Perm railway foundation history. Long story short way north

The Perm Territory is crossed by two latitudinal railways. This is the main course of the Sverdlovsk road and the section Gorky road(Agryz - Druzhinino), which causes large transit transportation of goods and passengers between the European and Asian parts of Russia through the Perm Territory. The main course (or main direction) of the Sverdlovsk road - a link of a large latitudinal direction (Moscow - Kirov - Yekaterinburg - Omsk) passes through powerful freight transit flows and along which most long-distance passenger trains cross the Urals. This move has a powerful technical equipment and all the way it is electrified. In Perm, the Gornozavodskaya line adjoins this course, passing through st. Chusovskaya (Chusovoy). This line, crossing the Ural Range, provides links between the industrial eastern slope of the Middle Urals and the Perm Territory. The line is fully electrified, but has steep slopes and a complex layout. These two latitudinal highways (the main direction and mining) are crossed in the meridional direction by the line Solikamsk - Kizel - Chusovskaya - Kalino - Druzhinino. On the section from Solikamsk to Chusovskaya, this highway is electrified. To unload the Chusovsky railway junction and increase bandwidth the line Ugleuralskaya - Perm was built. Branches of local importance are: Overyata - Krasnokamsk, Chaikovskaya - Nytva, Vereshchagino - Ocher, Komarihinskaya - Uralneft, Armyaz - Saigatka.

The operational length of the public railway network in the Perm Territory is 1,499 km, incl. the length of sections with two or more tracks is 761 km (50.8%). The total length of railways served by electric traction is 1107 km of operational length (73.9%). The average density of public railways in the Perm Territory is 93 km of tracks per 10,000 km2 (49th place in Russia). The length of the railway lines of enterprises and organizations is about 2 thousand km.

Enterprises Perm Territory have close economic ties, both in the territory of the region and with enterprises adjacent regions(especially Sverdlovsk region). Therefore, despite the transit position of the region between the European and Asian parts of Russia, a significant proportion freight traffic carried out in local and intra-district communication. With economic growth, there is a trend towards an increase in demand for railway transport services, especially transit cargo, and its significant increase in the forecast perspective. Therefore, in the transport system of the Perm Territory, the problem of cargo transit through the Perm railway junction remains and will become more acute.

Growing problems for the economy of the Perm Territory are the lack of meridional railway lines connecting the region with the neighboring republics of Komi and Bashkiria, as well as the congestion of the Perm railway junction.

World practice shows that, to solve the transport problems of large agglomerations (Paris, Moscow), the railway infrastructure is widely used. Due to the elongation of Perm along the left and right banks of the Kama for more than 70 km, the organization of intracity passenger transportation is a difficult problem. In solving this problem of the city, a certain role should belong to the intracity railway communication, which would connect the northern and southern, left-bank and right-bank parts of the city.

An important problem for the regional center is the construction of a new railway station station Perm-II, instead of obsolete.

One of the essential social problems associated with by rail, is the elimination of socially significant departmental railways. So the lines Vizhay - Srednyaya Usva, Chad - Sars, a number of narrow-gauge roads (Sim - Krasny Bereg, etc.) were liquidated.

1883-1885 built Yekaterinburg-Tyumen railway
1888 the road became known as the Ural
1933 the first section of Kizel-Chusovskaya was electrified
1943, by decision of the Supreme Soviet of the USSR, the road became known as Sverdlovsk
1953 after the merger of the Sverdlovsk and Perm railways, the Sverdlovsk railway is one of the largest in the country

The Ural region is the birthplace of Russian railways

The Ural region is rightly called the birthplace of Russian railways. Back in 1834, Tagil serfs E. A. and M. E. Cherepanovs invented and built a "steamboat Delizhanets" and a cast-iron road for it.

This invention served as an impetus for the country's railway construction. And only in the 1970s., when railways already appeared in the central and northwestern regions of Russia, it was deployed railway construction in the Urals.

The first project of the Ural railway appeared in 1861. Its author was V.K. Rashet, the manager of Demidov's Nizhny Tagil factories. The route had to go through Middle Ural and connect the Ob and the Volga. However, the industrialists and merchants of the center of the country, the Volga region and Siberia insisted on the project of a line from Nizhny Novgorod through Kazan, Sarapul, Yekaterinburg and Tyumen. Another road project was put forward in the fall of 1868 by the Perm entrepreneur and steamship owner I. Lyubimov: from Perm to Tobol, through Kungur, Yekaterinburg and Shadrinsk. Soon the Ministry of Railways will give permission for exploration of this route. In the summer of 1869, at the invitation of Lyubimov, the railway engineer Sobolevsky carried out topographic surveys of the area, and N. A. Golovkin, a professor at Kazan University, explored the coal deposits of the Middle Urals. After that, a project was drawn up, according to which a mining branch from Yekaterinburg was added to this direction.

In 1871-1872. government surveys were carried out, led by engineers Sobolevsky and Meller. The construction of the route began with preparatory work: alienation of land, demolition of buildings, deforestation, construction of temporary roads, construction of a telegraph office, barracks, etc. The construction was carried out by the "Society of Mining Railway". It was headed by the engineer of communications Golubev, at certain sections the work was led by engineers Rippas, Bazik, Zhukov, Evreinov, Ostrovsky and others. The entire line was divided into three parts: the first - from Perm to the village of Kamasino, the second - from Kamasino to Kushva and the third - from Kushva to Yekaterinburg. The first branch of the road passed through the area with many streams, rivers, ravines, so wooden bridges were built here and pipes were laid. The section from Kamasino to Kushva turned out to be the most difficult, the builders had to cut down forests, make excavations in rock, build embankments. The work was supervised by engineer V. A. Rippas. Subsequently, an annual award named after him was established at the St. Petersburg Institute of Communications.

Having finished the main route, the builders proceeded to the Lunevskaya branch. Steep slopes and rocky ground made the work much more difficult. One of the first tunnels in Europe was built on the Lunevskaya branch 65 sazhens long. In 1878, the main line of the road was completed and opened for train traffic, and in September 1879, the construction was fully completed. The road was named Ural Gornozavodskaya and became the first highway built by Russian engineers and builders in mountainous terrain.

The first manager of the road was one of its builders - a talented engineer N. S. Ostrovsky. The road served private and state factories in Siberia and the Urals. After its entry into operation, the number of industrial enterprises began to increase. For example, in 1883, the merchant Lyubimov, together with the firm of the Belgian engineer Solvay, built a chemical plant in the upper reaches of the Kama, which laid the foundation for the domestic soda industry. Two years later, Egoriev's glass factory was built near Perm. Thanks to the railway route, markets for industrial raw materials have expanded, which have become widespread throughout the Urals and Western Siberia.

Railroad of the Urals: points of growth in the 19th-20th centuries.

The Ural railway continued to grow, at the end of 1885, the Yekaterinburg-Tyumen branch was built. In January 1888, this branch was merged with the Gornozavodskaya road into one highway, which became known as Ural railway. Thus, the Ob and Kama basins were connected.

In 1896, the construction of a branch line from Yekaterinburg to Chelyabinsk was completed, connecting the Ural road with the Trans-Siberian Railway. AT late XIX in. The Ural railway, renamed Perm-Tyumenskaya, was laid from Perm through Vyatka to Kotlas. At the beginning of 1900 the road became known as Permskaya. Its length exceeded 2100 miles.

The need to connect the large Ural highway with the center of the country was obvious, and in 1906 a broad-gauge line from Vyatka through Bui, Galich, Vologda, Cherepovets and Tikhvin to Obukhovo station was built at public expense. The Gornozavodsk section of the road, due to its low capacity, has become an obstacle to freight flows. It was not possible to rebuild it because of the heavy profile, so it was decided to lay a new line through the Urals. In 1902-1904. surveys were carried out, the route was determined and the line project was drawn up. In 1909, the Perm-Kungur-Ekaterinburg route was put into operation. The new line was 117 versts shorter than the previous one, in addition, it was equipped with additional sidings.

In 1913, the Tyumen-Omsk highway was built, which made it possible to access the Northern Highway, bypassing the overloaded Samara-Zlatoustinskaya line. This year joint stock company West Ural Railway started construction of a line from Lysva to Berdyaush. Since the region was rich in mountain spurs and slopes, the work of the builders became much more complicated. A tunnel was built through Cape Makushinsky, bridges, stone pipes and numerous embankments were built. Despite all the difficulties, on October 16, 1916, the road was opened. At the same time, it was laid and put into operation North-Eastern road from Shartash to Tavda, which served the metallurgical plants of the Urals.

Road after 1917

In September 1919, the West Ural, Bogoslovskaya, North-Eastern Ural and part of Omskaya were attached to the Perm Mainline. The length of the road on June 1, 1920 was 3891 miles.

In 1919, the People's Commissariat of Railways decided to transfer control from Perm to Yekaterinburg. Over the years civil war The railroad suffered enormous damage: 226 bridges and 70 station buildings were destroyed, rolling stock was put out of action. In the 20s. The first priority was to restore the road. In 1930, the Kotlasskaya line of the Perm Railway became part of the Northern Railway. At the same time, the sections Chelyabinsk-Kurgan, Chelyabinsk-Poletaevo-Troitsk-Kustanai and the lines Troitsk-Orsk and Kartaly-Magnitnaya being completed were transferred to the Perm road.

Since the 1930s, the road has been reorganized more than once. In 1934, the Perm railway was subdivided into Perm (Sverdlovsk) and South Ural (Chelyabinsk). In 1936, the Perm road was renamed the railway named after. L. M. Kaganovich. In 1939, from the railway them. L. M. Kaganovich left the Perm road (Perm). In 1943, the road to them. L. M. Kaganovich was renamed into Sverdlovsk. In 1953, the Perm and Sverdlovsk railways were merged to Sverdlovsk with headquarters in Sverdlovsk.

The Bor-Lenvinskaya narrow-gauge railway was a timber-carrying, “floating” railway, owned by the Dobryansky timber industry enterprise. The length of the narrow gauge railway, according to the maps, was about 40 kilometers. There was a forest village of Tyus (on maps published before the 1980s, it is signed as Quarter 130).
The narrow gauge railway was built approximately in the 1930s.
The configuration of the line changed after the flooding of coastal areas by the Kama Reservoir in the 1950s. The lower warehouse has been relocated.
According to information from A. Sergeev, the last section of the narrow gauge railway was dismantled approximately in 1989. As of the 2000s, separate wagons were preserved in the village of Bor-Lyonva.
The Mutninskaya narrow-gauge railway was a logging, “floating” railway, owned by the Vetlyansky timber industry enterprise. The approximate period of opening the first section of the narrow gauge railway is the 1930s. The lower warehouse (the place for unloading the timber, taken out by narrow-gauge railway, for further rafting) was located on the right bank of the Chusovaya River. In the 1950s, the Chusovaya River turned into a bay of the Kama Reservoir.
On the narrow gauge railway there was a forest settlement Lesnoy. The length of the narrow gauge railway (according to the maps of the 1970s edition), taking into account all the branches shown, was about 45 kilometers.
The narrow gauge railway was completely dismantled. Approximate liquidation period: early 1990s.
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Severo-Vetlyanskaya (?) narrow-gauge railway. The starting point is the village of Vetlyany.

Narrow gauge railway topographic map scale 1:100 000,
published around 1960.

Narrow gauge railway on a 1:100,000 scale topographic map published by
in 1977 (applied conditionally, based on the data of the previous map).
The narrow-gauge railway was a logging, "rafting" one. The approximate period of opening the first section of the narrow gauge railway is the 1930s. The name mentioned in the documents of the Ministry of Forest Industry (information from S. Kostygov) is “S.-Vetlyanskaya narrow-gauge railway”. By different versions, the full name is “North-Vetlyanskaya narrow-gauge railway” or “Syro-Vetlyanskaya narrow-gauge railway”.
The length of the narrow gauge railway, according to the maps, was small (about 7 kilometers).
According to information from Mehis Helme, based on archival documents, steam locomotives VP1-221 (built in 1948), VP1-614 (built in 1949), VP2-551 (built in 1949) were supplied to the Vetlyansky timber industry enterprise.
The neighboring larger Mutninskaya narrow-gauge railway also belonged to the Vetlyansky timber industry enterprise. Steam locomotives could be delivered not to Vetlyany, but to Mutnaya.
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Sukhorechensk narrow-gauge railway. The starting point has not been set.
The Sukhorechensk narrow-gauge railway was a timber-carrying, “floating” one, had access to the Chusovaya River. Information about it was found by S. Kostygov in the documents of the Ministry of Forest Industry (1950s). The narrow-gauge railway belonged to the Polazninsky timber industry enterprise.
The route of the narrow gauge railway has not been established.
The narrow gauge railway was completely dismantled. Approximate liquidation period: 1960s.
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Narrow-gauge railway of the Dobryansk Metallurgical Plant. Location - the city of Dobryanka.

Area where the narrow-gauge railway is located on a topographic map
scale 1:100,000, published in 1977.

Workshops of the Dobryansk Metallurgical Plant. Approximately 1920s.
Photo from the book "Dobryansk region: four centuries of our history",
published in 2005, author - M. A. Kalinin.

Dobryansky plant in the 1940s. Photo from the book "Dobryansk region: four centuries
Our History”, published in 2005, by M. A. Kalinin.

An electric locomotive on the narrow-gauge railway of the Dobryansky Metallurgical Plant.
Approximately early 1940s. Photo from the book "Dobryansk region:
four centuries of our history”, published in 2005, by M. A. Kalinin.

Flooding of the territory of the former Dobryansky metallurgical plant. 1950s.
Photo from the book "Beyond the Horizons of Years and Centuries",
published in 2008, author - M. A. Kalinin.

Enlarged fragment of the same photo. Motor locomotive (?) and platforms.
The Dobryansky Metallurgical Plant (originally a copper-smelting and ironworks) was founded in 1752 by the industrialists Stroganovs. Since at least the 1900s, narrow gauge railroads operated at the plant, on which horse traction was used.
Around the 1920s, the narrow gauge rail track became a narrow gauge railway - the plant received steam locomotives. According to information from P. Bonaker, the narrow gauge railway had an unconventional gauge - 610 mm.
Quote from the material “Old Dobryanka. Industry and trade” (http://olddobryanka.narod.ru/7step.htm):
The heart of the old Dobryanka, which had been tirelessly beating for more than a century and a half, came to life again with the deployment of industrialization in Soviet Russia (industrialization is the creation of large-scale machine production). The power equipment of the plant (steam and electric machines) gradually changed. On the intra-factory narrow-gauge railway, horses were replaced by steam locomotives, and then by motor and electric locomotives.
In the 1930s, the narrow gauge railway was partially electrified. Electric locomotives began to be used on it (the manufacturer has not been established).
In the 1950s, the Dobryansky metallurgical plant was closed, its territory was subject to flooding with the waters of the Kama reservoir. On January 17, 1956, the last factory whistle sounded.
Quote from the material “Old Dobryanka. Construction of the Kamskaya HPP and consequences” (http://olddobryanka.narod.ru/18step.htm):
We already know that during the Great Patriotic War at the Dobryansk metallurgical plant there was a significant increase in production. However, this was already the last "song" of the old factory. At the end of the 30s, a formidable “axe” was brought over it in the form of a project for the construction of the Kama hydroelectric power station and the flooding of the enterprise with the waters of the man-made sea. This “ax” hit the plant in the mid-50s. Work on the dismantling (dismantling) of factory equipment began in the spring of 1954. The buildings that were in low places were the first to be dismantled. In the same year it was compiled detailed plan liquidation of all major workshops.
In the summer of 1955, the refractory shop and the timber exchange stopped their work, in September-December the pile driver (koper - installation for breaking scrap metal and blocks of open-hearth slag), open-hearth and rolling shops. As reported by the head of the capital construction department of the plant Koshkin, on November 20, 1955, out of 534 objects located in the flood zone of the KamGES reservoir, 466 objects were dismantled. All remaining objects: shaped-foundry, mechanical and repair and construction shops, garage, storage and power equipment - were dismantled and removed by April 1956. But even before that, an event occurred that still tears apart the hearts of Dobryansk metallurgists.
On January 17, 1956, at 15:30, the foreman of the electrical shop of the Dobryansk Metallurgical Plant, N.A. Kopylov, turned off the last switch of the factory power plant, and the head of the steam economy, N.P. Yemelyanov, gave the last factory whistle in Dobryanka. This whistle put an end to the history of the plant. Many factory workers sobbed along with the horn. In their opinion, it was not even a whistle, but a real cry of an old Ural plant. “The liquidation of the plant was a tragedy for the workers. Most of the city's population had permanent jobs there, and one generation of metallurgists was replaced by another for 200 years,” say former metallurgist workers.
The veterans are echoed by the author of the book “Secrets of the Ural Dungeons” V.M. Slukin: “The plant was flooded - it turned out to be cheaper ... The issue was unequivocally decided by the economy. And no one put on the scales the architectural significance of structures, history, the memory of generations ... that is, concepts that are extremely important, but not expressed in rubles and tons.
It was economically unprofitable to transport the plant to a new location. The equipment available on it was mostly old, and such units as open-hearth furnaces made of special refractory bricks were simply impossible to move. Old equipment was sold as scrap metal, and those mechanisms and machine tools that were of value were sent to other metallurgical plants in the Urals. Part of the equipment was transported to the mechanical repair plant (RMZ) opened in Dobryanka in 1953. It repaired cars and tractors. This enterprise to some extent solved the problem of employment.
The narrow gauge railway was completely dismantled. The liquidation date is 1956.

Perm railway(PZhD), the first main rail track in the Urals. The construction of the PZhD began with the construction of the Yekaterinburg-Perm line (1874-78), which received the name. Ural, mining railway d.; in 1897 it was bought by the treasury from the shareholder. ob-va, since 1898 it was called the Perm-Tyumen railway. e. With the completion in 1898 of the construction of the state-owned Perm-Kotlas railway. both of these roads were combined into one (1900) - PZhD, the control of which was in St. Petersburg. The road, which included the railway. lines Wed. and Sev. Ural, had a length of 2035 versts (2171 km), the line Yekaterinburg - Chel. connected with the Samara-Zlatoust railway. In 1918, it was transferred to the NKPS, management was moved to Perm. With the creation of the Ural Region in 1923, all railroads were gradually attached to the PZhD. lines of the Urals, including pers. knot (May 1, 1930). In Chel. the 7th operational region was organized, uniting the line from Kurgan to Poletaevo and Kustanai; On June 15, 1930, the Poletaevo - Zlatoust - Kropachevo Samara-Zlato-ust section went to the PZhD. and. where the 6th operational area was created. By 1931, the operational length of the PZhD was 4198 km, including 3880 km (92%) - on the territory. Ural, region, other lines - on the territory. Bashk. ASSR and Botkin Autonomous Region. In 1934, the process of disaggregation of the PZhD began: in January. In 1934, the South Ural Railway was separated, in 1943 - the Sverdlovsk Railway. e. By the end of the 1940s. the operational length of the PZhD decreased to 1,747 km (2.4 times compared to 1931). In con. 1950s PZhD was included in the Sverdlovsk Railway. d. has ceased to exist as independent entities. subdivision. The lines that were previously part of the PZhD are now part of the Sverdlovsk, Gorky railways. d. and YuUZhD.

Station Perm-2 keeps up with the times. Today on our official website you can buy train tickets for Russian Railways trains online. Without any queues and trips to the station, buying a ticket will take only 2 minutes. You can pay in any way convenient for you, including bank card. To do this, you just need to find the desired route in the search form and click the "Buy ticket" button. In the same way, you can simply check prices or check availability free places to the correct train. The site of Russian Railways Perm-2 has a convenient and understandable navigation and the purchase of a ticket online is within the power of each user. After setting all the necessary parameters and selecting the train, the type of car and the desired seat, you need to pay for tickets using online payment. After payment for email an online ticket arrives, which is a control coupon that has unique number. You can print an electronic ticket, change its status or issue a refusal in your Personal Account.

How to board a train with an e-ticket?

However, it must be remembered that an electronic ticket does not entitle you to board a train. You must print your boarding pass before you travel.

You can get a boarding pass:

After completing the electronic registration on the Perm-2 website - in this case, the boarding pass will be sent to you by e-mail. It must be printed on paper (A4 format) or presented to the conductor on the screen of a mobile device when boarding the train.
By printing the coupon on the form at the ticket office or self-service terminal in the territory of the Russian Federation. To do this, you need to know the order / electronic ticket number or print the control coupon.

For residents of the region, at the stations of which there are no terminals, it is recommended to check the box " electronic registration" when issuing a ticket. In this case, it is enough to print the boarding pass anywhere and present it with your passport to the conductor on the train. In Perm, the self-service terminal is located in the station building next to the ticket offices. in a few seconds, the terminal will print out a coupon, which is a travel document.For everyone who bought an electronic ticket, a Personal account is created in which you can print a ticket, change its status or issue a refusal.

The schedule of electric trains and trains at the station Perm-2

Perm 2 is the main railway station in Perm, from which dozens of electric trains and long-distance trains depart daily in different directions. Our website contains full schedule the movement of passenger trains and electric trains passing through the station Perm 2.

Many long-distance trains pass through Perm in different directions. From Perm you can get without transfers not only to neighboring regions, but also to Moscow, St. Far East, in Krasnodar region, to Belarus, Mongolia and China. Therefore, the station Perm 2 is always full of passengers in transit. AT summer period, on the eve of the holidays, there are especially many passengers at the box office of Perm 2 station who want to order tickets. Meanwhile, in order to buy train tickets, it is not at all necessary to waste time in line at the ticket office. You can contact booking agencies, which can be easily found in Perm. However, it is best to do it yourself. Thanks to the official website of Russian Railways, today you can buy tickets online from Perm or any other locality having the Internet. For example, if you live in a small village where there is no ticket office, then you do not have to go to Perm to buy tickets.

In order to find your bearings in the train schedule, you must remember that from the station Perm 2 the movement of trains is carried out in three directions: western, eastern and mining.

AT westbound there are passenger trains going to Kirov, Nizhny Novgorod, Moscow, as well as electric trains going to Mendeleevo, Vereshchagino, Balezino.

FROM east direction trains depart to Yekaterinburg, Siberia and the Far East. Electric trains to the stations Kungur and Kukushtan follow in the same direction.

Gornozavodskoe direction connects Perm 2 with stations Chusovskaya, Lysva, Gubakha, Solikamsk.

Each direction has its own schedule of trains and electric trains, which is posted on our website. You can buy tickets for the train at the box office of the Perm suburban company at stations and stops. If the stop is not equipped with a ticket office, tickets can be bought from the cashier in the car.

On the site you can also find the schedule of commuter and passenger trains passing through Chusovskaya station. This station is a transfer point when traveling from Perm to Gubakha and Kizel, Gronozavodsk and Nizhny Tagil.

All schedules are up-to-date, timely updated and adjusted.

In addition to timetables, the site contains many useful information for passengers of the Perm 2 station, for example, a table of fares for electric trains and long-distance trains, information about luggage transportation services, ordering tickets, a list of railway ticket offices in Perm and the Perm Territory. AT quick reference On the site, guests of the city and Perm residents can learn a lot of useful information about the work of urban transport in Perm.