But there is something to see in it. Little, restless Latvia has belonged to different states and different railway systems over the years. As a result, on its territory, as one Riga tour guide told me, there were almost five different types of railway tracks. Two, of course, are wide, ours and European, as well as three narrow-gauge. I really don't know. One, of course, is our traditional one, 750 millimeters. A narrow-gauge passenger railway still operates in Latvia to this day. And two more - I can’t say. Perhaps something happened during the German occupation, and besides this - some other port or factory small thing. Not the point. Latvia is now part of the Russian railway network. True, there are talks about changing to the “euro”, but to me they seem like political rhetoric. There are not enough volumes of transportation from Europe for this business to, in principle, be able to pay off in the coming centuries. .
One positive thing we can say about the museum itself is that it (and this is rare for railway museums here in Russia, where most often it’s either this or that) has both outdoor and indoor exhibitions. Moreover, the internal one is perhaps more interesting. Let's start with it.
The museum itself, as you can find out from Wikipedia, is located in the building of steam locomotive repair workshops. And in general it looks like a loft (which it is). Due to a change in the approach to the maintenance of modern locomotives, such workshops across all railways have become completely free. By the way, about the devil. How I didn’t have photographs of the building itself from the street, I don’t understand. Apparently, the unclean one beguiled her.
Among the interesting exhibits of the “internal” exposition is, for example, this narrow gauge carriage with unusual bogies. However, bogies placed outside the edges increase the safety of the car in the event of head-on collisions. Well, comfort, of course, due to the lengthening of the base. And then with comfort).
But this, in my opinion, is some kind of armored carriage. It’s a pity that because of the narrow gauge, you can’t approach it from the side with a camera.
But for those interested, there is a cutaway view of a locomotive boiler.
Or a “hour candle”, which burns one division per hour.
Among the models are diesel and electric train cars of the Er brand, which at one time was practically the only one in the USSR (except for a certain number of Hungarian MaVaGs). Now "Erks" are still produced in some quantities, for example, . But cooperation with Russia was stopped in the late 90s after we introduced further sanctions. I still remember the inscriptions on the tents with beer and cigarettes: “There are no Latvian goods for sale.” In the short term, this brought benefits to our industry - our factories began to actively produce electric trains. But after joining the WTO, the crap seems to end. Now protectionism is prohibited, so our market will quickly be captured by all sorts of Stadler, Siemens and other Alstoms and Bombardiers...
This is a narrow-gauge tank-steam locomotive. “I take everything I own with me.”
For a steam locomotive of this size and, accordingly, power, it is quite acceptable for the drive to be connected to only one wheel. On mainline steam locomotives, of course, all the large wheels are driving. Here is a model of the Su steam locomotive, built according to the 1-3-1 formula. That is, one small front, “runner” axle, the task of which is to help the locomotive fit into curves at high speed, then there are three driving axles with large wheels (the locomotive is a passenger one, so the wheels are very large - increasing the diameter of the wheels on steam locomotives is used instead of overdrive ), and at the back there is another small axis - a “supporting” one, on which the cabin and, most importantly, the steam engine rest.
And here is the famous “pioneer” or “mad stool”, a self-propelled handcar. Moreover, wide gauge. To me earlier about . True, I'm lying a little. Pioneers, if I remember correctly, only homemade handcars are called "pioneers."
Larger version, with trailer:
This is something anniversary.
Passengers:
And here are devices for providing movement and communication. Telegraph:
And the rod system. Used to determine the priority of movement along one track. As confirmation of the right to travel along the stretch, the driver received a baton. The rod itself, as I understand it, had a more symbolic meaning. The driver of the oncoming train does not see whether I have a baton or not))) But the act of issuing the baton, apparently, was recorded automatically and transmitted by telegraph to other sidings and stations. Having passed the stage, the driver handed over the baton to the machine at another station - and a signal was received that the path was clear. The rods were made large and weighty. But this is understandable - you won’t lose. And you can’t rely on memory.
The first time I saw this was at the Alapaevsk Narrow Gauge Railway Museum
Subsequently, the rod system was replaced by a semaphore system, later called “automatic signaling”.
Let's go outside
The 60th “sneakers” of the Kolomna plant are still being taken out of service. At least in 2011.
But this is a self-propelled narrow-gauge railcar based on a gas car. During the last heyday of narrow-gauge railways, these ran in many places. Rear view mirrors on long legs - to make it convenient to drive backwards. The railway versions of such cars, in theory, have a gearbox with the same number of gears in both directions.
Here, for example, is a similar machine from the Mokeikho-Zybinsk peat enterprise.
The TE steam locomotive is not ours. This is a German captured steam locomotive, which, of course, upon arrival in the USSR was repainted and given the Soviet index.
But in contrast to it is the magnificent Soviet steam locomotive L, aka P32, “Victory”. One of the last and most advanced Soviet steam locomotives. True, it just has a Latvian number on it. But the nameplates - also from the Kolomna plant - have been preserved.
This exotic, sperm whale-like car, and even with the Komsomol badge and the inscription “Youth, Komsomol”, is called the “contact-battery electric locomotive VL-26”. It would be logical to assume that this locomotive is a mine locomotive. It seems like the battery is used where a spark can lead to fire and explosion. Throughout the 90s and 2000s, severe accidents with casualties in mines in Ukraine and Russia associated with methane explosions occurred regularly. But no, this beast was produced as a shunter. But it was considered a failure, and production was closed. Although already in our time, crests realized the possibility of using the contact network for shunting work - in Ukraine they installed pantographs on Czech shunting diesel locomotives. There is also a power transmission there. Add some converting equipment - and go for a ride.
This is a classic “iron”, a non-self-propelled snow blower. Rarely used. Railways, as a rule, are not affected by snow drifts. Except for narrow-gauge railways - they are laid directly on the ground. . And “wide” roads are built in several layers, with embankments, the snow from which is most often blown away by the wind.
Moreover, if anyone noticed, there are two “irons” in the collection of the Riga Museum. Narrow gauge is also available.
This is a small diesel locomotive TGM1 from the Murom plant. It is unusual in that the drive on its axis is not carried out in isolation, and not through a shaft, but with the help of drawbars located outside, like in steam locomotives. A similar design is still used today. A newer diesel locomotive of this type, TGM23, until recently could (and even now can) be periodically seen in Krasnogorsk, on the access road of the Zverev Plant (the famous “Zorkiy”).
This diesel locomotive TGK2 from the Kaluga plant no longer has any drawbars.
TE3 is the first Soviet freight diesel locomotive whose power significantly exceeded that of a locomotive. We can say that this is the first “diesel locomotive of the diesel locomotive era.”
This is such a museum.
(+371) 6723 4940
(+371) 6723 4327
[email protected]
www.ldz.lv Director of company:
Ugis Magonis
The president.
Born in 1965 in Riga. The specialty of navigator engineer, obtained at the Leningrad Higher Maritime Engineering School named after S. Makarov, allowed him to successfully work in various areas of the transport field, step by step accumulating management experience.
In 1993-2000, U. Magonis was the director of Hanzas kuģu aģentūra LLC, in 2000-2001 - Riveko LLC. He was a member of the Council of the Latvian Privatization Agency, the Riga Commercial Port and the Latvian Shipping Company. Later he served as an adviser to the Minister of Transport of the Republic of Lithuania and a freelance adviser to the Prime Minister on railway transport issues.
In 2003, U. Magonis was appointed Chairman of the Council of the State Joint Stock Company Latvijas dzelzceļš. In 2005, he became the chairman of the board of this company, and since November 2010 he has served as president of the Latvian Railway. Under his leadership, a large-scale reorganization was carried out, as a result of which SJSC Latvijas dzelzceļš entered the list of the most valuable state-owned enterprises with a growing turnover.
For his success in this work, U. Magonis was awarded the Effective Management Prize in 2008 from the Latvian Confederation of Employers and the State Chancellery. In 2009, he received a Certificate of Honor from the Railway Transport Council, and a year later – a Certificate of Honor from the Ministry of Transport of the Republic of Latvia.
U. Magonis is a member of the Council for Railway Transport of the CIS and Baltic countries and the Conference of General Directors of OSJD Railways. He was elected a member of the General Assembly of the European Community of Railways and the General Assembly of the UIC.
About company: The first railways appeared on the territory of Latvia in the middle of the 19th century. The state railway company Latvijas valsts dzelzceļi, founded in 1919, became the brainchild of the Republic of Latvia. After the restoration of the country's independence in 1991, the national railway company was also restored, and in 1993 it was transformed into a state joint-stock company, Latvian Railways (LDz).The restructuring of LDz took place in several stages, the most significant of which occurred in 2007. At this point, in accordance with the requirements of the European Union, the areas of activity of SJSC Latvijas dzelzceļš were divided, as a result of which a concern was gradually formed with five subsidiaries. The latter were transferred to such areas of activity as freight and international passenger transportation, construction and major repairs of infrastructure, repair of rolling stock, security of railway facilities and distribution of infrastructure capacity.
Since July 5, 2007, the main area of economic activity of the concern's parent company - SJSC Latvijas dzelzceļš - has become the management of public infrastructure, based on the forecast of long-term demand. This forecast identifies priority areas for investment: the East-West corridor, the North-South direction and the public transport system of the Riga region.
Although the LDz rail network has been part of the general EU railway network since 2004, geographically it is located in the 1520 mm gauge rail space. Therefore, the company is actively involved in improving the technological processes of the 1520 mm railway space and developing cooperation with the railways of the CIS and Baltic countries.
In terms of the volume of cargo transported per 1 km, LDz has confidently remained the leader in the transport business in the Baltics since 2005. In 2012, the concern managed not only to set a record for transportation volume, transporting 60.6 million tons of cargo, but also to receive a record profit - 35.2% more than the year before. At the same time, 82.7 million lats were contributed to the country's budget as taxes. LDz is a good example of how Latvia can successfully export its services and thus contribute to the development of the national economy.
Latvian Railway is the national state railway company of Latvia. Founded in 1919 and restored in 1994 on the basis of the Latvian part of the Baltic Railway.
Concern Latvijas dzelzceļš (Latvian Railway - LDz) is one of the largest in the country.
The company employs more than 11,600 people. LDz is one of the largest payers of social tax and personal income tax to the state budget,
which through its economic activities makes a significant contribution to the national economy of the country.
Chairman of the Board - Ugis Magonis(from 2005 to 2015)
Chairman of the Board - Edvin Berzins(since 2016) 
Company website: www.ldz.lv
Unofficial stranger on VKontakte http://vk.com/public_ldz
Company `s logo. 
Subsidiaries of the Latvian Railways
LLC LDz Cargo-carries out cargo transportation by rail.
LLC LDz Ritošā sastāva serviss-carries out all types of rolling stock repairs, maintenance and equipment, stores and sells fuel for railway carriers.
LLC LDz infrastruktūra- engaged in the restoration and construction of rail tracks, as well as rail welding work.
LLC LDz Apsardze-offers security services - protects the facilities of State Joint Stock Company Latvijas dzelzceļš and related companies.
JSC LatRailNet-distribution of railway infrastructure capacity and determination of infrastructure fees.
Private railway companies in Latvia.
VAS Pasažieru vilciens(Passenger train)
A/S Baltijas Tranzīta serviss
A/S Baltijas Ekspresis
SIA Gulbenes Alūksnes bānītis
SIA "L-Ekspresis"
Map of the Latvian Railway
Locomotive depots of the Latvian Railways
Riga
Daugavpils(LLC LDz Ritošā sastāva serviss)
Rezekne(working depot)
Ventspils(A/S Baltijas Ekspresis)
Jelgava(workshop closed)
Gulbene(SIA Gulbenes Alūksnes bānītis)
Zasulauks(A/S "VRC Zasulauks")
The Latvian railway has many shortcomings. Some of them are a consequence of historically low cargo turnover - there was simply no need to develop the infrastructure, the other part is a consequence of recent ill-conceived decisions. However, it turned out that the main problem with our steel highways, according to Latvia’s main strategic partner, is transport incompatibility.
The railway is not a source of pride for our country. She performs her direct functions - and okay. Each of the 31 officially existing lines (segments) has its own advantages and disadvantages. The main structural disadvantage is the lack of capacity due to the short length of double-track lines, electrified lines and lines equipped with a modern signaling system.
Latvia has modern railways only in the Riga region, and then two of them (at Tukums and Skulte) serve only passenger trains. The main cargo transportation - and this is the main function of the railway - is carried out along four main transit lines, and a little along the remaining lines from among those left after the pogrom that happened in the 90s of the last century.
Line to Liepaja... don't rush to rejoice. It is one of the most lagging behind in technical terms (it has a simple and outdated semi-automatic blocking system; lowered, 2nd category) and in terms of capacity - it is single-track with a small number of sidings and provides very little freight traffic. However, the transportation of goods in the volume required for the port of Liepaja is still provided with a reserve.
Over the past 20 years, a number of railway lines that connected with neighboring railways have been liquidated: the closest line to us is from Priekule to Klaipeda and from Vainode to Mazeikiai, the line from Skulte via Rujena to Estonia, the line from Cesis via Gulbene in Russia, and the line from Jelgava towards Renge became a dead end at the whim of the Lithuanian side. These days, only four connections with neighboring countries are in use. Why? The railway network is maximally optimized and adapted for the transportation of transit cargo from Russia to the ports of Ventspils and Riga. (Liepaja does not belong to the transit corridor.) But even this transit corridor is predominantly single-track, although 80 percent of the total freight turnover of the Latvian Railway is transported along it.
The lack of an extensive network of connections with neighboring railways seriously limits the possibilities of transporting goods across the territory of Latvia; however, Estonia and Lithuania did the same - they liquidated unnecessary railways. The ability to maneuver in case of accidents on the lines is also limited; there are no spare moves to be able to bypass the emergency section.
Cargo transportation is carried out exclusively on diesel traction, not on electricity, which would be cheaper and more environmentally friendly. The electrification infrastructure is intended only for passenger traffic; there are no electric freight locomotives in Latvia. The single-track nature of the sections does not make it possible to increase the route speed of trains and freight turnover.
These are the main shortcomings of the Latvian railway as a system, as we, the residents of Latvia, see it. But they don’t really bother us yet, since our railway is greatly underutilized, and the existing infrastructure has always coped with the existing cargo flow and continues to cope.
Little by little the shortcomings are being corrected. In recent years, for the first time, a fairly large section of the second track was built from Skriveri station to Krustpils station. Electrification from Rezekne and Daugavpils to Riga is being projected using a modern system (albeit incompatible with the suburban electricity network existing in the Riga region). True, this is all that has been done and will be done in the near future. Plans for a major reconstruction of the Latvian railway, adopted 30 years ago, are long overdue and forgotten.
However, our partners saw completely different shortcomings. The Institute of Modern Warfare, which belongs to the US Military Academy at West Point, saw the railway lines of Latvia, Lithuania and Estonia as a problem for the movement of alliance forces.
The report of the institute's experts notes that differing track standards in Europe and the Baltic countries make it impossible to quickly transfer NATO troops in the event of a conflict. The fact is that in these countries the railways have remained since the times of the Soviet Union and have not changed, and they are not compatible with the European gauge. American experts are confident in the need to modernize railway communications in Estonia, Lithuania and Latvia.
“This incompatibility means that trains carrying military equipment and supplies from large NATO bases in Germany or Poland will have to transfer their cargo to trains adapted to the Russian gauge, or deliver it to their destination by freight vehicles. Both options require not only significant time investment, but also the involvement of trained personnel and significant military resources, such as heavy equipment transportation systems, military police and security guards. In addition, awareness of such operations and the ability to carry them out are necessary,” the material reports.
“Unlike the armed forces of the Russian Federation, NATO forces do not have access to unlimited freedom of movement of troops across friendly territory. Currently, the Baltic countries use the Russian standard for railway gauge, while other European NATO member states use the European gauge,” the report says.
Experts from the American Institute of Modern Warfare emphasize that in the field of railway infrastructure, the Baltic countries lag significantly behind other European countries. “Currently, there is no north-south axis in these three countries,” the document notes. Note that a couple of decades ago this axis existed and was very powerful.
Plans are already in place to correct the current situation. Thus, the European Union has planned the implementation of the “Rail Baltica” project - the construction of a European standard railway line that should connect the Baltic countries, Poland and Western Europe. However, the report notes that the project will not be completed until 2025.
“Improving the railway network will give NATO... the ability to quickly deploy armored forces in anticipation of serious Russian provocations or Russian exercises (such as Zapad) while maintaining the ability to withdraw them as soon as the situation de-escalates,” the document says.
This is how, for the first time, it was officially communicated clearly and openly why Rail Baltica was actually being built. What until now had only been spoken about by Alexander Gaponenko, who had long since become an outcast, now sounded loud and clear to everyone.
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LATVIAN RAILWAY - State joint-stock company "Latvijas dzelzcels" (1993), formed on the basis of part of the Baltic Railway within the territory of the Republic of Latvia. Road management in Riga. It is a member of OSJD (code LDZ).
Road map
Technical specifications
The operational length of the road (01/01/2000) is 2412.9 km. The road includes the Infrastructure Department, which has 3 track distances, 3 communication and signaling distances (combined power supply distances and communication and signaling distances), 2 track machine stations, as well as a rail welding train and a track repair plant. The road borders a nearby railway station. d.: Estonian, Oktyabrskaya, Belarusian, Lithuanian; serves 3 sea trade ports (Riga, Ventspils, Liepaja). There are 171 stations on the road, the main ones of which have developed tracks, including freight stations - Ventspils, Liepaja, Riga-Krasta, Riga-Prechu-II, Mangali, Ziemelblazma and Bolderaja, etc.; sorting - Daugavpils and Shkirotava; district ones - Rezekne and Jelgava, as well as 6 hubs.
The developed length of the main tracks is 2702.7 km; wide gauge 1520 mm has a track length of 2379.5 km, narrow gauge G50 mm) - 33.4 km; The length of the continuous track is 1616 km. 3,987 turnouts were laid, including 2,754 equipped with electrical centralization. Automatic blocking, including dispatch centralization, is used on 1,046.1 km of track. The operational length of the electrified sections is approx. 258 km. The traction rolling stock includes diesel locomotives (261 units), diesel trains (50 sections), electric trains (141 sections). Passengers are transported by long-distance cars (272 units), electric train cars (293 units), and diesel train cars (155 units). The freight wagon fleet operates 7,878 wagons. The main rails used on the route are P65 (2530 km), P50 (747 km), as well as P43 (358 km) and 60E1 (40 km).
Performance characteristics
In 1999, the road provided 37.6% of the country's total freight traffic and 13% of the total passenger traffic. The road is an important link in the overall transport infrastructure of Latvia, serving as a trade and transport bridge between East and West, connecting Latvian ports with transit business partners - Russia, Belarus, Lithuania and Estonia. Due to the favorable geographical position of the Latvian Railway, transit traffic is predominant. In 1999, they accounted for 78.4% of total traffic. The main ones are transit freight traffic in the direction of ports: 16.8 million tons were transported through the port of Ventspils in 1999 (64.5% of all transit cargo on the road). Freight turnover amounted to 12,210 million t-km, the volume of transported cargo was 33,208 thousand tons. The structure of freight transportation includes: oil, mineral fertilizers, ferrous metals, timber cargo, sugar, grain. The number of passengers transported amounted to 24,862 thousand people; incl. in international traffic 740 thousand, local 1619 thousand. in suburban traffic 22503 thousand passengers. Passenger turnover amounted to 984 million passenger-km. The average local speed of passenger trains (excluding diesel and electric trains) is 56.1 km/h; the average local speed of freight trains is 33.8 km/h.
There are enterprises producing railways on the road. technique. In Riga, the company VAE-Riga produces turnouts; RRA company - modernization and production of diesel and electric trains. A joint stock company “Locomotive” has been established in Daugavpils for the repair and modernization of rolling stock.
Story
The railway network in Latvia began to be created in the mid-19th century. The first rail track, 164 km long, was laid in 1860 on the Abrene - Dinaburg (Pytalovo - Daugavpils) section as an integral part of the St. Petersburg - Warsaw railway. The first major railway line in Latvia was the 232.5 km long Rigo-Dinaburg railway, opened in 1861 and connected in 1862 with the St. Petersburg-Warsaw railway. In 1866 the Daugavpils - Vitebsk line was built; in 1868 Riga - Jelgava. In the 70s the lines Liepaja - Romny were laid; Daugavpils - Radviliskis and Jelgava - Mazeikiai; Riga - Tukums; in 1889 railway connected Riga with Pskov; in 1901 - 1904 a railway section was built between Moscow and Ventspils. At the end of the 19th and beginning of the 20th centuries, construction of narrow gauge lines was carried out in Latvia. Later, thanks to the development of other modes of transport and due to low profitability, narrow-gauge railways were partially transferred to broad gauge and partially liquidated. Operating narrow gauge railway preserved only in the Gulbene-Aluksne section. After World War I, railway management passed to the Latvian state. The Supreme Board of Latvian Railways was established on August 5, 1919. This day is considered the birthday of the Latvian Railway. In the 20s intensive construction of new railways was carried out. lines (373 km broad gauge, 332 km narrow gauge). rolling stock was produced - locomotives, cars. In the first years after World War II, the destroyed railway was restored. farms. In 1953, the Latvian Railway became part of the Baltic Railway. which also included the Lithuanian and Estonian railways. In 1963, the Baltic Railway was created with its Administration in Riga.
In 1950 the first electrified line Riga - Dubulti. In subsequent years, other suburban sections of Riga were electrified: Dubulti-Tukums, Riga-Jelgava, Riga-Aizkraukle, Riga-Skulte. Reconstruction of the railway was carried out. tracks with laying of heavy type rails on reinforced concrete sleepers and crushed stone ballast; 35% of the total length of the main tracks was a continuous track; the second tracks were intensively built. Junctions and stations were reconstructed, tracks were lengthened and station parks were equipped with signaling and communications equipment. At large stations, automatic blocking, electrical centralization, electronic computer technology, and telemechanics were used in the system of train formation and organization of train movement.
With the creation in 1993 of a state joint-stock company with the aim of adapting the railway. transport to work in a market economy, the restructuring of the railway has begun. A legal framework has been created that meets the requirements of the European Union directives in the field of transport, which determine the separation of railway infrastructure from its commercial activities, transportation, infrastructure, rolling stock, passenger transport, and real estate.
International transportation and tariffs
The state joint-stock company “Latvijas Dzelzcels” is an associated member of the Railway Transport Council of the CIS, Baltic and Bulgarian countries, represents Latvia in the International Organization of Railway Congresses (IRCA), and is a member of the International Organization for Cooperation of Police and Railway Security Services (COLPOFER).
Specialists with secondary education are trained for the road at the Riga Railway School and the Latgale Transport College (Daugavpils), higher education can be obtained at the Institute of Railway Transport of the Riga Technical University. Further improvement of the level of education of Latvian Railway employees is carried out by the Railway Training Center, established in 1997.
There are railways on the road. public organizations: Society of Railwaymen of Latvia (founded by the International Association of Railwaymen), Engineering and Technical Society of Railwaymen of Latvia; The Latvian Railway History Museum was organized.
Information Technology
There is an information and computing center (ICC) on the road, equipped with a machine complex based on an IBM 9672-R14 computer and personal computers (about 1000 in total) installed at different points on the road. Automated control systems for freight transportation ASOUP and passenger transportation “Express-2” are in operation, which interact with similar railway systems. other states, as well as local systems: a system for accounting for income from freight transportation, a financial and accounting system, etc. In 1995-2000. The information systems infrastructure was modernized (central database servers and teletypes on personal computers were replaced), optical communication lines were laid on the main freight routes. 14 main and 5 technical stations and approx. Top 150 Freight Management Jobs. Automated workstations (AWS) have been created, incl. commodity cashier, at the technical inspection point, intelligent ASOUP terminals, etc.
crushed stone cleaning machines
Investment program for 1997-2010. provides for the allocation of capital investments for the development of railways. infrastructure in the amount of more than 270 million US dollars until 2005. Approximately 90% of investments are intended for the development of transport railways. corridors. It is planned to increase the capacity of large railways. nodes, modernization of the telecommunications network and automated train traffic control system. It is planned to attract funds from the ISPA fund of the European Union. In order to implement the project “Reconstruction of the East-West Railway Transit Corridor,” a Loan Agreement was signed in 1998 with the European Bank for Reconstruction and Development and the European Investment Bank. The implementation of this project is also provided for by the National Transport Development Program for the period until 2010, developed by the Ministry of Transport of Latvia.
Literature
- The Rigo-Dinaburg road is 130 years old. Historical essay Compiled by J. L. Vanags, Latvian railway, DCSTI. Riga, 1991.
