The Kuibyshev railway runs through the territory of Tatarstan, Bashkiria, Mordovia, Ryazan, Penza, Tambov, Ulyanovsk, Samara, Saratov, Orenburg, and Chelyabinsk regions.
This is the largest highway connecting the central and western regions of the country with the most important economic regions of the Urals and Siberia.
At the beginning of 1866, businessmen and landowners of Tambov, headed by the provincial marshal S. Bashmakov, applied to the government for a concession for the construction of a railway from Ryazhsk to Morshansk.
On May 10, 1866, the highest permission for the construction of the line was received. At the same time, the society of the Ryazhsko-Morshanskaya railway was formed.
Construction work began in August 1866. They were carried out simultaneously on two sections: Ryazhsk - Sarai (Verda station) and Sarai - Morshansk. In October 1867, the line Ryazhsk - Morshansk was opened for constant traffic: the road passed three trains a day.
On May 31, 1868, the board of the joint-stock company Ryazhsko-Morshanskaya railway asked the government for permission to continue the line from Morshansk to Penza and Syzran. On December 26, 1870, permission for the construction of this site was received. Work began in 1872 and was carried out under the guidance of engineer N. L. Markov. At the same time, enterprises were built to service the track along the entire length of the line from Morshansk to Syzran.
On October 12, 1874, the section Morshansk - Syzran with a length of 484.8 versts was opened for freight and passenger traffic of trains, the road was named Morshano-Syzranskaya. A solemn ceremony of welcoming the first train, which arrived in the city at 3 pm, took place at the station square in Morshansk.
At the same time, a branch line from Syzran to Pristan on the Volga was put into operation.
By the time regular traffic began on the Morshansko-Syzran road, its rolling stock, in accordance with the "Statement of the available number of steam locomotives and wagons" dated October 1, 1874, consisted of 16 passenger-and-freight steam locomotives of the "A" series built at the Kolomna Plant, 26 commodity steam locomotives, 52 passenger and 15 baggage cars. There were 23 stations on the section from Morshansk to Syzran, of which two were class I (Penza, Syzran), four were class II, and the rest were class III and IV. At the end of 1874, after the construction of the lines Vyazma - Pavelets and Vyazma - Batraki, the railway was renamed Syzran-Vyazemskaya.
With the construction of this route, the central provinces got the opportunity of railway communication with the territories of the Volga region, rich in bread.
In May 1870, survey work began on the site from Samara to Orenburg, which was headed by the court adviser, engineer Bykov. The survey results were submitted to the government for consideration. And in 1871, the highest permission was received for the construction of a line from Samara to Orenburg.
On November 18, 1873, the charter and technical conditions were approved, and 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.
On August 12, 1875, the Samara Gubernskiye Vedomosti newspaper reported: “Today a truly significant event took place for our region: for the first time in Samara, a steam locomotive whistle blew from the Samara station, a branch to Khlebnaya Square is ready, and a temporary iron-horse way from this branch is also ready to the Volga River.
Permanent traffic on the line Batraki - Orenburg with a length of 507.3 versts was opened on January 1, 1877.
The need for a bridge across the Volga was obvious. In summer, the crossing was carried out on a steamer, and in winter - in the crews of the Orenburg Railway Company. Three possible locations for the bridge were considered: near Samara, near Batrakov and near the village of Kostychi. After long discussions, we decided to build a bridge between the Old and New Kostychi. The project was developed by the largest scientist, professor of the St. Petersburg Institute of Railway Engineers Nikolai Apollonovich Belelyubsky. Construction began on August 17, 1876. A new railway station was built near the bridge - the Right Bank of the Volga River. On August 26, 1880, the bridge, which became the longest in Europe, was opened to train traffic.
On September 8, 1888, the Samara-Ufimskaya railway was put into operation from the Kinel station to the Ufa station with a length of 452 versts. The construction of a road from the Volga to the Southern Urals began to be discussed as early as the late 1970s, but the economic crisis delayed railway construction in Russia.
The question of the Ufimskaya line arose again when the need to build the Siberian Railway was recognized. Surveys on the section Samara - Ufa began in 1882-1883. In 1885, the construction of the road began at the expense of the treasury. The work was supervised by the railway engineer K. Ya. Mikhailovsky, his assistants were P. S. Zhukov and P. S. Mukhlinsky, who later built the Trans-Siberian Railway.
The construction of the Samara-Ufimskaya line took place in difficult conditions. The route ran through sparsely populated areas, so there were not enough workers. More than a third of the route was laid on hard and rocky soils. Limestone was brought in from nearby quarries, while sand and ballast had to be transported from afar.
On September 8, 1890, the Ufa-Zlatoust section, 300 versts long, was built. Since that time, 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. On October 22, 1892, traffic was opened on the section Zlatoust - Chelyabinsk, 150 miles long.
On January 1, 1893, a private 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 1890-1893, the road experienced significant economic difficulties. In order to reduce costs, the road management was forced to stop train traffic at night on the Kinel - Pokhvistnevo and Raevka - Ufa sections and close part of the crossings. The opening of traffic on the Siberian railway in 1896 contributed to a significant increase in the volume of traffic on the Samara-Zlatoust road and the restoration of regular traffic.
On September 1, 1893, the Sasovo - Ruzaevka section was put into operation, and on December 16, 1895 - Ruzaevka - Penza. In 1900, trains went from Ruzaevka to Timiryazevo (Krasny Uzel).
Simbirsk Zemstvo Assembly for many years petitioned the government for the construction of a railway that would link Simbirsk with the center and other regions of Russia. In 1895, permission was obtained for the construction of the Ruzaevka - Batraki section with the Inza - Simbirsk (Ulyanovsk) branch. Construction began in the spring of 1897. The work was carried out intensively, and on December 28, 1898, train traffic was opened on all sections of the Ruzaevka - Syzran and Inza - Simbirsk (Ulyanovsk) lines with branches to the Volga steamship piers. On November 11, 1900, a section from Syzran to Batrakov was built. On August 28, 1911, a section of the route to Bugulma was built. In 1902, an access road was built from the Chasovnya-Pristan station to Melekess.
On August 15, 1914, the line, later named the Volga-Bugulma railway, reached Chishmy and connected with the Samara-Zlatoust road.
The absence of a bridge across the Volga held back the growth of traffic. Goods had to be unloaded and transported in the summer by steamboats, and in the winter by wagons. Construction of the bridge began in 1912. And on December 1, 1916, it was opened for temporary train traffic. In 1917, the bridge entered into permanent operation.
On August 16, 1897, traffic was opened along the narrow-gauge Krotovsko-Sergievskaya branch. Its original purpose was to connect the road with the Sergievsky resort and the private Timashevsk sugar factory. The construction of this branch was supervised by a talented engineer of communications and a well-known writer N. G. Mikhailovsky.
In 1901, the Vernadovka - Kustarevka branch was built, connecting the lines of the Syzran-Vyazemskaya and Moscow-Kazan roads.
On January 1, 1905, the section of the Samara-Zlatoust road from Kinel to Orenburg was transferred to the Tashkent railway. In the summer of 1914, the operation of the Aksakovo - Belebey line began.
In subsequent years, in connection with the construction of new sections, the growth of freight turnover, and the peculiarities of operation, the names and boundaries of the road changed. Until 1917, sections of the Kuibyshev railway belonged to four roads: from Ryazhsk to Oktyabrsk - Syzran-Vyazemskaya, from Kustarevka to Ulyanovsk and Oktyabrsk - Moscow-Kazanskaya, from Oktyabrsk to Kropachevo - Samara-Zlatoustskaya, from Ulyanovsk to Chishmov - Volga-Bugulminskaya.
In 1919, the West Ural Railway was attached to the Samara-Zlatoust Railway with sections: Kropachevo - Chelyabinsk and Poletaevo - Kustanai, in 1921 - the Volga-Bugulma Railway (from the Chishma station to the Chasovnya-Verkhnaya station), and on July 1 1929 - a section of the Moscow-Kazan road Inza - Ulyanovsk.
On May 26, 1936, the Samara-Zlatoust railway was renamed the V.V. Kuibyshev railway. Its borders were as follows: from the south - Kinel, from the west - Kuznetsk, Inza, from the east - Kropachevo. In 1942, one of the sections of the disbanded Penza railway was included in the line. In 1944, the Kindyakovka - Syzran - Sennaya line was built with a length of 319 kilometers.
May 14, 1953 the road to them. V.V. Kuibyshev was renamed the Kuibyshev railway.
In 1959, the Ufa and Orenburg roads became part of the Kuibyshev railway.
Kuibyshev railway- one of the largest steel lines in the Russian Federation. Its operational length is 4751.98 km.
The Kuibyshev highway passes through the territory of the Penza, Samara, Ulyanovsk, Tambov, Chelyabinsk, Ryazan, Orenburg regions and the Republics of Bashkortostan, Tatarstan and Mordovia. The powerful industrial and agro-industrial potential of these regions determines the high level of cargo traffic on the highway.
The steel threads of its two almost parallel lines: Kustarevka - Inza - Ulyanovsk and Ryazhsk - Samara - converge at the Chishma station and lead to the east, to the foot of the Ural Mountains.
The other two: Ruzaevka - Penza - Rtishchevo and Ulyanovsk - Syzran - Saratov - run from north to south, concluding the Gorky and Volga roads into a single transport network of the country. Kuibyshevskaya connects the center and west of Russia with the Urals and Siberia, Kazakhstan and Central Asia.
The road consists of four regions: Samara, Penza, Bashkir and Volga-Kama.
Branded cargo of the Kuibyshev highway - oil and oil products. The road serves the automobile plants of Togliatti, Ulyanovsk, Naberezhnye Chelny. Among her clients are large enterprises for the production of chemical fertilizers and building materials, mechanical engineering and coal mining, she carries timber and grain, agricultural products, cement and metal.
Road history
The Kuibyshev highway is one of the first to appear in Russia. Her story began October 25, 1874 with the opening of regular train traffic on the section Morshansk - Syzran. The length of the Morshansko-Syzran railway was 485 versts. 42 steam locomotives, 47 Morse machines were involved on the line, 530 freight, 52 passenger and 15 baggage cars were in operation. On the road, one pair of passenger and three pairs of freight trains up to 120 tons were passed per day.
The opportunities that the railways opened up became a powerful stimulus for the development of the economy of the regions through which the highway passed. New industries were created there, plants and factories were built, agricultural products received access to a wide market. Year after year, the road expanded its boundaries. The names also changed: Samara-Orenburgskaya, Samara-Ufimskaya, Samara-Zlatoustskaya. In 1919 to the Samara-Zlatoust railway, the West Ural railway was connected with the sections Kropachevo - Chelyabinsk and Poletaevo - Kustanai, and in 1921- Volga-Bugulminskaya (from Chishmy to Verkhnaya Chapel station). In 1929 the section Inza - Ulyanovsk of the Moscow-Kazan road was attached to Samara-Zlatoustskaya.
In 1936 The main line was named the Kuibyshev Railway in honor of the famous public figure Valerian Kuibyshev. In 1942 part of the Penza railway joined the highway. In August 1944 Our highway also included the Kindyakovka-Syzran-Sennaya line. In May 1953 The Kuibyshev Railway becomes the Kuibyshev Railway. And in 1959 it includes the Ufa highway, which previously existed independently.
The decisive role was played by the Kuibyshev railway during the Great Patriotic War, linking the rear with the front. Over the years, 19 million wagons of cargo, including about a million tank cars, have been transported along its steel track. More than 141 million rubles were collected by workers of the highway to the Defense Fund. With this money, 10 armored trains and 80 ambulance trains were built. More than 14 thousand Kuibyshev railroad workers fought on the fronts. 23 of them became Heroes of the Soviet Union.
During the Great Patriotic War, the significance of the Kuibyshev railway was determined by the increased freight traffic on the railway lines of the Volga region, the Urals and Siberia, which became the main communications for providing the front with ammunition, military equipment, fuel and food. In a short time, equipment from 1,360 large industrial enterprises was transported along the Kuibyshev railway to the Urals, Western Siberia, the Volga region and other regions of the country, and more than 10 million people were evacuated. In this difficult time, new labor methods were mastered on the road: high-speed formation of trains, uncoupled repair of wagons, driving heavy trains, departure of dual trains ... To increase the throughput of sections, a "live block" was introduced on the road from October 1941: train traffic was organized placed at a distance of visibility by people, on the signals of which the order of passing trains was established.
In the 60s and 70s on the Kuibyshev road, a large program of technical re-equipment of the road was carried out. Basically, the problem of transferring the road to electric and diesel traction has been solved; junctions and stations were reconstructed, second tracks were laid, which contributed to the development of throughput and carrying capacity. During these years, 430 km of new lines, 601 km of second tracks, 273 km of station lines were laid; 1369 km electrified; included in the electrical centralization of 5200 arrows; equipped with automatic blocking for more than 1000 km and dispatcher centralization for more than 1500 km; objects of cultural and household purpose were built. The commissioning of the Inza-Kustarevka section completed the electrification of the world's longest highway, Moscow-Baikal. In 1971 the road was awarded the Order of Lenin.
At that time, the country was undergoing a technical re-equipment of all industries, and the number of industrial giants under construction increased significantly: automobile plants, enterprises of the oil refining aerospace complex, hydroelectric power stations were built with the direct participation of railway workers. Thanks to the presence of the Kuibyshev railway, the construction of AvtoVAZ, KamAZ, the Volga hydroelectric power station and many other large industrial enterprises became possible.
In the 80s, 270 km of new lines were built on the highway, including Beloretsk - Karlaman with access to Magnitogorsk; 525 km of second tracks, 259 km of station tracks were laid; equipped with electrical interlocking about 3700 switches; automatic blocking and dispatcher centralization was introduced at new sections; 1682 km of seamless track laid. Over 80% of cargo turnover is carried out by electric traction.
In October 2003 together with the remaining 16 roads of the Russian Federation, the Kuibyshev Mainline became part of the new joint-stock company Russian Railways. By uniting all the country's steel lines into a single system, Russian Railways has become the largest transport company in Europe, one of the top five Russian leaders in terms of revenue. One hundred percent of the shares of JSC "Russian Railways" belong to the state, without the right to transfer to private individuals. Today, thanks to the work of the company, all conditions have been created for the development of competition in the field of passenger and freight transportation. The modernization of the main technical means of the railway industry has become a powerful stimulus for the development of the domestic industry. The Russian Railways company is turning from a monopolist into a subject of a market economy. The positive results of the Company's work play a decisive role in the economic stability of most regions.
At the current stage of development, the service area of the Kuibyshev railway includes 3 republics - Bashkortostan, Tatarstan, Mordovia, as well as 7 regions: Ryazan, Penza, Tambov, Ulyanovsk, Samara, Orenburg and Chelyabinsk.
Source - Kuibyshev Railway: kbsh.rzd.ru
Kuibyshev railway- one of the largest steel lines in the Russian Federation. Its operational length is 4727.86 km.
The Kuibyshev highway passes through the territory of the Penza, Samara, Ulyanovsk, Tambov, Chelyabinsk, Ryazan, Orenburg regions and the Republics of Bashkortostan, Tatarstan and Mordovia. The powerful industrial and agro-industrial potential of these regions determines the high level of cargo traffic on the highway.
The steel threads of its two almost parallel lines: Kustarevka - Inza - Ulyanovsk and Ryazhsk - Samara - converge at the Chishma station and lead to the east, to the foot of the Ural Mountains.
The other two: Ruzaevka - Penza - Rtishchevo and Ulyanovsk - Syzran - Saratov - run from north to south, concluding the Gorky and Volga roads into a single transport network of the country. Kuibyshevskaya connects the center and west of Russia with the Urals and Siberia, Kazakhstan and Central Asia.
The road includes four regions: Samara, Penza, Bashkir and Volga-Kama.
The branded cargo of the Kuibyshev highway is oil and oil products. The road serves the automobile plants of Togliatti, Ulyanovsk, Naberezhnye Chelny. Among her clients are large enterprises for the production of chemical fertilizers and building materials, mechanical engineering and coal mining, she carries timber and grain, agricultural products, cement and metal.
One of the main tasks of the Kuibyshev railway is to meet the needs of the economy and the population of the served regions in transportation.
The accuracy and reliability of our transportation, the safety of our passengers, as well as the success of entire sectors of the economy of the country's regions depend on the quality of work of the subdivisions of our Highway.
The Kuibyshev Railway is part of the global system for the movement of people, goods and technologies. We work for customers, our solutions are based on infrastructure, the skills of a team of high-level professionals and innovative technologies.
The constant search and implementation of advanced solutions and technologies into daily practice is the key to striving for excellence. We are open to opportunities and we will implement them. We are clearly aware that continuous development is the only possible way to increase our competitiveness. Upgrading for us is not only the replacement of rolling stock and the introduction of new control technologies, but also continuous improvement, development of the skills and knowledge of our employees. The continuity of traditions allows us to transfer our knowledge from generation to generation.
Guided by common goals, each of our employees bears a single responsibility for the results of common work and decisions made. We are responsible for the safety, reliability and quality of our services.
Key figures for 2016:
Operating length - 4,728 km
The number of employees at the landfill of the road - 44383 people.
Cargo transported - 183.8 million tons
Passengers carried:
- in long-distance communication - 12.8 million people.
- in suburban traffic - 13.4 million people.
Kuibyshev railway serves the regions of the Middle Volga region. The road was formed from the Samara-Zlatoust railway, a number of sections of the Moscow-Kazan railway and the former Syzran-Vyazemskaya railway. The total length of the tracks is 11,502.5 km, including the main ones - 7,234.8 km. The administration of the Kuibyshev road is located in Samara.
Kuibyshev railway serves the largest automobile plants in Ulyanovsk, Naberezhnye Chelny and Tolyatti, oil refineries and defense enterprises.
First plot Kuibyshev railway(Ryazhsk - Morshansk) was built in 1867. In 1877, the Kuibyshev road was extended to the Kinel station. In 1888 the road from Kinel station was extended to Ufa, in 1890 to Zlatoust, in 1892 to Chelyabinsk. The connected sections made up the Samara-Zlatoust railway, the management of which was transferred from Ufa to Samara.
During the Great Patriotic War, the Kuibyshev railway played an important role, linking the rear with the front. In total, during the war years, 443 thousand trains (about 20 million cars) were delivered to the front. The volume of national economic cargo amounted to more than 40 million wagons. The equipment of 1,360 large industrial enterprises was transported along the Kuibyshev railway to the Urals, Western Siberia, the Volga region and other regions of the country, and more than 10 million people were evacuated.
In 1943, on the Kuibyshev road, the first section was electrified for suburban transportation: Kuibyshev - Bezymyanka. Urgent electrification of this intracity section of the railway was caused by the need to transport a large number of workers to the evacuated defense plants. The electrification of the Kuibyshev road has become a major event for the city of Kuibyshev.
Electric locomotive VL10U−163 in the Samara depot of the Kuibyshev road. In 1944, the construction of the Volga Rokada was completed: Ilovlya - Saratov - Syzran - Sviyazhsk. Part of the Volga railway from Gromovo to Tsilna now belongs to the Kuibyshev railway. For a long time, distances on the Kuibyshev railway in the Samara region were measured from the Batraki station.
In 1953-1954, a section of the Kuibyshev road Dyoma - Kropachevo was electrified with direct current. By the end of 1958, the Pokhvistnevo - Kuibyshev - Syzran - Inza section was electrified. Settlements located near the railway for the first time received electricity from the lines supplying traction substations.
On July 14, 1959, the Ufa and Orenburg railways were included in the Kuibyshev railway. In 1960–1970, a large program of technical re-equipment was implemented on the Kuibyshev road: the transfer of the road to electric and diesel traction, the reconstruction of junctions and stations, and the laying of second tracks.
In October 2003, together with the remaining 16 Russian roads, the Kuibyshev Mainline became part of the Russian Railways OJSC.
In 2011, the reconstruction of the Bezymyanka motor-car depot in Samara was completed. The renovated Bezymyanka depot made it possible to service suburban electric trains of the Samara, Penza and Bashkir regions of the Kuibyshev railway, as well as to service the new Lastochka electric trains, which are expected to arrive in the next 2-3 years.
The railway network of the Kuibyshev railway consists of two almost parallel lines running from west to east: Kustarevka - Inza - Ulyanovsk and Ryazhsk - Samara, which are connected at the Chishma station, forming a double-track line ending at the spurs of the Ural Mountains.
Kuibyshev railway
