination JSC Russian Railways Headquarters Chelyabinsk Head Victor Popov Website(s) http://yuzd.rzd.ru Awards

South Ural Railway(YuUZhD) - one of the branches of Russian Railways, a railway that runs through the territory of the Orenburg, Chelyabinsk, Kurgan and part of the Sverdlovsk region, Bashkortostan and Kazakhstan. The road administration is located in Chelyabinsk.

Story

Development of a stone excavation on the Samara-Zlatoust railway. 1888

Zlatoust is the final point on the railway section Ufa - Zlatoust. 1890s

The South Ural road - the initial link of the Great Trans-Siberian Railway - has come a long way of development. The beginning of the construction of railways in the Southern Urals is inextricably linked with the need to develop the wealth of the Urals, Siberia and the need to create new markets. For 20 years, a special commission under the Ministry of Railways has been considering various railway projects that would connect European part Russia with the Urals, Siberia and the Far East. In 1891, a decision was made to build the Great Siberian Route in the direction of Miass - Chelyabinsk - Omsk - Novonikolaevsk (now Novosibirsk - Krasnoyarsk - Irkutsk - Chita - Rukhlovo - Khabarovsk - Vladivostok. The work was carried out at a rapid pace. In 1888, traffic was opened from Moscow to Ufa, September 8, 1890 - to Zlatoust, and October 25, 1892 the first train arrived in Chelyabinsk.

Due to the large number and variety of artificial structures, the diversion of river beds, the installation of retaining walls, the excavation of rocky soil, the quality of the work performed mainly by hand, the road is of considerable interest from the point of view of the practice of domestic construction and the implementation of Russian engineering. All track superstructure materials were manufactured at local factories.

After the construction of the Samara-Zlatoust railway was completed in the summer of 1892, the construction of a line began in Western Siberia from Chelyabinsk to the Ob. On October 4, 1893, the first train arrived from Chelyabinsk to Kurgan. Then - the construction of a bridge across the Tobol River and a steel track from Kurgan to Omsk. On the Chelyabinsk - Omsk line, 29 three-axle locomotives and 1010 two-axle covered wagons and platforms with a carrying capacity of 12-15 tons were in circulation. The carriages were equipped with hand brakes, and until 1903 wooden brake shoes were used. The flight from Chelyabinsk to Omsk was completed within a month.

So the movement of trains was opened on the first section of the Siberian railway 746 miles long, and in October 1896 trains went in the entire direction from Chelyabinsk to the Ob. After the construction of the line to Yekaterinburg was completed in 1895, three roads connected in Chelyabinsk: the Ural (later Perm), Samara-Zlatoust and Siberian. Despite low transportation tariffs, the Trans-Siberian Railway turned out to be highly profitable. Suffice it to say that only the first segment - the Samara-Zlatoust road - starting from 1893, made a profit of about 0.5 million rubles. in year. From 1893 to 1903, passenger traffic increased 2.25 times, and income - 3 times, the amount of goods transported at high speed - 11 times, and at low speed - 2.25 times.

When designing the railway, the tsarist government did not count on a large freight turnover. Immediately after the launch, it turned out that it was necessary to transport 3 times more cargo. All this led to the need to strengthen existing lines by replacing rails with heavier ones, wooden bridges with metal ones, as well as laying second tracks, which began already in 1896 and was subsequently carried out constantly. Thanks to this, the transportation of goods in 1914 on the Samara-Zlatoust road reached 5.9 million tons, and on the Siberian road - 5.4 million tons per year.

First world war came to a state of complete neglect and the Trans-Siberian Railway. After the revolution of 1917 and the expulsion of Kolchak from Southern Urals for the railroad came a difficult time to restore the economy of transport. As on the military fronts, the workers of the railway junctions showed massive labor heroism. As soon as possible during mass subbotniks they restored not only the rolling stock and the track in the Southern Urals, but also provided assistance to other roads. The workers of the locomotive depot Chelyabinsk restored and sent 8 locomotives with brigades to Petrograd and Tikhvin. At the same time, the same team equipped the Krasny Sibiryak armored train for the front, which participated in the battles for the liberation from the White Guards of Kurgan and other stations.

On April 4, 1920, the workers of the locomotive depot of the medium repair of the Chelyabinsk station solemnly celebrated the release of the Kommunar steam locomotive from repair as their first victory in the fight against devastation in railway transport (now this locomotive is installed on a pedestal at the railway workers' recreation center in Chelyabinsk). The best machinists of the depot spent 4 days carrying a train with bread to the capital and were received by Lenin. At that time, trains from Chelyabinsk to Moscow usually took 12 days. The labor feat of the South Urals formed the basis for the organization of high-speed routes with bread from Siberia.

The state policy on disaggregation of a number of railways, carried out in order to effectively and competently manage Soviet highways, and the corresponding decree of the Council of People's Commissars of December 13, 1933, allocated a 1000-kilometer section of the Trans-Siberian Railway to the South Ural Railway with management in Chelyabinsk.

At that time, 17 freight and 5 passenger trains were sent from Chelyabinsk station per day. The main type of locomotives were steam locomotives of various series, and only 38-40% of them were new, powerful for that time steam locomotives of the E, EU, EM series in freight traffic, C, SU in passenger traffic. The movement of trains was restrained by the wand and telegraph methods of communication, and only on the main course from Kropachevo to Chelyabinsk was there a semi-automatic blocking.

AT prewar years The South Ural railway received a second track from Chelyabinsk to Makushino, automatic blocking was introduced on the entire main route from Kropachevo to Makushino, more than 900 km of new lines were put into operation, repair and operation of powerful steam locomotives of the FD and IS series were mastered. The length of the path at the stations was increased to 850 meters. In 1940, the first land harvester, the inventor of the road, Viktor Balashenko, appeared.

The South-Ural road received significant technical equipment in the post-war period. The main course was taken for the electrification of sections and the transfer of the remaining sections from steam to diesel traction. In 1949, the section Zlatoust - Kropachevo was electrified, in 1955 - Berdyaush - Bakal, a year later - Kurgan - Makushino, and in 1957 - the section Chelyabinsk - Kurgan. In 1961, after joining the Petropavlovsk branch to the road, the last closing section of Makushino - Isilkul, 272 km long, was electrified. The reconstruction of the road economy, carried out over the years of the post-war five-year plans, in combination with the introduction of a set of organizational and technical measures, made it possible to increase the volume of traffic from year to year.

Statistics

Today, the operational length of the South Ural Railway is 4562 km, the deployed length is over 7500 km. It passes through the territory of Chelyabinsk, Kurgan, Orenburg, partly Samara, Saratov, Sverdlovsk, Omsk region, the republics of Bashkortostan and Northern Kazakhstan.

Large industrial centers are located on the highway's test site: Chelyabinsk, Magnitogorsk, Miass, Zlatoust, Orenburg, Orsk, Novotroitsk, Mednogorsk, Kurgan, in which enterprises of machine-building, metallurgical, mining, petrochemical, construction complexes are concentrated.

, with track development, on the road 237. Of this number of out-of-class stations - 8, the first class - 12, the second - 18, the third - 32, the fourth - 59 and the fifth - 108. According to the nature of the work, the stations are divided into:

More than half of the length of the highway is electrified, the same is the length of double-track lines, almost 70% of the arrows are equipped with electrical interlocking devices. The road is equipped with modern equipment for electrical and energy supply, telecontrol, automation and telemechanics systems. The staff of the road is over 40 thousand people.

Now on the territory of four regions of two states - Russia and Kazakhstan - the educational and methodological center of the DMK, the Chelyabinsk Institute of Communications, two technical schools railway transport, three children's railways (in Chelyabinsk, Kurgan and Orenburg) and a museum of the history of military and labor glory (since 1973). The highway has several schools and a wide medical and health-improving base.

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The first section of the railway in the Southern Urals was opened on January 1, 1877 during the construction of the Samara-Zlatoust railway.

The main sections of the Samara-Zlatoust railway were built in 1876-1914, the first of them was the section Orenburg - Kinel. A trial train to the Orenburg station from Samara approached on October 22, 1876. On January 1, 1877, the movement of postal passenger and freight trains was opened along the line from the Batraki station (shared with the Morshansko-Syzran railway) to Orenburg, where by that time a locomotive depot and a station had been built.

The opening of the Orenburg railway contributed to the development of trade between Russia and Central Asia. In 1877, 2 post-passenger and 2 freight-passenger trains ran on the Orenburg road.

Further construction of the Samara-Zlatoust highway took place on the section Kinel - Ufa - Zlatoust - Chelyabinsk. Traffic to Ufa was opened on September 8, 1888 (the Samara-Ufa railway was put into operation). On September 8, 1890, the Ufa-Zlatoust line was connected to the road. Since that time, the road began to be called Samara-Zlatoust.

In 1892, the section Zlatoust - Chelyabinsk, commissioned on October 22, was added to the road. After the construction of the Samara-Zlatoust railway was completed in the summer of 1892, the construction of a line to Western Siberia from Chelyabinsk to the Ob began.

On October 25, 1892, the first freight and passenger train from Moscow arrived at the Chelyabinsk station. On January 1, 1893, the Orenburg railway was attached to the Samara-Zlatoust railway. The road management was transferred from Samara to Chelyabinsk. The Samara-Zlatoust railway became the main section of the future Trans-Siberian Railway.

First effect

So the movement of trains was opened on the first section of the Siberian railway with a length of 746 versts, and in October 1896 trains went in all directions from Chelyabinsk to the Ob. After the construction of the line to Yekaterinburg was completed in 1895, three roads connected in Chelyabinsk: the Ural (later Perm), Samara-Zlatoust and Siberian. Despite low transportation tariffs, the Trans-Siberian Railway turned out to be highly profitable. Suffice it to say that only the first segment - the Samara-Zlatoust road - starting from 1893, made a profit of about 0.5 million rubles. in year. From 1893 to 1903, passenger traffic increased 2.25 times, and income - 3 times, the amount of goods transported at high speed - 11 times, and at low speed - 2.25 times.

Labor heroism

During the First World War, the Trans-Siberian Railway also came into a state of complete neglect. After the revolution of 1917 and the expulsion of Kolchak from the Southern Urals, a difficult time came for the railroad to restore the economy of transport. As on the military fronts, the workers of the railway junctions showed massive labor heroism. In the shortest possible time, during the mass subbotniks, they restored not only the rolling stock and the track in the Southern Urals, but also provided assistance to other roads. The workers of the locomotive depot Chelyabinsk restored and sent 8 locomotives with brigades to Petrograd and Tikhvin. At the same time, the same team equipped the Krasny Sibiryak armored train for the front, which participated in the battles for the liberation from the White Guards of Kurgan and other stations.

On April 4, 1920, the workers of the locomotive depot of the medium repair of the Chelyabinsk station solemnly celebrated the release of the Kommunar steam locomotive from repair as their first victory in the fight against devastation in railway transport (now this locomotive is installed on a pedestal at the railwaymen's recreation center in Chelyabinsk). The best machinists of the depot spent 4 days carrying a train with bread to the capital and were received by Lenin. At that time, trains from Chelyabinsk to Moscow usually took 12 days. The labor feat of the South Urals formed the basis for the organization of high-speed routes with bread from Siberia.

Efficient Management

At that time, 17 freight and 5 passenger trains were sent from Chelyabinsk station per day. The main type of locomotives were steam locomotives of various series, and only 38-40% of them were new, powerful for that time steam locomotives of the E, EU, EM series in freight traffic, C, SU in passenger traffic. The movement of trains was restrained by rod and telegraph methods of communication, and only on the main course from Kropachevo to Chelyabinsk was there a semi-automatic blocking.

In the prewar years, the South Ural Railway received a second track from Chelyabinsk to Makushino, automatic blocking was introduced along the entire main route from Kropachevo to Makushino, more than 900 km of new lines were put into operation, repair and operation of powerful steam locomotives of the FD and IS series were mastered. The length of the path at the stations was increased to 850 meters. In 1940, the first land harvester of the famous inventor of our road, Viktor Balashenko, appeared. A major role in improving the work of transport was played by the Stakhanov-Krivonosov movement, which unfolded throughout the country. The first followers of Pyotr Krivonos were heavyweight machinists Ivan Blinov from Kurgan, Pyotr Agafonov and Ivan Martynov from Chelyabinsk, who became the first order bearers of our road.

Development during the war years

During the years of the Great Patriotic War when a significant part industrial enterprises was relocated from the western regions to the Urals and Siberia, the transportation of passengers and goods increased sharply. It was necessary to urgently resolve the issue of a sharp increase in the carrying and carrying capacity of the road. Despite the enormous difficulties experienced by the country, the State Defense Committee adopted a resolution to transfer to electric traction the heaviest mountain section of Chelyabinsk - Kropachevo, 320 kilometers long. Electrical equipment for 10 traction substations and engineering and technical personnel were removed from the Kirov railway, which was in the zone of hostilities. On November 2, 1945, the machinist V.N. Ivanov on the VL19 electric locomotive drove the first freight train weighing 1200 tons along the electrified section Chelyabinsk - Zlatoust. This was the beginning of the electrification of the Trans-Siberian Railway.

Assessing the special role of railway transport, the government allocated 250 million rubles for the development of the railway during the war years. The road workers made a significant contribution to the victory in the Great Patriotic War, showing examples of labor feat and courage. Chelyabinsk locomotive depot driver Agafonov organized a locomotive column named after the State Defense Committee, which during the three years of the war carried more than 2,000 heavy trains and transported one and a half million tons of cargo in excess of the norm, saving about 5 thousand tons of fuel. The same columns were organized by machinists Blinov and Ugryumov at the Kurgan depot, Teftelev at Troitsk, and others. The first war winter was especially difficult, when many railroad workers volunteered to go to the front. Teenagers, women came to transport, pensioners returned. Women got up to the machines, began to work as machinists. During the war years, 8 armored trains, 3 bath trains, dozens of hospital trains were manufactured, equipped and sent to the front.

Post-war reconstruction

today

Today, the South Ural Railway, with a total length of over 7.5 thousand kilometers, is one of the largest railways in the country. It serves the territories of 7 subjects Russian Federation: Chelyabinsk, Kurgan, Orenburg, partially Kuibyshev, Saratov, Sverdlovsk regions, the Republic of Bashkortostan and Northern Kazakhstan. On October 1, 2003, the South Ural Mainline became a branch of the Russian Railways company.

The South Ural Railway passes through the territory of seven constituent entities of the Russian Federation, as well as through the territory of the state of Kazakhstan. The road administration is located in Chelyabinsk. This route connects Far East and Siberia with the central regions of the country.

AT late XIX in. Chelyabinsk was connected with Ufa and Samara only by a horse-drawn road, along which mail, cargo, passengers were transported through the Ural Range and political exiles were escorted to Siberia. There was also a river route along Ufa and Belaya.

In May 1870, survey work began on the section from Samara to Orenburg, the results of which were submitted to the government for consideration. And in 1871 it was received highest resolution for the construction of a line from Samara to Orenburg.

On February 22, 1874, the construction of the Orenburg railway began from the right bank of the Volga at the Batraki station through Samara to Orenburg with a bridge across the Volga and a branch to the pier in Samara. The work was carried out simultaneously at several sites, which, as soon as they were ready, were put into temporary operation. The peasants of the Simbirsk, Samara and Orenburg provinces were involved in the construction of the railway.

Permanent traffic on the line Batraki - Orenburg with a length of 507.3 versts was opened on January 1, 1877.

People started talking about building a road from the Volga to the South Urals in the late 1970s. Large industrialists and merchants of the Urals were interested in the untapped wealth of Siberia and new markets for raw materials, which were located in the East. But numerous railway projects remained unclaimed for a long time. The Tobolsk governor declared on this occasion: "Tobolsk province and its neighbors will suffer rather than benefit from the railway; monitoring the preservation of order in the region will become impossible and it will be difficult to oversee political exiles, due to facilitating their escape."

For 20 years, a special commission under the Ministry of Railways considered various projects for railways from Moscow to the Urals and Siberia. In 1884, a decision was made to build the Great Siberian Route, integral part which later became the South Ural Railway.

In 1885, the construction of the South Ural Road began at the expense of the treasury. The construction was supervised by the railway engineer K. Ya. Mikhailovsky, his assistants were P. S. Zhukov and P. S. Mukhlinsky.

Earthworks were not easy - the builders, using explosives, made excavations in rocky soils. Everything was done by hand - pick and spade. Only stretchers and, where possible, horse-drawn carts were used to move soil during the construction of embankments, as well as to remove stony blocks from excavations.

The region was rich in turbulent, fast rivers and mountain streams, so stone retaining walls were built to protect the railway track. In some cases, it was necessary to take Ural rivers by arranging a new channel for them. So the rivers Sim, Ai, Yuryuzan and Bolshoi Berdyaush were diverted. When arranging the channel of the latter, the builders punched a recess in the rock with a depth of more than 20 meters and a length of over 300 meters.

In total, about three hundred different artificial structures were built on the Ufa-Zlatoust line - bridges, pipes, drainage systems, fortification dams and retaining walls. Large iron bridges were erected across the Sim and Yuryuzan rivers, the author of the projects of which was the famous Russian engineer, Professor A. Belelyubsky. These bridge structures became an indicator of the high engineering art of that time. The superstructure of each of them rests at one end on an artificial abutment, at the other - on a rock.

On the initiative of K. Ya. Mikhailovsky, workshops were created in Chelyabinsk, which supplied the construction site with parts of bridges, details of residential and office buildings, etc.

The highway was built in record time. On September 8, 1888, train traffic was opened from Samara to Ufa, on September 8, 1890 - to Zlatoust, and on October 25 the first train arrived in Chelyabinsk. The road began to be called Samara-Zlatoust. The route crossed the Ural Range and went to Western Siberia, connecting it by rail with Moscow and St. Petersburg.

Looking at the railroad government commission The Ministry of Railways noted that numerous technical difficulties were resolved with talent and high professionalism. Unlike the main lines of the Trans-Siberian Railway, which were built according to light technical conditions, the Ufa-Chelyabinsk section was technically impeccable, without allowances for the difficulties of the mountainous terrain and the speed of work. On October 22, 1892, permanent traffic was opened on the section Zlatoust - Chelyabinsk with a length of 150 versts.

On January 1, 1893, the Orenburg road was attached to the Samara-Zlatoust road, and the road became known as the Samara-Zlatoust road with the Orenburg branch. Thus, the length of the road was 1410 versts, its western border was the Batraki station, and the eastern - the cities of Chelyabinsk and Orenburg.

In June 1893, construction began on the main section of the Great Siberian Route - from Chelyabinsk to the East. For the construction and operation of the future road, metal and fuel were required. This gave impetus to the development of the metallurgical and fuel industries in the South Urals. Ust-Katavsky, Zlatoustovsky, Simsky, Yuryuzansky and Katav-Ivanovsky factories produced rails and fastenings to them, as well as iron bridge structures. Thus, the entire industry of the Southern Urals worked for railway construction. To provide the road with rails and metal, in 1896 the Yekaterinburg-Chelyabinsk line was built, connecting the Trans-Siberian Railway with the metallurgical plants of the Northern Urals.

In 1896, a special resettlement center was built in Chelyabinsk, through which about a million landless peasants from the central provinces of Russia passed in 10 years.

For the delivery of grain and agricultural products from the Troitsk and Kustanai districts in 1913, a private railroad Poletaevo - Troitsk - Kustanai was built.

By the end of 1916, the West Ural Railway from st. Druzhinino to the station. Berdyaush with a length of 253 km. It was built by a group of industrialists with Russian and French capital and connected factories located on the western slope of the Urals with rich mines and the Kizelovsky coal basin in the north of the Urals.

The South Ural Railway was formed in 1934 by dividing the Perm Railway and merging a number of lines passing through the territory of the South Urals.

The road received significant development in the 30s, when the lines Chelyabinsk - Sinarskaya (Kamensk-Uralsky), Kartaly - Akmolinsk were built.

During the Great Patriotic War, it was relocated to Siberia and the Urals big number industrial enterprises. The number of transportations many times exceeded the volumes of the pre-war years.

In 1981, with the commissioning of the Sakmarskaya - Muraptalovo and Krasnogravdeets - Novoperelyubskaya lines, the formation of the boundaries of the South Ural road was completed.

The South Ural Railway is one of the largest in Russia. Today, as at the dawn of its history, it is important for industry and passenger transportation.

Facts about South Ural Railway

The Yuzhno-Uralskaya has a total length of about 8 thousand km, of which the operational length is 4545 km. Its paths pass through the territory of two countries: Russia (through the lands of Chelyabinsk, Orenburg, Samara, Kurgan, Saratov, Sverdlovsk regions, Bashkortostan) and Kazakhstan.

In 2003, the branch of the South Ural Railway became a branch of Russian Railways. Back in 1971, the highway was awarded the Order of the October Revolution.

Key stations of the Southern Railway: Chelyabinsk-Glavny, Magnitogorsk, Kurgan, Orenburg, Troitsk, Orsk, Berdyaush, Orenburg, Kartaly, Petropavlovsk. are located in Buzuluk, Kurgan, Upper Ufaley, Zlatoust, Troitsk, Kartaly, Orsk, Orenburg, Chelyabinsk and Petropavlovsk, motor-carriage - in Chelyabinsk, Kurgan, Sakmarskaya region.

More than half of the railway line has been electrified, electrical interlocking devices have been installed at 85% of the switches. Also throughout the entire length of the railway is equipped with systems of energy, electricity, automation, telemechanics, telesupply.

In the north, the South Ural railway connects with a similar Sverdlovsk railway, in the east - with the West Siberian railway, in the west - with the Kuibyshev railway, in the southwest - with the Volga railway, in the south - with the railway lines of Kazakhstan.

Statistics

South Ural Railway in numbers:

Number of employees (as of 2016): 40,951 people
Passengers carried (2016): suburban routes - 6.7 million, intercity - 6.8 million people.
Freight transported (2016): 295.4 million tons
The total area of the serviced railway track is more than 400 thousand m 2 .
72 stations with 169 shunting locomotives, of which 14 operate on electric traction, the rest - on thermal.
219 stations have an automatic control system.
The South Ural Railway has 247 points of track development. Of these, 173 are intermediate, 34 are freight, 21 are traveling, waypoints, 13 are precinct, 5 are marshalling and 1 passenger.
By class, 247 stations of the South Ural Railway are divided into: 9 out-of-class, 10 first class, 18 - second, 34 - third, 63 - fourth, 92 - fifth, 21 - not classed.
On the entire range of the highway there are 20 track distances, 12 - power supply, 10 - centralization, blocking and signaling, and there are also IF ISSO (distance of engineering structures), DITsDM (diagnostics and monitoring of infrastructure devices).
12 11 of them are mechanized.
The railway has 4 wagon depots and 6 locomotive depots.

The following elements are also relevant to SUR:

Chelyabinsk Institute of Communications.
DMK training center.
Two technical schools of railway transport.
Three children's railway lines (Chelyabinsk, Kurgan, Orenburg).
Therapeutic recreation centers.
A number of patronage schools.
Museum of the History of the South Ural Railway (Chelyabinsk, Zwillinga, 63) and an open-air museum of railway equipment.

Industry and South Ural Railway

South Ural Railway stands out not only because it is located at the crossroads of Europe and Asia, but also because of its industrial orientation. 65% of trains passing here are commercial ones. In 2015, the cargo turnover was 163.8 billion tkm.

Each of the areas through which the South Ural Railway passes is distinguished by its nature of cargo:

Kurgan region - metal structures, industrial raw materials, equipment, flour.

Construction materials, chemicals, oil products, non-ferrous ore, refractories, ferrous metals.

- products of ferrous metallurgy (the vast majority of cargoes from the Magnitogorsk Iron and Steel Works), refractories, industrial raw materials, building materials, food, incl. flour.

Management of the South Ural Railway

The main control building is located in Chelyabinsk, on Revolution Square, 3.

The guide is presented to date by the following individuals:

Popov Viktor Alekseevich - Head of the South Ural Railway.
Sergeevich - First Deputy.
Selmenskikh Alexander Viktorovich - 1st Deputy. finance, economics, administrative coordination.
Khramtsov Anatoly Mikhailovich - chief engineer.
Smirnov Anatoly Vasilievich - chief auditor for the safety of movement of trains.
Zharov Sergey Ivanovich - Deputy. on social issues and personnel.
Dyachenko Mikhail Evgenievich - Deputy. on security.
Antonov Sergey Pavlovich - Deputy. on interaction with authorities.

The beginning of the history of the railway

The history of the South Ural Railway is closely connected with the construction of the Great Siberian Route. The work was carried out at an enviable pace:

1888 - the Moscow-Ufa train was launched.
1890 - the Ufa-Zlatoust direction was opened.
1892 - arrival of the first train to Chelyabinsk.
1893 - the Chelyabinsk-Kurgan route was opened.

After the opening of the Kurgan-Omsk section in 1896, the Trans-Siberian began to function at full capacity. 29 steam locomotives and over a thousand covered wagons and platforms ran here. Cargo turnover exceeded the expectations of the tsarist government, which required the construction of a second line of tracks. So, in 1914 it was equal to 5.4 million tons. However, the Chelyabinsk-Tomsk flight at that time lasted a whole month.

During the First World War, the highway was completely abandoned.

A new page in the history of South Ural Railways

The revival began in 1917 after the expulsion of Kolchak by the Red Army. It proceeded at an astonishing pace. Ural workers not only quickly restored the moving track, but also provided assistance to other roads.

In 1920, the first Kommunar steam locomotive was repaired, which took a train with bread to Moscow in 4 days (previously, the journey took up to 12 days).

In 1934, a modern section of the South Ural Railway was formed. Later, additional lines were completed, second tracks, part of the highway was equipped with an automatic block. Powerful steam locomotives SO, IS, FD arrived at the site. The reconstruction, which took place in 1940, increased the turnover of goods by 2.4 times.

During the war years, workers of the South Ural Railway helped the front with the construction of armored trains, sanitary trains, bath-cars. After the Victory, the electrification of the road began, diesel traction was introduced in a number of sections, and new branching of the track was completed.

South Ural Railway, which has more than a century of history, today is an important section of Russian Railways both for the transport of passengers and for the transport of goods, because it passes through the territory of the industrial donor regions of our country.

Story

Statistics

How to return a purchased train ticket?

Can I pay for a ticket with a card? And is it safe?

What is an electronic ticket and electronic registration?

First effect

Labor heroism

Efficient Management

Development during the war years

Post-war reconstruction

today

Facts about South Ural Railway

Statistics

Industry and South Ural Railway

Management of the South Ural Railway

The beginning of the history of the railway

A new page in the history of South Ural Railways

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