History of railway stations and stations. Savelovskoye direction and BMO Savelovskaya road

Moscow's Savelovsky Station is the only one in the metropolis that serves only suburban routes. This is a very popular area of passenger transportation, since many workers in the capital live outside the city. The information desk at Moscow's Savyolovsky Station and the company's telephone numbers provide detailed information about all electric trains and directions.

Savyolovsky railway station in Moscow - brief information

The station is located just outside the Third Ring Road, not far from the street. Sushchevsky Val. The address of Moscow's Savelovsky Station consists of the square of the same name. Savelovskaya with building number 2. Nearby there is an overpass with a complex transport interchange. The closest neighbors of the terminal are: the Temple of Faith, Hope, Love and Sofia, the Sovenok-3 supermarket, and the Computer Store.

The website of Moscow's Savyolovsky Station provides complete information about the trains running. There are five platforms and 11 paths for their adoption. Previously, this place was called Butyrskaya, and was located outside the city. But as the capital expanded, the name of the station and its role changed.

Now the station is a three-story building in the Art Nouveau style, with straight lines and wide cornices. Recently the façade has been painted white and orange. Above the central entrance there is a small arched window and a rectangular roof tower. The interior is dominated by brown colors on the walls and ceiling.

Train schedule for Savyolovsky station in Moscow

The schedule of the Savelovsky railway station in Moscow includes information about the movement of 99 electric trains on this line, and about 30 more trains in the Belarusian direction. The last long-distance trains were transferred to other stations in 1999, and since then only electric modes of transport have operated here.

From the station you can travel daily to the following settlements:

Lobnya;
Taldom;
Iksha;
Dubna;
Verbilki;
Dmitrov;
Odintsovo;
Beskudnikovo and many others.

The Moscow train schedule at the Savelovsky station includes information about movement on the fifth platform, which since 2011 has been serving the Belorussian direction. Since 2005, separate express trains have been running to Sheremetyevo Airport.

Aeroexpress trains running to Lobnya and the airport depart regularly and are very convenient for transporting passengers and luggage. Inside there are beautiful soft seats with armrests and wide screens for broadcasting information. Some of the cars are allocated for shelves for things.

The tireless flow of time, irrevocably counting down the decades receding into the distance and making them the property of history alone, often loses in the series of bright and significant events other, perhaps less bright, but no less significant events for history itself, both covered in darkness due to the lapse of years, and and currently occurring. Along with the advent of the new millennium, the Savyolovsky radius of the Moscow railway junction modestly celebrated its centenary. The event against the backdrop of the change of millennium is certainly not so bright, but nevertheless hides many very interesting historical facts, incidents and drama.

Over the entire period of its existence, the Savyolovsky radius was considered the most “deaf”, and the Savelovsky station the most “quiet”. Even Ilf and Petrov, in their famous work “The Twelve Chairs,” said: “The smallest number of people arrive in Moscow through Savelovsky. These are shoemakers from Taldom, residents of the city of Dmitrov, workers of the Yakhroma manufactory, or a sad summer resident living in winter and summer at Khlebnikovo station "It won't take long to travel here to Moscow. The longest distance along this line is one hundred and thirty miles." How true these words are! Although today there is no Taldom shoe artel or Yakhroma manufactory. The Khlebnikovo station no longer exists; only the stopping point of the same name remains. However, cities such as Dolgoprudny, Lobnya, Pestovo, Kirishi appeared on the map, growing from station villages and owing their birth precisely to the Savelovskaya branch, and the distance along the Savelovsky passage is no longer “one hundred and thirty miles”! At the same time, the Savelovskaya branch remained a “deaf” line, essentially a dead-end radius, since it was never completed to the end, and now it is unlikely that it ever will be. The Savelovsky radius today is a burden for railway workers. Freight transportation, the only source of profit, has been removed from this line. The line is loaded mainly with unprofitable commuter services. With the exception of a small area in the near Moscow region, almost all stations and stages are in complete ruin and desolation. A number of stations have not been modernized since the days of steam locomotive traction. The main gate of the road - Savelovsky Station in Moscow, which was recently reconstructed, somehow greatly disturbed the mayor of Moscow, who has long been dreaming of its closure and conversion into another "flea market". So why was it built at all and who needed this now forgotten Savyolovskaya branch and adjacent lines that was not needed by anyone except commuters? Let's remember how it all began...

After the opening of the St. Petersburg-Moscow steel railway in 1851, railways, both state-owned and private, began to be actively built across the territory of the central provinces of the Russian Empire. In the northern regions of Russia and in the upper Volga region, the joint-stock Moscow-Yaroslavl-Arkhangelsk railway was actively built, which subsequently connected cities such as Sergiev Posad, Alexandrov, Rostov-Velikiy, Yaroslavl, Kostroma, Ivanovo, Vologda and Arkhangelsk with Moscow. At the same time, the upper Volga region was insufficiently covered by railway transport. First of all, the lack of a new type of transport was especially acute in the city of Rybinsk - the last point on the waterway of goods from Astrakhan along the Volga. Above Rybinsk, the Volga was practically unnavigable, and cargo from large barges was transferred to flat-bottomed boats, which were sent up the Volga, Mologa and Sheksna.

The industrialists of Rybinsk clearly understood the advantages of railway transport, which is why in 1869 the joint-stock company "Rybinsk-Bologoe Railway" was established, which began construction of the Rybinsk-Bologoe railway line. This line, with a total length of 298 km, was built in record time - in 1871 it was fully put into operation. The new road also passed through the ancient city of Bezhetsk and the village of Udomlya in the Tver province, connecting them with the capitals. To provide the new line with steam locomotive traction, a depot is being built at the Savelino station (now Sonkovo), and water towers are also being built at the stations of Rybinsk, Volga, Rodionovo, Savelino, Viktorovo, Maksatikha, Brusovo, Udomlya and Msta. In the future, as new lines are built (Chudovo - Novgorod - Staraya Russa, Bologoe - Staraya Russa - Dno - Pskov - Vindava, Tsarskoe Selo - Dno - Novosokolniki - Vitebsk, Moscow - Voloklamsk - Rzhev - Velikiye Luki - Novosokolniki - Rezekne - Riga - Vindava) the road is transformed first into Rybinsko-Pskovsko-Vindavskaya, and then into Moskovsko-Vindavo-Rybinskaya with administrations in St. Petersburg and Moscow.

In 1898, the Rybinsk - Pskov - Vindava Railway opened traffic on the Savelino (Sonkovo) - Kashin line (55 km), and then a year later on the Savelino (Sonkovo) - Krasny Kholm line (33 km). The line Kashin - Savelino (Sonkovo) - Krasny Kholm is now included in the Savelovsky radius. Based on this, we can, with a slight reservation, consider 1898 as the date of “birth” of the Savelovskaya road. In the same 1898, the Moscow - Yaroslavl - Arkhangelsk Railway opened traffic on the Yaroslavl - Rybinsk line (length 79 km). A small locomotive depot is being built in Rybinsk, and additional water towers are being built at Lom and Chebakovo stations. Thus, Rybinsk and Savelino (Sonkovo) become transit points on the way from Yaroslavl to St. Petersburg, Pskov, Riga and Vindava (now Ventspils is the largest port city on the Baltic Sea in Latvia).

In the late 90s of the 19th century, the Moscow-Yaroslavl-Arkhangelsk Railway received the right to build a railway north of Moscow to the village of Savelovo on the Volga, which was supposed to pass through the ancient city of Dmitrov, the only large settlement along this radius. The current cities of Yakhroma, Taldom, Kimry were not cities as such at that time, and such cities and urban-type settlements as Dolgoprudny, Lobnya, Iksha did not exist at all in those years. At the same time, the construction of this line was considered quite promising, since the main task of the Savelovskaya branch at that time was not passenger transportation, but the transportation of goods from the Volga from transshipment near the village of Savelovo to Moscow, and in the future, a double of the Volga waterway from Savelovo to Rybinsk via Kalyazin and Uglich. The construction of the Moscow-Savelovo railway line made it possible to significantly speed up the delivery of goods from the Volga to Moscow, since it provided the shortest route, especially since the flat-boats on which goods were transported along the Volga from Rybinsk to Tver were fairly slow-moving vehicles. Later, in the 30s of our century, in connection with the construction of the Moscow-Volga Canal and the Ivankovsky, Uglich, Rybinsk reservoirs on the Volga, the Savelovskaya branch largely lost its original purpose.

The Moscow - Savelovo line was initially built from the Yaroslavl radius, starting from the Losinoostrovskaya station, then to Beskudnikovo, and further through Yakhroma, Dmitrov, Orudevo, Verbilki (at first the station was called Kuznetsovo - after the name of the owner of the Verbilkovsky porcelain factory), Taldom to Savelovo. This line was built quite quickly and already in 1900 the first trains arrived in Savyolovo. To ensure the refueling of steam locomotives with water, large water towers were built at the Iksha, Dmitrov and Savelovo stations, which still adorn the cities of Dmitrov and Kimry with their monumental appearance. The high pace of construction was partly caused by the very loyal attitude of landowners and industrialists, near whose properties the line passed. The names of two of them - Mark and Catuara - are immortalized in the names of Savelki stations. Considering the prospects for the construction of the Savelovsky radius in the direction of Rybinsk, it was decided to build the last one at the Moscow hub - the Savelovsky station, as well as a depot. For this purpose, the Savelovskaya line was extended from Beskudnikovo station to Kamer-Kollezhsky Val at Butyrskaya Zastava. However, due to various lawsuits and other bureaucratic reasons, the station was not built for a long time, and then walls were erected and construction was frozen again. Trains to Savelovo still departed from the Yaroslavsky station, and sometimes even from Losinoostrovskaya, which caused a lot of inconvenience to passengers. Finally, in 1902, the grand opening of the Savelovsky station took place on Butyrskaya Zastava Square, which was a small one-story building that did not even have a main entrance from the square. It’s not for nothing that people still affectionately call Savelovsky “Old Savely.” In addition to the station, freight station, and depot, a number of service, utility and residential buildings were erected, and the Butyrskaya Zastava square itself was also landscaped. The total length of the Moscow - Savelovo line was 130 km. To refuel steam locomotives with water, a high water tower was built near the station, similar to the tower at the Losinoostrovskaya station of the Yaroslavl radius (both towers have survived to this day). With the opening of the Savelovsky station, the Losinostrovskaya - Otradnoe - Beskudnikovo line remained auxiliary and existed until the end of the 1980s, when its last section from Beskudnikovo station to Institute Puti station was dismantled. There were no other capital stations on the Savelovskaya line until the 1980s, with the exception of the station in the city of Dmitrov, which still adorns one of the central squares of the city with its picturesque and at the same time austere appearance.

With the opening of the Moscow - Savelovo line, a real prospect arose for the construction of direct lines Moscow - Rybinsk and Moscow - Cherepovets. The management of the Moscow-Vindavo-Rybinsk Railway considered the option of connecting Rybinsk with Savelovo by building a branch through Uglich and Kalyazin. Work is also beginning on the construction of the Kashin - Kalyazin and Krasny Kholm - Vesyegonsk lines, with the prospect of extending this line from Vesyegonsk to Cherepovets. In turn, the Moscow - Yaroslavl - Arkhangelsk Railway begins preparatory measures for the construction of the Savelovo - Kalyazin line. To avoid confusion in names (after connecting Kashin with Kalyazin, Savelovo and Savelino stations were on the same line), the Savelino junction station, depot and station village are renamed Sonkovo. The construction of all these lines was carried out extremely slowly, the reason for which was disputes between the two roads - the Moscow-Rybinsk-Vindavskaya road wanted to buy the Savyolovskaya branch from the Moscow-Yaroslavsko-Arkhangelskaya. In addition, the industrialists of Kashin proposed to completely abandon the construction of a road along the right bank of the Volga, and build it along the left - for which purpose, build a bridge across the Volga below Kimry and connect Savyolovo directly with Kashin. Of course, this option did not suit the residents of Kalyazin, Uglich and Myshkin, since the railway would go to the side. In the end, after a lengthy litigation, the previously designed version of the Savelovo - Kalyazin - Uglich - Myshkin - Rybinsk line with a Kalyazin - Kashin branch was approved. As a result, due to these red tape, by the beginning of the First World War, only a small line, Krasny Kholm - Ovinishte (35 km), was actually put into operation. Another plan for the Rybinsk - Pskov - Vindavskaya road - the construction of the Maksatikha - Savelovo - Aleksandrov branch, which was supposed to pass through the large villages of Rameshki and Goritsy, as well as through the central part of Kimry, remained on paper - even at that time, this construction was simply no funds were found. Things were a little better with another construction project - to ensure the shortest route from St. Petersburg to Rybinsk, a line was built from the Mga station, located at the 49th kilometer of the St. Petersburg-Vologda radius. This line was supposed to intersect with the Kalyazin - Kashin - Sonkovo - Vesyegonsk - Cherepovets branch at the Ovinishche station. A branch from Khvoinaya station to Borovichi was also designed.

As a result of subsequent military actions and revolutions in Russia, construction was carried out at an even slower pace. As a result, by the end of 1918, permanent traffic was opened along the St. Petersburg - Rybinsk (Mologsky) route from Mga station to Sandovo station (line length 356 km). During the construction of this line, it was planned to locate a locomotive depot at the Kushavera station, but in the area of this village, the area turned out to be low and swampy. As a result, a decision was made to build a depot and a local station in Khvoynaya. After the construction of the Khvoinaya - Borovichi line never took place, this station was supposed to become a junction. Massive water towers are being erected at Khvoynaya station, as well as at Pestovo, Nebolchi and Budogoshch stations. Also in 1918, large-scale construction work was carried out at the Ovinishte station. Since this station was to become a hub, a water tower is also being built at it. Work was also carried out at an accelerated pace on the construction of the Ovinishte - Vesyegonsk - Suda line, providing the shortest connection between Moscow and Cherepovets (Suda station is located on the St. Petersburg - Vologda line not far from Cherepovets). Work was also in full swing to complete the construction of the Sandovo-Ovinishte section. Due to landscape difficulties in the area north of Ovinishte, it was decided to make a branch of these two branches not at the Ovinishte station itself, but a little to the west. At this place today there is a waypost Ovinishte-2. The continuation of the Mologsky passage was planned to be built from the Ovinishche-1 station through the village of Breytovo and the city of Mologa with a connection to the Rybinsk - Bologoe branch at the Volga station. In 1919, the Ovinishche - Vesyegonsk line (42 km) came into operation, and also, the Mologsky radius from the Sandovo station was extended to the Sonkovo - Vesyegonsk line, which it joined at the Ovinishche-2 post. The length of the Pestovo - Ovinishte-2 section was 75 km, and the total length of the Mologsky passage Mga - Ovinishte-2 was 392.5 km. The section from Vesyegonsk to Suda, also almost completed, was not accepted for permanent operation, since they did not have time to build a permanent bridge across the Mologa River, and the temporary one did not meet the necessary technical requirements. Also in 1919, work began on the construction of a capital bridge, but soon an order was issued to temporarily suspend the completion of this branch and the construction of the Khvoinaya - Borovichi line due to the difficult economic situation of the country. Construction from Ovinishche to Breytovo - Mologa - Volga, which was supposed to complete the St. Petersburg - Rybinsk direction with access to Nizhny Novgorod (via Yaroslavl, Ivanovo), was also postponed.

In the same 1918, the section of the Savelovskaya branch from Savelovo to Kalyazin came into operation. Work on the construction of the Kashin-Kalyazin section was also completed. After the commissioning of the bridge across the Volga, this line joined the Moscow-Kalyazin line at the Ukladka crossing (at this place there is now the so-called “Kalyazin triangle” with three track posts). As a result, the length of the Savelovsky passage Moscow - Dmitrov - Kalyazin - Sonkovo - Ovinishte - Vesyegonsk is 375 km. The opening of this section closed the reserve route from Moscow to St. Petersburg, passing through Kalyazin, Ovinishte, Khvoinaya, Mga. However, due to the same difficult financial situation of the country, the construction of the Savelovsky radius from Kalyazin through Uglich to Rybinsk (designed back in Tsarist Russia) never began, despite the fact that already in Soviet times there were proposals to extend this line through Rybinsk and Poshekhonye to Vologda, creating a backup route to the north, as well as to relieve the Yaroslavl passage. It was also planned to build a branch from Danilov through Poshekhonye to Cherepovets. However, all these plans remained on paper.

The devastation and poverty that reigned in Russia after the Civil War did not allow the implementation of former plans. The issue of building the lines Kalyazin - Uglich - Rybinsk, Ovinishte - Breytovo - Mologa - Volga and Khvoynaya - Borovichi was completely removed from the agenda, and work on completing the Vesyegonsk - Suda line, although carried out, was carried out at an extremely slow pace - although this line existed , but was never accepted into permanent operation. The Savelovskaya branch again attracted attention only during industrialization. The master plan of the Greater Volga, which implied the creation of a cascade of dams on the upper Volga, as well as the construction of the Moscow-Volga Canal, approved by the government within the framework of the GOELRO program, also included the development of a transport network for construction needs. In connection with the approval of the Dmitrovsky version of the Moscow-Volga Canal, the section of the Savyolovsky radius from Moscow to Dmitrov was changed to two tracks, and grandiose bridges were built at the intersection with the future canal (two in Dolgoprudny and one on the Vlakhernskaya stretch (later renamed Tourist) - Yakhroma). Some of the tracks were completely moved to a new location. To ensure the delivery of building materials to the construction site of the first Volga hydroelectric complex near the village of Ivankovo, in the early 30s of the 20th century, a 39-kilometer line was laid from the Verbilki station of the Savelovsky radius to the Bolshaya Volga station, where the headquarters for the construction of the hydroelectric complex was located. From here, construction materials were delivered to Ivankovo by cable car. Another construction headquarters was located near Dmitrov, where the Kanalstroy station was built. The new names of stations and stopping points, both on the Savyolovskaya line itself and on the Verbilki - Bolshaya Volga branch, speak of the enthusiasm of the canal builders: Shock, Competition, Pace, Technique... “With the Shock Pace of Competition and Technique, Kanalstroy leads to the Bolshaya Volga” - they said then . The name of the Trudovaya platform near Iksha is also in the spirit of that time, especially since in the Iksha area there are also settlements of the Moscow Canal.

In connection with the construction of the Uglich reservoir in the late 30s of the 20th century, it was also necessary to ensure the supply of building materials for the future dam. In this regard, we again remembered plans for the construction of the Kalyazin - Uglich - Rybinsk line. In a short time, according to the old “tsarist” project, a 48-kilometer line from Kalyazin station to Uglich was built. The construction of the Uglich - Rybinsk section, which was supposed to pass near the ancient town of Myshkin, was never carried out, due to which the Moscow - Rybinsk train still makes an almost 100-kilometer detour through Sonkovo, changing the direction of movement twice (in Kalyazin and in Sonkovo). Due to the flooding of the bed of the Uglich Reservoir at the end of the 30s, it was necessary to move the tracks in the area of the Sknyatino stations (Savelovo - Kalyazin section) and Krasnoye (Kalyazin - Uglich section), and after the transfer, the Krasnoye station turned into a regular stopping point without track development. The ancient village of Sknyatino was completely flooded, all that remained was the station village. The city of Kalyazin was almost completely flooded. The oldest (so-called first) part of the city - Podmonastyrskaya Sloboda - and half of the central (second) part completely went under water. Only a few streets in the city center and the entire third part - Svistukha - have survived from old Kalyazin. The only reminders of its former beauty are the two churches preserved in Svistukha and the bell tower of St. Nicholas Cathedral, which miraculously survived (they did not have time to dismantle it before the flooding), standing alone surrounded by the waters of the reservoir.

The fate of another “construction site of the century” - the Rybinsk Sea - is no less sad. A huge reservoir swallowed up the ancient inhabited region, the beauty of which was admired by M.E. Saltykov - Shchedrin in his work "Poshekhon Antiquity". The waters of the reservoir flooded the ancient city of Mologa, part of the city of Poshekhonye and the village of Breytovo, almost the entire city of Vesyegonsk, which was essentially moved to a new location. Of course, with the start of construction of the Rybinsk hydroelectric complex, work on the Vesyegonsk - Suda line was stopped, and the unfinished new bridge across the Mologa River was blown up and flooded. The construction of a new bridge across the heavily flooded Mologa was considered inappropriate. In addition, it was necessary to move the track to a new location near Suda, since in the vicinity of this village a fairly large area was flooded, including this line. As a result, a decision was made to close this site. Also, they no longer returned to plans for the construction of the Ovinishte - Volga line, despite the fact that after the flooding of Mologa, it could go from Breytovo again to the Volga station past the village of Borok. So, due to the confluence of a number of tragic circumstances, the Savelovskaya line was never completed either in the Moscow-Rybinsk direction, or in the Moscow-Cherepovets direction, or in the St. Petersburg-Rybinsk direction. At the same time, the Savelovskaya branch remained a backup route from Moscow to Leningrad. In the 1930s, a direct train between the two capitals was introduced into regular service, running entirely along this reserve route. The train ran on this route until 1999. Additionally, for regional purposes, at the end of the 30s, the railway network in the vicinity of Leningrad was expanded. In addition to the already existing Murmansk direction, passing near the Kirishi Mologsky station, the Chudovo - Budogoshch - Tikhvin line is also being built. The Budogoshch - Tikhvin section has survived to this day, but the Chudovo - Budogoshch section was much less fortunate - during the Great Patriotic War it was destroyed and was never restored.

During the Great Patriotic War, the further development of the railway network in the area of Leningrad and adjacent regions was strategically important. For this purpose, a whole series of connecting lines were built, which made it possible to somewhat delay the siege of Leningrad in time, and then to improve the supply of food and ammunition to the Soviet troops on the approaches to the besieged city. This also affected the Savelovsky (Mologsky) radius, on which the Kabozha - Chagoda and Nebolchi - Zarubinskaya lines were built in 1941. Somewhat earlier, in order to transport goods from the glass factories of Chagoda and from the quarries in the Zarubinskaya area, the Okulovka - Zarubinskaya and Podborovye (Petersko - Vologda passage) - Chagoda branches were built. The role of these formations was very great, since one of the military headquarters of the Leningrad Front was located in Khvoynaya. The Nebolchi - Zarubinskaya section was built in record time, in honor of which an obelisk was erected at the Nebolchi station.

Thus, in 1942, the Savelovsky, Rybinsky and Mologsky passages consisted of the following sections. As part of the Northern (Yaroslavl) railway: Moscow - Dmitrov - Verbilki - Kalyazin - Uglich; Verbilki - Big Volga; Kalyazin - Sonkovo - Ovinishte - Vesyegonsk; Yaroslavl - Rybinsk - Sonkovo - Bezhetsk; Ovinishte - Pestovo. As part of the Kalinin Railway: Bezhetsk - Bologoe. As part of the Oktyabrskaya railway: Pestovo - Kabozha - Nebolchi - Budogoshch - Kirishi - Mga; Kabozha - Chagoda - Podborovye; Nebolchi - Okulovka; Budogoshch - Tikhvin. The Verbilka - Bolshaya Volga branch was dismantled during the Second World War for the needs of the army, and restored in the 50s.

In the post-war period, the main efforts were devoted to the restoration of damaged tracks and structures. In particular, the Verbilki-Bolshaya Volga line was restored in view of the prospects for organizing the Joint Institute for Nuclear Research and the science city of Dubna. The direct train Moscow - Leningrad via the Savelovsky and Mologsky passages is also being restored. In addition, in the 50s, the Great Moscow Ring was built, passing through the Iksha, Yakhroma and Dmitrov stations of the Savelovsky direction. In the 50s of the 20th century, electrification of the Savelovsky radius also began. This is due to the gradual growth of cities near Moscow, and later with the summer residents who appeared during the “thaw”. The cities of Dolgoprudny and Lobnya, which expanded from the station villages, sharply increased passenger traffic on the Savelovskaya line, and commuter trains powered by steam locomotives could no longer cope with it. The successful experience of electrification of other directions of the Moscow hub was the reason for the transfer to electric traction of the Savelovsky direction, the least active one. In principle, the electrification of the Savelovsky passage was planned back in the 30s, and not on direct current, but on alternating current. This was due to plans to test the first AC electric locomotives in the USSR, type OR22-01, but in the end they were carried out at the testing site of the Ministry of Railways in Shcherbinka. The first electric trains on the Savelovskaya branch set off in 1954, after the completion of the installation of the contact network from Moscow to Iksha. A year later, electric trains ran from Moscow to Dmitrov, and a little later - to Kanalstroi. Also, along the entire Moscow-Dmitrov section, electric locomotive traction began to be used for passenger and freight trains. In other sections, steam locomotive traction is still maintained. The Savelovsky, Rybinsky and Mologsky passages serve the Yaroslavl (Vspolye), Rybinsk, Sonkovo, Bologoe, Khvoynaya and Leningrad-Moskovsky depots with steam traction. To provide the Moscow-Dmitrov line with electric traction, the Lobnya electric depot was put into operation, the construction work of which was completely completed by 1960. North of Dmitrov the traction is still steam.

At the end of the 50s, another reorganization of the railways followed. The Bezhetsk - Bologoye line was included in the Oktyabrskaya Railway, and the Moscow - Dmitrov - Verbilki - Kalyazin - Uglich line with the Verbilki - Bolshaya Volga branch was included in the Moscow Railway. A few years later, the sections Savelovo - Kalyazin - Uglich, Kalyazin - Sonkovo - Ovinishte - Vesyegonsk, Ovinishche - Pestovo and Sonkovo - Bezhetsk became part of the Oktyabrskaya Railway. This organization of the Savelovsky course continues to this day. The decision to transfer these lines to the Oktyabrskaya Railway was caused by the need to carry out all (at that time quite large) freight turnover across the territory of the Tver region within the boundaries of one (Oktyabrskaya) railway. However, this decision entailed a number of significant inconveniences for passengers, which continue to affect us to this day, and also broke the traditionally established ties between the north of the Moscow region (Dmitrov, Taldom) and the cities of Kalyazin, Kashin, Uglich.

(Digest of articles)

Reference data

Object Year Note

Savelovskaya railway road

1900-02 Second track - 1932-34, electrification - 1954.

Pl. Novodachnaya

1957 (newspaper "Banner of Communism" No. 173 (2434) dated 09/04/1957)

Pl. Dolgoprudnaya

1914 The first station building was built in December 1934.

Pl. Watermen

1937-? After the construction of the canal. The first name is “19th kilometer” (schedule 1952)

Art. Khlebnikovo

1901 In the first years it was called "Klyazma". Moved from Ostrovok in 1934-37

Pl. Sheremetyevskaya

1901 (according to the reference book "Railway Stations of the USSR", M., 1981)

Railway to the MKK

ca.1950Until 1950 - continuation of the DMZ branch, ran along the canal

Moskovsko-Savelovskaya line

Based on materials from the “Report on the construction of the Moscow-Savelovskaya Railway” - St. Petersburg: 1902. - p. 267.

The construction of the Moscow-Savelovskaya line was carried out by the Moscow-Yaroslavl-Arkhangelsk Railway Society. The technical conditions for the construction of the line were approved by the Engineering Council of the Ministry of Railways and approved by the Minister of Railways M.I. Khilkov on December 24, 1897.

The road began in Moscow at Butyrskaya Zastava on the connecting branch between the Moscow-Brest and Nikolaevskaya roads. It connected Moscow with the city of Savelovo and had an operational length of 121 versts. The line is single track. The guiding slope is 8%o, the smallest radius of curves is 200 fathoms. The longest distance (Dmitrov-Kuznetsovo) is 22.85 versts, the shortest (Klyazma-Lobnya) 5.21 versts. The capacity is two pairs of passenger trains and five freight trains per day, the average speed of trains is 20 versts/hour.

During the construction of the main track roadbed, the volume of excavation work was: 161,058.64 cubic fathoms for embankments, 48,579.29 cubic fathoms for excavations. The largest volume of the embankment was at the 63rd verst 5133.5 cubic fathoms, the largest volume of the excavation at the 30th verst 4819.56 cubic fathoms. The volume of earthworks for the construction of station platforms is 24,503.79 cubic fathoms, and the total core volume of earthworks on the line is 273,692 cubic fathoms. On the line, 87 artificial structures were built: 16 open bridges with openings of 0.5-0.7 fathoms, 51 metal bridges with openings from 1 to 7 fathoms and 5 with openings from 8 to 28 fathoms, 2 overpasses and 13 stone pipes with holes from 0.5 to 3 fathoms.

Rails from the Bryansk, Yuzhno-Dneprovsky and Putilovsky plants weighing 24 lb/ft (32 kg/m) and 35 feet long were laid on the track. The joints were made by weight, the linings were laid on the joint sleepers and on all curves with a radius of less than 500 fathoms through the sleeper. The track was ballasted from local quarries located at 39, 76 and 122 versts. 72 turnouts were laid at separate points. The telegraph line is two-wire.

The line had 9 stations: one III class (Dmitrov), six IV class (Savelovo, Taldom, Beskudnikovo, Lobnya, Iksha, Kuznetsovo) and two V class (Klyazma and Yakhroma). Water supply at the Iksha, Dmitrov, Kuznetsovo and Savelovo stations was carried out from open (river) sources, at the Lobnya station from an artesian well. 3 passenger and 8 freight locomotives, 16 passenger and 280 freight cars and platforms were purchased for the line.

The cost of work according to the preliminary price list was 7,337,336 rubles, and the actual cost was 9,043,393 rubles. This is largely due to the fact that the cost of work and supplies increased during the construction of the line. By the time construction was completed, the line became the responsibility of the treasury.

There was one more circumstance. Initially, the concession for the construction of the Moscow-Savelovskaya line was issued to the Second Association of Access Roads, which intended to begin its construction in 1897. However, the Board of the Moscow-Yaroslavl-Arkhangelsk Road Society, fearing that the new line, being in the hands of the Second Society, would cause losses (diverting some of the cargo and passengers), entered into a petition to transfer the construction of the new road to it. At the same time, it pledged to build separate passenger and freight stations in Moscow at Butyrskaya Zastava. The government granted this request and the concession for the Moscow-Savelovskaya line was ceded to the Moscow-Yaroslavl-Arkhangelsk Road Society with the Second Company of Access Roads paying the costs of preliminary surveys (75 thousand rubles). As it turned out later, these studies did not correspond either to the technical conditions for the construction of a new line or to the objectives of the Society. It had to be carried out in 1897. additional up to 500 miles of exploration in several directions, including the cities of Kalyazin and Kashin. But before the completion of detailed surveys, a preliminary cost sheet was drawn up based on the survey data of the Second Society, which then differed significantly from the actual costs.

In the autumn of 1898 excavation work has begun on the connecting branch with the Moscow-Yaroslavl-Arkhangelsk highway and near Savelov. At the same time, the supply of materials (brick, stone, timber) began along almost the entire line. Locally, the possibilities for obtaining rubble stone were limited, and there was no cut stone at all. It was delivered from Podolsk, Tarussa and Yelets. The average transportation of stone by rail was about 100 versts, then by horse 55 versts. Therefore, its cost on site (not in practice) reached 75-120 rubles. per cubic fathom. The original cost estimate did not include such costs.

The volume of imported stone amounted to 75% of the total need. Boulder stone in significant quantities could only be prepared near Dmitrov and on the Volga near Savelov. Hopes for obtaining cheap timber from the Volga also did not materialize. Its transportation along the Moscow-Yaroslavl line was difficult, and horse-drawn (when the work site was 50-55 miles away) significantly increased the cost of timber. In this regard, it was decided to purchase forest materials from government and private dachas located along the future road. However, the proximity of Moscow still led to a relatively high cost of timber, which also led to an increase in costs.

Such circumstances also influenced the increase in the cost of construction compared to the initial calculations. Procurement of some materials and preparation for work were carried out in the winter of 1897. even before the direction of the road is approved. Late approval of the direction (for example, the design of the section from the 85th to the 123rd verst was approved only in August 1898, i.e. 4 months before the scheduled completion date of construction) led to a delay in construction and a change in the completion date of the line construction .

In 1899 there were serious violations of rail delivery deadlines. The laying of the track reached the 50th verst by July, and then was stopped for more than a month due to the lack of rails. It resumed in September, but proceeded intermittently - in October we reached the 85th mile, in November to the 102nd, and to the final destination Savelovo in December. This situation delayed the progress of work on track ballasting, construction of buildings and increased the cost of temporary operation of the pine tree. In addition, heavy rains during the summer months prevented the normal progress of work. In 1899 Due to constant rains, the water level in the Klyazma, Yakhroma, Dubna and Volga rivers was 1.5 fathoms higher than the low water until the fall; the entire route from Dmitrov to Savelov was flooded with water. The Nevsky Mechanical Plant delayed the delivery of bridge trusses for more than a year. The last truss for the bridge across Dubna (25 fathoms long) was riveted in December 1899, a year later than the contractual date.

Temporary traffic on the road was opened in February 1900. to the 85th verst, and only in January 1901 did regular traffic begin on the Beskudnikovo-Savelovo line, and from 1902 along the entire road. Acceptance of the road into operation was carried out by the Commission chaired by senior inspector F.A. Golitsynsky. Upon acceptance into operation, it was necessary to carry out additional work to eliminate subsidence of the subgrade, widen the station platforms, install drainage systems, upland ditches and drainage ditches at stations, fill up entrances to crossings and others with a total volume of about 7,000 cubic fathoms. Additional strengthening of the slopes of excavations, embankments, and river beds with a total area of about 24 thousand square fathoms was required. Finishing work was carried out on a number of artificial structures for a total amount of more than 7 thousand rubles. Additional work was carried out on laying and ballasting the track at a total cost of 87 thousand rubles, as well as on the construction of office and residential buildings and other facilities. The total cost of eliminating defects on the main line was 753 thousand rubles.

At Khlebnikovo station

Newspaper "Udarnik" (Dmitrov) 1935 No. 200

Here is the canal route. The old station and old tracks will be demolished. The canal passes through the territory of the old station. A new railway track has been erected. This is a large mound 13 meters high. Now urgent work is underway to strengthen the slopes and lay new tracks. About half a million cubic meters of earth were placed into the new embankment. The embankment stretches far and ends with a large wooden platform with the new building of the Khlebnikovsky station. The slopes of the embankment are strengthened by grass and turf.

What attracts the most attention is the double-track bridge, under which the canal passes. Volga steamships will pass under this bridge. The depth of the canal excavation here reaches 9 meters. The bridge stands on huge concrete bulls. Several thousand cubic meters of concrete were laid here. And on the bulls there are two spans of metal structures. Their weight is also not small - 361 tons. Metal structures were installed by Stalmost. During these days, the structures on the bridge are being painted.

The deadline for the bridge and tracks to be completed is approaching. The leadership of the Khlebnikovsky district undertook to transfer traffic along the Savelovskaya railway as part of the production campaign named after the 18th anniversary of the October Revolution. with the equipment of the passenger platform with all operational services on October 10.

Will this commitment be fulfilled? - Will. The Khlebnikovsky district is in first place in terms of the implementation of the work plan throughout construction. Already on August 29, the Khlebnikovsky district reported on the implementation of the August plan.

From Khlebnikovo the embankment towards Moscow reaches the river. Klyazma. Concrete bulls were also erected here, on which a bridge across the Klyazma is installed. The length of the bridge is 121 meters. On this bridge, new metal structures are installed in only one span. For the second track, an old span is used. This will be done by the forces of Khlebnikovsky construction. Using hydraulic jacks, the old truss weighing 140 tons will be moved and installed on new foundations. Train traffic will not stop during the transfer.

Work at Khlebnikovo station is in full swing. The channel is being cleared. The excavators working here have finished their work and are evacuating. The canal slopes are being prepared for lining.

On this section, all those traveling from Moscow for the first time encounter the picture of the construction of the great canal, which is destined to play a huge role in the reconstruction of Moscow.

Savyolovskaya railway

L.A. Sotnikova

added: K. Gladkova

In 1898, Moscow authorities decided to build a railway that would connect Moscow with the northern regions of Russia. A convenient place was found to build a station.

However, the land along which the road was to be built belonged to a convent, located in the forest not far from the current Novodachnaya platform. Negotiations began on the purchase of land. The monastery requested an amount of two million gold rubles, which at that time was a huge amount. Moscow authorities tried to bargain, but to no avail. In the end, the money was collected by popular subscription and paid.

In 1902, the construction of the Savyolovskaya Railway station building in the Art Nouveau style was completed.

The first stations and terminals appeared along the railway. They received their names, as a rule, from nearby villages and villages, landowners' estates, or simply from the names of large landowners who lived in these places.

The Mark station was named after the German engineer Mark, who built this road.

The station was named in honor of the Moscow merchant Beskudnikov, who subsidized the construction, and the residential area of modern Moscow was named after the name of the station.

The Dolgoprudnaya platform was built in the late 1930s, when the construction of the Dirigablestroy shipyard began. It got its name from the nearby Long Ponds estate.

The Khlebnikovo platform is named after the large ancient trading village of Khlebnikovo, which before the revolution housed the trading warehouses of the Moscow merchant Khlebnikov, and where the artists of the Lukutinsk varnish workshop lived.

The railway itself was named Savelovskaya, as it connected ancient Moscow with the ancient city of Savelov, located on the right bank of the beautiful Volga. The lands around Savelov once belonged to the Savelyev princes.

The first draft force on the Savyolovskaya railway was a horse, and it was called “Horse Horse”. Now the horse-drawn horse is depicted in a mosaic on the walls of the Savelovskaya metro station. The horse-drawn train was replaced by a steam train, and then by an electric train.

The Savyolovskaya railway passes through the most picturesque places in the northern Moscow region. In the 1960s - 1980s, on electric trains one could meet numerous groups of tourists and so-called health groups who went to relax in nature.

History of the Savyolovskaya Railway

Article from the website "Savelovskaya wilderness"

http://savelrr.ru

After the opening of the St. Petersburg-Moscow steel railway in 1851, railways, both state-owned and private, began to be actively built across the territory of the central provinces of the Russian Empire. In the northern regions of Russia and in the upper Volga region, the joint-stock Moscow-Yaroslavl-Arkhangelsk railway was actively built, which subsequently connected such cities as Sergiev Posad, Alexandrov, Rostov-Velikiy, Yaroslavl, Kostroma, Vologda and Arkhangelsk with Moscow. At the same time, the upper Volga region was insufficiently covered by railway transport. First of all, the lack of a new type of transport was especially acute in the city of Rybinsk - the last point on the waterway of goods from Astrakhan along the Volga. Above Rybinsk, the Volga was practically unnavigable, and cargo from large barges was transferred to flat-bottomed boats, which were sent up the Volga, Mologa and Sheksna.

The industrialists of Rybinsk clearly understood the advantages of railway transport, which is why in 1869 the joint-stock company "Rybinsk-Bologovo Railway" was established, which began construction of the Rybinsk - Sonkovo - Bologoe railway line. This line with a total length of 298 km was built in record time - in 1871 the line was completely put into operation. The new road also passed through the ancient cities of Bezhetsk and Udomlya of the Tver province, connecting them with the capitals. In the future, as new lines are built (Chudovo - Novgorod - Staraya Russa, Bologoe - Staraya Russa - Dno - Pskov - Vindava, Tsarskoe Selo - Dno - Novosokolniki - Vitebsk, Moscow - Voloklamsk - Rzhev - Velikiye Luki - Novosokolniki - Rezekne - Riga - Vindava) the road is transformed first into Rybinsko-Pskovsko-Vindavskaya, and then into Moskovsko-Vindavo-Rybinskaya with administrations in St. Petersburg and Moscow.

In 1898, the Rybinsk - Pskov - Vindava Railway opened traffic on the Sonkovo - Kashin line (55 km), and then a year later on the Sonkovo - Krasny Kholm line (33 km). The line Kashin - Sonkovo - Krasny Kholm is now part of the Savelo radius. Based on this, we can, with a slight reservation, consider 1898 as the date of “birth” of the Savelovskaya road. In the same 1898, the Moscow - Yaroslavl - Arkhangelsk Railway opened traffic on the Yaroslavl - Rybinsk line (length 79 km). Thus, Rybinsk and Sonkovo become transit points on the way from Yaroslavl to St. Petersburg, Pskov, Riga and Vindava (now Ventspils is the largest port city on the Baltic Sea in Latvia).

In the late 90s of the 19th century, the Moscow-Yaroslavl-Arkhangelsk Railway received the right to build a railway north of Moscow to the village of Savelovo on the Volga, which was supposed to pass through the ancient city of Dmitrov, the only large settlement along this radius. The current cities of Yakhroma, Taldom, Kimry were not cities as such at that time, and such cities and urban-type settlements as Dolgoprudny, Lobnya, Iksha did not exist at all in those days. At the same time, the construction of this line was considered quite promising, since the main task of the Savelovskaya branch at that time was not passenger transportation, but the transportation of goods from the Volga from transshipment near the village of Savelovo to Moscow, and in the future, a double of the Volga water route from Savelovo to Rybinsk via Kalyazin and Uglich. The construction of a railway line in Savelovo made it possible to significantly speed up the delivery of goods from the Volga to Moscow, since it provided the shortest route, especially since the flat-boats on which goods were transported along the Volga from Rybinsk to Tver were fairly slow-moving vehicles. Later, in the 30s of our century, in connection with the construction of the Moscow-Volga Canal and the Ivankovsky, Uglich, Rybinsk reservoirs on the Volga, the Savelovskaya branch largely lost its original purpose.

The Moscow-Savelovo line was initially built from the Yaroslavl radius, starting from Losinostrovskaya station, then to Beskudnikovo, and then through Yakhroma, Dmitrov, Orudevo, Verbilki, Taldom to Savelovo. This line was built quite quickly and already in 1900 the first trains arrived in Savelovo. To ensure the refueling of steam locomotives with water, large water towers were built at the Iksha, Dmitrov and Savelovo stations, two of which (in Dmitrov and Savelovo) still adorn the cities of Dmitrov and Kimry with their monumental appearance. Considering the prospects for the construction of the Savelovsky radius in the direction of Rybinsk, it was decided to build the last one at the Moscow hub - the Savelovsky station. For this purpose, the Savelovskaya line was extended from Beskudnikovo station to Kamer-Kollezhsky Val at Butyrskaya Zastava. However, for various reasons, the station was not built for a long time, and trains to Savelovo continued to depart from the Yaroslavsky station, and sometimes even from Losinostrovskaya, which caused a lot of inconvenience to passengers. Finally, in 1902, the grand opening of the Savelovsky station took place on Butyrskaya Zastava Square, which was a small one-story building that did not even have a main entrance from the square. It’s not for nothing that people still affectionately call Savelovsky “Old Savely.” The total length of the Moscow - Savelovo line was 130 km. To refuel steam locomotives with water, a high water tower was built near the station, similar to the tower at the Losinostrovskaya station of the Yaroslavl radius (both towers have survived to this day). With the opening of the Savelovsky station, the Losinostrovskaya-Otradnoe-Beskudnikovo line remained auxiliary and existed until the end of the 1980s, when its last section from Beskudnikovo station to Institute Puti station was dismantled. There were no other capital stations on the Savelovskaya line until the 1980s, with the exception of the station in the city of Dmitrov, which still adorns one of the central squares of the city with its picturesque and at the same time austere appearance.

Things were a little better with another construction project - to ensure the shortest route from St. Petersburg to Rybinsk, a line was built from the Mga station, located at the 49th kilometer of the St. Petersburg-Vologda radius. This line was supposed to intersect with the Kashin - Sonkovo - Vesyegonsk - Cherepovets branch at the Ovinishte station. Another plan for the Rybinsk - Pskov - Vindavskaya road - the construction of the Maksatikha - Savelovo - Aleksandrov branch, remained on paper - even at that time there was simply no money for this construction. As a result of subsequent military actions and revolutions in Russia, construction was carried out at an even slower pace. As a result, by the end of 1918, traffic was opened along the St. Petersburg - Rybinsk (Mologsky) railway from Mga station to Sandovo station (line length 356 km), and the Savelovo - Kalyazin line (54 km) was also put into operation. In 1919, the Ovinishche - Vesyegonsk line (42 km) came into operation, and in 1920, the Mologsky radius from the Sandovo station was extended to the Sonkovo - Vesyegonsk line, which it joined near the Ovinishche station (at this place the Ovinishche checkpoint is now located -2). The length of the Pestovo - Ovinishte-2 section was 75 km, and the total length of the Mologsky passage Mga - Ovinishte-2 was 392.5 km. The length of the Savelovsky passage Moscow - Kalyazin - Vesyegonsk is 375 km. Around the same time, work on the construction of a bridge across the Volga near Kalyazin was completed, after which traffic along the Kashin-Kalyazin line was opened. The opening of this section closed the reserve route from Moscow to St. Petersburg, passing through Kalyazin, Ovinishte, MGU.

The devastation and poverty that reigned in Russia after the Civil War did not allow the implementation of former plans. The issue of building the Kalyazin-Uglich-Rybinsk line was generally removed from the agenda, and work on the construction of the Vesyegonsk-Cherepovets line, although carried out, was carried out at an extremely slow pace. Work on the construction of the Rybinsk - Ovinishte line also turned out to be practically frozen. As a result, trains traveling from Rybinsk to Moscow and St. Petersburg were forced to make a detour through Sonkovo. The Savelovskaya branch again attracted attention only during industrialization. The master plan of the Greater Volga, which implied the creation of a cascade of dams on the upper Volga, as well as the construction of the Moscow-Volga Canal, approved by the government within the framework of the GOELRO program, also included the development of a transport network for construction needs. In connection with the approval of the Dmitrovsky version of the Moscow-Volga Canal, the section of the Savyolovsky radius from Moscow to Dmitrov was changed to two tracks, and grandiose bridges were built at the intersection with the future canal (two in Dolgoprudny and one on the Vlakhernskaya stretch (later renamed Tourist) - Yakhroma). To ensure the delivery of building materials to the construction site of the first Volga hydroelectric complex near the village of Ivankovo, in the early 30s of the 20th century, a 39-kilometer line was laid from the Verbilki station of the Savelovsky radius to the Bolshaya Volga station, where the headquarters for the construction of the hydroelectric complex was located. From here, construction materials were delivered to Ivankovo by cable car. Another construction headquarters was located near Dmitrov, where the Kanalstroy station was built. The new names of stations and stopping points, both on the Savelovskaya line itself and on the Verbilki - Bolshaya Volga branch, speak of the enthusiasm of the canal builders - Shock, Competition, Pace, Technique... “With the shock Pace of Competition and Technique, Kanalstroy leads to the Bolshaya Volga” - they said then . The name of the Trudovaya platform near Iksha is also in the spirit of that time, especially since in the Iksha area there are also settlements of the Moscow Canal.

In connection with the construction of the Uglich reservoir in the late 30s of the 20th century, it was also necessary to ensure the supply of building materials for the future dam. In this regard, we again remembered plans for the construction of the Kalyazin - Uglich - Rybinsk line. In a short time, a 48-kilometer line was built from Kalyazin station to Uglich. The construction of the Uglich - Rybinsk section, which was supposed to pass near the ancient town of Myshkin, was never carried out, due to which the Moscow - Rybinsk train still makes an almost 100-kilometer detour through Sonkovo, changing the direction of movement twice (in Kalyazin and in Sonkovo). Due to the flooding of the bed of the Uglich reservoir in the late 30s, it was necessary to move the tracks in the area of the Sknyatino station and the Krasnoe stop near Uglich. The ancient village of Sknyatino was completely flooded, all that remained was the station village. The city of Kalyazin was almost completely flooded. The oldest (so-called first) part of the city - Podmonastyrskaya Sloboda - and half of the central (second) part completely went under water. Only a few streets in the city center and the entire third part - Svistukha - have survived from old Kalyazin. The only reminders of its former beauty are the two churches preserved in Svistukha and the bell tower of St. Nicholas Cathedral, which miraculously survived (they did not have time to dismantle it before the flooding), standing alone surrounded by the waters of the reservoir.

During the Great Patriotic War, the development of the railway network in the area of Leningrad and adjacent regions was strategically important. For this purpose, a whole series of connecting lines were built, which made it possible to somewhat delay the siege of Leningrad in time, and then to improve the supply of food and ammunition to the Soviet troops on the approaches to the besieged city. This also affected the Savelovsky (Mologsky) radius, on which in 1941 the lines Kabozha - Chagoda (48 km), Nebolchi - Okulovka (103 km) and Budogoshch - Tikhvin (75 km) were built. Thus, in 1942, the Savelovsky, Rybinsky and Mologsky passages consisted of the following sections. As part of the Northern (Yaroslavl) railway: Moscow - Dmitrov - Verbilki - Kalyazin - Uglich; Dmitrov - 81 km (MBK); Verbilki - Big Volga; Kalyazin - Sonkovo - Ovinishte - Vesyegonsk; Yaroslavl - Rybinsk - Sonkovo - Bezhetsk; Ovinishte - Pestovo. As part of the Kalinin Railway: Bezhetsk - Bologoe. As part of the Oktyabrskaya railway: Pestovo - Kabozha - Nebolchi - Budogoshch - Kirishi - Mga; Kabozha - Chagoda - Podborovye; Nebolchi - Okulovka; Budogoshch - Tikhvin. The Verbilka - Bolshaya Volga branch was dismantled during the Second World War for the needs of the army.

In the post-war period, the main efforts were devoted to the restoration of damaged tracks and structures. In particular, the Verbilki-Bolshaya Volga line was restored in view of the prospects for organizing the Joint Institute for Nuclear Research and the science city of Dubna. The direct train Moscow - Leningrad via the Savelovsky and Mologsky passages is also being restored. In the 50s of the 20th century, electrification of the Savelovsky radius began. This is due to the gradual growth of cities near Moscow, and later with the summer residents who appeared during the “thaw”. The cities of Dolgoprudny and Lobnya, which expanded from the station villages, sharply increased passenger traffic on the Savelovskaya line, and commuter trains powered by steam locomotives could no longer cope with it. The successful experience of electrification of other directions of the Moscow hub was the reason for the transfer to electric traction of the Savelovsky direction, the least active one. In principle, the electrification of the Savelovsky passage was planned back in the 30s, and not on direct current, but on alternating current. This was due to plans to test the first AC electric locomotives in the USSR, type OR22-01, but in the end they were carried out at the testing site of the Ministry of Railways in Shcherbinka. The first electric trains on the Savelovskaya branch set off in 1954, after the completion of the installation of the contact network from Moscow to Iksha. A year later, electric trains ran from Moscow to Dmitrov. Also, along the entire Moscow-Dmitrov section, electric locomotive traction began to be used for passenger and freight trains. In other sections, steam locomotive traction is still maintained. The Savelovsky, Rybinsky and Mologsky passages serve the Yaroslavl (Vspolye), Rybinsk, Sonkovo, Bologoe, Khvoynaya and Leningrad-Moskovsky depots with steam traction. To provide the Moscow-Dmitrov line with electric traction, the Lobnya electric depot was put into operation, the construction work of which was completely completed by 1960. North of Dmitrov the traction is still steam.

At the end of the 60s, work on electrification continued. First of all, they are caused by the development of the science city of Dubna. In 1970, work was completed on the electrification of the Dmitrov - Verbilki and Verbilki - Bolshaya Volga sections. Moreover, on a dead-end branch running from the Bolshaya Volga station through the entire city of Dubna to the factories located on its opposite outskirts, a siding (Dubna station) was built, to which overhead lines also extended. After the introduction of the Moscow - Dubna electric trains, commuter trains with diesel traction are assigned for communication with Taldom and Savelovo (Kimry) from the Verbilki station. Long-distance trains are replacing electric locomotives with diesel locomotives in Dmitrov. At the beginning of the 70s, the final replacement of steam traction with diesel locomotive traction took place throughout the Savelovsky, Rybinsk and Mologsky passages. The last steam locomotives operated on the sections Sonkovo - Vesyegonsk, Sonkovo - Pestovo until approximately 1975. In 1978, the Verbilki - Taldom - Savelovo section was electrified; this was the last non-electrified section of the Savelovsky radius within the Moscow Railway. The Mga - Kirishi - Budogoshch section was electrified along the Mologsky passage (early 70s) - i.e. within the Leningrad region. In many ways, electrification is facilitated by a sharp increase in summer cottages in the vicinity of the two capitals. In the 80s, stone stations were built in Bely Gorodok, Kashin, and Sandovo. Electric express trains Moscow - Dubna were also put into circulation - these were the first luxury trains in Russia! They replaced the Moscow-Dubna passenger trains, which were driven by electric locomotives (and first by diesel locomotives). Before the opening of the Dubna station, passenger trains Moscow - Bolshaya Volga on locomotive traction ran on this radius.

Unfortunately, in recent years there has been an increasingly sharp tendency to move from creation to destruction. The only joyful event of the last decade was the reconstruction of the Savelovsky station in the early 90s. The old "Savely" has turned into a modern two-story station, without losing its architectural qualities at all (unlike the Kursk, enclosed inside a tasteless "glass"). However, this event was also overshadowed by trouble - from May 1999 the station became a suburban station, and the remaining long-distance trains Moscow - Rybinsk and Moscow - Sonkovo were transferred to the Belorussky station. Direct trains Moscow - St. Petersburg, Moscow - Uglich and Moscow - Vesyegonsk have completely sunk into oblivion - all that remains of them are trailer cars in the Moscow - Sonkovo compound train. And since the summer of 2002, the Moscow-Sonkovo train also disappeared. Now cars to Uglich, Vesyegonsk and Pestovo are attached to the Moscow - Rybinsk train. To travel from Moscow to the stations Bezhetsk, Udomlya, Khvoynaya, Nebolchi, Kirishi, you can now only consider options with a transfer...

The Savelovo - Kalyazin section is still not electrified (although in the early 80s electrification was planned and preparatory measures were carried out - reinforced concrete sleepers and long rails were laid to operate the line at high speeds). In many ways, electrification was prevented by the border of two railways (Moscow and Oktyabrskaya) at the Savelovo station. After the electrification of the Verbilki-Savelovo section, long-distance trains pass Dmitrov and Taldom without stopping, which causes a number of additional inconveniences for the residents of these cities.

It is painful to see how something that has been created over the course of a century is being destroyed. Thus, in recent years the number of stations on the Savelovsky radius has decreased. The patrols to the points of Tempy, Vlasovo, Lebzino, Sknyatino have been removed. The sidings and receiving and departure tracks at the former Strelchikha station have been dismantled (for more than 20 years now), and the freight tracks at Orudyevo station have been dismantled. Many patrols along the Mologsky passage also ceased to exist. Most of the wooden stations have fallen into disrepair. More often they are simply demolished, replaced by small brick ticket offices without waiting rooms, more like switch booths. And not everywhere - often suburban ticket offices are simply destroyed as a class. For example, at the recently closed Sknyatino crossing, the remains of the station were pulled apart on logs by local residents, and then the station was completely burned down... One of the few positive examples is the new station in Taldom, built in 1993. Also, a small semblance of a station was built in Yakhroma.

It’s scary to watch how weeds stretch along the passenger platform of the former second track (say to Vlasovo or Lebzino)! Yes, of course, break not build! And so, until the end of time, the overhead wires of the contact network will hang over the dismantled tracks, and summer residents will climb the stairs every week into a crowded suburban train car at a stop marked only by a half-rotten wooden post on the embankment of the track, stretching into the endless distance of the Tver-Volga wilderness. Sad!

Savyolovskaya railway

Article from the website hlebnikovo.nm.ru, 2003.

In 1897-98, construction of the Savelovskaya railway began. It passed west of the Dmitrovsky tract and the village of Khlebnikovo.

Of decisive importance in the construction of the road was the will and intentions of the Chairman of the Board of the Moscow-Yaroslavl-Arkhangelsk Railway Society, Savva Ivanovich Mamontov, who insisted on the construction of the Savelovskaya line.

The new line was laid between the Nikolaevskaya and Yaroslavl highways. The places there are interesting: it’s just a stone’s throw from Savelov - the old Russian resort of Kashin, not far away is the historical Uglich. And there, like that fairy-tale stone, to the left is the path to the Baltic states, straight to St. Petersburg, to the right is Rybinsk, Yaroslavl. This is probably enough to characterize the Savyolovsky path.

Excavation work began in fine September 1897. The Savelovskaya line began with the laying of a connecting branch from the 10th verst of the Moscow-Yaroslavl road, from marshalling tracks through the current Moscow city district of Otradnoye, past the future "Institute of the Way" to platform No. 1 - Beskudnikovo.

The line was built as a single-track line with a capacity of two pairs of passenger trains and five freight trains per day with an average train speed of 20 versts per hour.

Few people know that at the beginning the Savelovsky station and the route from it to Beskudnikov were not planned. Trains went through Losinoostrovka to Yaroslavsky station.

Despite the absence of a station, under pressure from business circles, the road was accepted.

On January 26, 1901, the Minister of Railways, Prince M.I. Khilkov reported to Emperor Nicholas II about the opening of “correct traffic from Beskudnikovo station to Savelovo”

In the calendar for 1905 (publishing house V. Gatsuk, Moscow) listing all stations opened in 1901 on the Savyolovskaya railway:

Moscow - Beskudnikovo 10

Moscow - Khlebnikovo 20

Moscow - Lobnya 25

Moscow - Iksha 43

Moscow - Yakhroma 56

Moscow - Dmitrov 61

Moscow - Kuznetsovo 84

Moscow - Taldom 104

Moscow - Savelovo 121

In 1902, the Savelovsky station came into operation. It practically closed the series of capital passenger stations; no more stations were built in Moscow.

Interestingly, the construction of the station in Butyrki sharply increased land prices in this district. By May 1898, Gustav List, a famous industrialist, had built a factory (now Borets) - workers were expected from the suburban area by rail. The housing market reacted immediately. Homeowners, in anticipation of an influx of guests, employees, and craftsmen near Butyrki, built about 30 new houses during this time with increased rent for apartments. The City Duma, seeing the usefulness of the Savelovskaya station for Moscow, in 1900 petitioned Emperor Nicholas II on the need to annex the lands “to the composition of the population of Moscow.” So, thanks to the railway, the residents of Butyrka became Muscovites.

The Savyolovskaya railway, as noted above, was single-track for a long time, then, with an increase in the number of trains, siding tracks were built at Beskudnikovo, Khlebnikovo, Lobnya and other junction stations. The train stopped, waited for the oncoming person, and then set off on its further journey. Already in the “Modern Calendar” for 1909, the publishing house A.D. Stupina is already listed as the Moscow-Butyrki station, and Lobnya and Savelovo are designated by the letter b (large station).

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In 2002, the youngest station in Moscow, Savelovsky, celebrated its 100th anniversary, the only Moscow station whose name was given not by the city, but by the village.

The initiator of the construction of the Savelovskaya line was Savva Ivanovich Mamontov, Chairman of the Board of the Moscow-Yaroslavl Railway Society, famous industrialist and philanthropist. Largely thanks to his energy, the concession for the construction of the road, originally issued to another private company - the Second Society of Access Roads, was transferred to Yaroslavka.

In 1897, the Moscow-Yaroslavl-Arkhangelsk Railway, having received the highest permission, began research and then the construction of a new line from Moscow to the village of Savelovo, which is located on the banks of the Volga opposite Kimry. The new line was not very long - 130 km, but promising. The trading village of Kimry was famous at that time for its master shoemakers. Nearby stood the ancient city of Kashin. In the future, it was planned to extend the road to Kalyazin, Uglich and Rybinsk.

For the construction of the Savelovskaya line, a special department was created “under the supervision of the work manager, engineer K.A. Savitsky.” The road was supposed to be single-track, the capacity was two pairs of passenger trains and five freight trains per day, the average speed was 20 versts per hour.

The paths were on both sides - from Moscow and from Savelov. Rails were used only from domestic factories - Putilovsky, Yuzhno-Dneprovsky, Bryansk. Construction began with the laying of a connecting branch from the 10th verst of the Moscow-Yaroslavl railway, from the sorting tracks of the Losinoostrovskaya station to the Beskudnikovo station, from where, in fact, the Savelovskaya road was supposed to begin.

The question also arose about the future station. The location for the station was chosen on the outskirts, near Butyrskaya Zastava, where the price of land was low. The Savelovskaya line was extended from Beskudnikovo station to Kamer-Kollezhsky Val. Having received permission from the Moscow City Duma after numerous delays, the builders brought sand, stone and other materials to the Butyrskaya outpost. The construction of the building was planned to be completed by the winter of 1899. However, the work was unexpectedly suspended, since the Vindavo-Rybinsk Railway offered the board of the Moscow-Yaroslavl-Arkhangelsk Road Society to buy from them a section of the Savelovskaya road from Beskudnikovo station to Savelov. The proposed new owners were going to build the passenger station in another place.

Meanwhile, by the beginning of 1900, the main work on the Savelovskaya branch was completed, and a temporary movement was opened. Trains to Savelov departed from the Yaroslavl station, which caused significant inconvenience to passengers: having reached the “10th verst post” along the Yaroslavl road, they were forced to transfer to the carriages of the Savelovskaya road.

In the summer of 1900, the Moscow-Yaroslavl-Arkhangelsk road was transferred to the treasury, and the sale of the Moscow section of the Savelovskaya line to the Vindavo-Rybinsk railway did not take place.

In September 1900, construction of the station resumed. The work was supervised by engineer A.S. Sumarokov. There is an assumption that it was he who became the author of the project. The station building was quite modest, not even having a main entrance, mostly one-story and only two-story in the center to accommodate service apartments. Separately from the passenger station, a so-called military barrack was set up, which was significantly larger in size than the station building. It was supposed to house a temporary passenger station. At some distance the cargo yard also spread out its tracks.

Construction work was completed by the spring of 1902. On Sunday, March 10 (old style), the station, named Butyrsky, was consecrated and the first train departed from it. “The new station building,” Moskovsky Leaflet wrote then, “and the entire station yard in the morning were decorated with flags and garlands of greenery, in which the main entrance was buried. At about 12 o’clock in the afternoon, a service train arrived from the Yaroslavl station with officials and invited representatives from other railways. The celebration began with a prayer service in the 3rd class hall in front of the shrines from the local church. At the end of the prayer service and sprinkling of the building with holy water, all those present were invited to the 1st class hall, where champagne was served."

Regular train service began. At first, there were two pairs of trains per day: a passenger train departed at 10:35 am, and a mail train departed at 7:30 pm.

The construction of the railway line and station transformed the life of a quiet corner of Moscow from Novoslobodskaya Street to Maryina Roshcha on the one hand, and to the Butyrsky Farm and Petrovsko-Razumovsky, where previously only cab drivers, craftsmen and gardeners lived, on the other. Not far from the station, industrialist Gustav List built a new factory with a workforce from the suburbs in mind. Moscow homeowners, in anticipation of an influx of guests, built about 30 new houses in the district, and land prices rose sharply.

Let us remember that the station was built outside the city outpost, that is, outside of Moscow. However, the Moscow City Duma, realizing the prospects opening up for this area, drew up documents in mid-1899 for a new distinction between the city and the district, and since 1900, part of the suburban lands became part of Moscow. Thus, residents of the suburban settlement of Butyrki became Muscovites thanks to the railway and the station.

Long years Butyrsky Station (later renamed Savelovsky) successfully carried out its work, but as transportation grew, especially suburban ones, it began to lag behind the times and fell into disrepair. In the 80s of the 20th century, a decision was made to overhaul and restore it. The project was prepared by the team of the Moszheldorproekt Institute under the leadership of Y.V. Shamraya. The work took several years. Train traffic did not stop; ticket offices operated in temporary premises.

On September 1, 1992, 90 years after its construction, the renewed and rejuvenated station opened its doors again. It became two-story, but retained the same architectural appearance. Today, Savelovsky Station is a modern passenger complex offering railway passengers a wide range of services.

The following publications were used in preparing the material:

1. History of railway transport in Russia. T. I: 1836-1917 - St. Petersburg, 1994.

2. Railway transport: Encyclopedia. M.: Great Russian Encyclopedia, 1994.- 559 pp.: ill.

3. Moscow railway. Through the years, across distances./Ed. I. L. Paristogo.-M.: "Railway Transport", 1997.

4. Stations of Russia. Children's Encyclopedia, N 11.- 2001.

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